Consultancy Services for Design Review, Preparation of Concept Design and Ethiopian Roads Authority Tender Document For Nekempt – Bure Road DESIGN-BUILD- MAINTENANCE Project Final ESIA
ENVIRONMENTAL IMPACT ASSESSMENT (Updated Final)
Table of Contents EXECUTIVE SUMMARY ...... I 1. INTRODUCTION ...... 1
1.1 BACKGROUND AND PURPOSE ...... 1 1.2 SCOPE OF SERVICES AND OBJECTIVES ...... 1 1.3 PROJECT DESCRIPTION...... 2 1.4 PROJECT ACTIVITIES ...... 5 1.5 STRUCTURE OF THE REPORT ...... 5 2. APPROACH AND METHODOLOGY ...... 7
2.1 GENERAL ...... 7 2.2 METHODOLOGY FOR IMPACT IDENTIFICATION ...... 8 2.3 METHOD OF IMPACT PREDICTION AND EVALUATION ...... 8 2.4 MITIGATION MEASURES ...... 9 3. ADMINISTRATIVE, ENVIRONMENTAL POLICY AND LEGAL FRAMEWORK ...... 10
3.1 INSTITUTIONAL AND ADMINISTRATIVE FRAMEWORK ...... 10 3.1.1 Federal Democratic Republic of Ethiopia ...... 10 3.1.2 Regional Governments ...... 10 3.1.3 Institutional Arrangement for Environmental Protection ...... 10 3.1.4 Ministry of Transport ...... 11 3.1.5 Ethiopian Roads Authority...... 11 3.1.6 Environmental Protection Authority ...... 12 3.1.7 Regional Environmental Agency ...... 13 3.1.8 Sectoral Environmental Units ...... 13 3.1.9 Ministry of Health ...... 14 3.1.10 Authority for Research and Conservation of Cultural Heritage ...... 14 3.1.11 Ethiopian Wildlife Development and Conservation Authority...... 15 3.2 NATIONAL POLICIES AND LEGAL FRAMEWORK ...... 15 3.2.1 Constitution of the FDRE ...... 15 3.2.2 National and Regional Conservation Strategies ...... 16 3.2.3 Environmental Policy of Ethiopia ...... 16 3.2.4 Growth and Transformation Plan (GTP) ...... 17 3.2.5 The Wildlife Policy and Legislations ...... 18 3.2.6 Forest Policies and Strategies ...... 19 3.2.7 National Population Policy ...... 19 3.2.8 Rural Development Policy and Strategy ...... 19 3.2.9 Cultural Policy of Ethiopia ...... 20 3.2.10 Ethiopia’s Green Development Initiatives ...... 20 3.3 ENVIRONMENTAL FRAMEWORK LEGISLATION ...... 21 3.3.1 Proclamation on Institutional Arrangement for Environmental Protection ...... 21 3.3.2 Proclamation on Environmental Impact Assessment...... 21 3.3.3 Proclamation on Environmental Pollution Control ...... 23
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3.3.4 Environmental Guidelines ...... 23 3.4 REGIONAL AND INTERNATIONAL / MULTILATERAL AGREEMENT ...... 24 3.5 WORLD BANK/IFC SAFEGUARD POLICIES ...... 25 4. EXISTING CORRIDOR BASELINE CONDITIONS ...... 27
4.1 PHYSICAL ENVIRONMENT ...... 27 4.1.1 Topography and geomorphology ...... 27 4.1.2 Climate ...... 28 4.1.3 Land use ...... 31 4.1.4 Geology and Soil ...... 33 4.1.5 Water Resources ...... 37 4.1.6 Air and Water Pollution ...... 39 4.2 BIOLOGICAL ENVIRONMENT ...... 39 4.2.1 Floral Resources ...... 39 4.2.2 Fauna Resource ...... 43 5. PUBLIC CONSULTATION AND PARTICIPATION ...... 46
5.1 CONSULTATION DURING FEASIBILITY STUDY ...... 46 5.2 CONSULTATION DURING ENVIRONMENTAL IMPACT ASSESSMENT STUDY ...... 47 5.3 ADDITIONAL CONSULTATION UNDERTAKEN DURING THE REVIEW STAGE ...... 49 5.3.1 CONSULTATION WITH LOCAL COMMUNITY AND LOCAL ADMINISTRATION ...... 49 5.3.2. Consultation with other Stakeholders ...... 51 6. ANALYSIS OF ALTERNATIVE ROUTES ...... 55
6.1 ENVIRONMENTAL ASSESSMENT ...... 56 7. IMPACT IDENTIFICATION AND EVALUATION ...... 60
7.1 IDENTIFICATION OF IMPACTS ...... 60 7.2 EVALUATION OF IMPACTS ...... 60 7.3 BENEFICIAL IMPACTS ...... 62 7.3.1 INCREASED MOBILITY AND REDUCED VEHICLE OPERATING COST ...... 62 7.3.2 EMPLOYMENT OPPORTUNITY ...... 62 7.3.3 INDUCED DEVELOPMENT ...... 62 7.4 ADVERSE IMPACTS ...... 62 7.4.1 IMPACTS ON BIO-PHYSICAL ENVIRONMENT ...... 62 7.4.1.1 VEGETATION REMOVAL ...... 62 7.4.1.2 IMPACT ON WILDLIFE ...... 63 7.4.1.3 EROSION AND SLOPE STABILITY ...... 63 7.4.1.4 WATER AND SOIL POLLUTION/CONTAMINATION ...... 65 7.4.1.5 AIR POLLUTION AND CLIMATE CHANGE ...... 65 7.4.1.6 NOISE AND VIBRATION ...... 66 7.4.1.7 WASTE MANAGEMENT ...... 66 7.4.1.8 ROAD SAFETY ...... 66 7.4.2 IMPACTS ON THE SOCIO-ECONOMIC ENVIRONMENT ...... 66 7.4.2.1 IMPACTS ON PUBLIC UTILITIES ...... 67 7.4.2.2 ADVERSE IMPACT ON LOCAL ECONOMY ...... 67
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7.4.2.3 LOSS OF PLOTS OF LAND ...... 68 7.4.2.4 LOSS OF HOUSES AND PROPERTY...... 68 7.4.2.5 ADVERSE IMPACT ON HISTORICAL, CULTURAL AND ARCHAEOLOGICAL HERITAGES ...... 68 7.4.2.6 PUBLIC HEALTH IMPACTS OF THE PROJECT ...... 69 7.4.2.7 IMPACTS DUE TO TRAFFIC ACCIDENT ...... 70 7.4.2.8 IMPACTS DUE TO STEEP SLOPE CUTS AND HIGH FILL EMBANKMENTS ...... 71 7.4.2.9 ADVERSE IMPACTS DUE TO INDUCED DEVELOPMENT ...... 71 7.4.2.10 IMPACTS DUE TO ANCILLARY WORKS ...... 72 7.4.2.11 IMPACTS DUE TO QUARRY SITE DEVELOPMENT ...... 72 7.4.2.12 IMPACTS DUE TO BORROW PITS DEVELOPMENT ...... 73 7.4.2.13 IMPACTS DUE TO CAMPS AND GARAGES ...... 73 7.4.2.14IMPACT DUE TO SPOIL SOIL DISPOSAL AREAS ...... 74 8. IMPACT ENHANCEMENT AND MITIGATION MEASURES ...... 74
8.1 ENHANCEMENT MEASURES ...... 74 8.1.1 Increased Mobility and Reduced Vehicle Operating Cost ...... 74 8.1.2 Employment Opportunity ...... 74 8.1.3 Induced Development ...... 74 8.2 MITIGATION MEASURES ...... 75 8.2.1 Vegetation Removal ...... 75 8.2.2 Impact on Wildlife ...... 75 8.2.3 Soil Erosion and Slope Stability ...... 75 8.2.4 Water and Soil Pollution/Contamination ...... 77 8.2.5 Air Pollution and Climate Change ...... 78 8.2.6 Noise and Vibration ...... 78 8.2.7 Waste Management ...... 81 8.2.8 Road Safety...... 81 8.3 MITIGATION MEASURES FOR THE SOCIO-ECONOMIC IMPACTS ...... 82 8.3.1 Impact on Public Utilities ...... 82 8.3.2 Loss of Plots of Lands ...... 82 8.3.3 Loss of houses and property ...... 83 8.3.4 Impact on Historical and Cultural Heritage ...... 84 8.3.5 Impact due to Traffic Accident...... 85 8.3.6 Impact Due to camp and garages ...... 86 8.3.7 Impact due to Spoils ...... 87 8.3.8 Impact due to Borrow Pit Development ...... 88 8.3.9 Dust Impact ...... 89 8.3.10 Impact due to Steep Slope Cut and Fill Section ...... 89 8.3.11 Adverse Impacts due to Induced Development ...... 90 8.3.12 Impact due to Quarry Development ...... 90 8.3.13 Uncertain and Unforeseen Impacts ...... 92 9.Environmental Management and monitoring Plan ...... 93 9.1 ENVIRONMENTAL MANAGEMENT PLAN ...... 93 9.1.1 Project Location ...... 94 9.1.2 Project Design ...... 96 9.1.3 Construction ...... 98 9.1.4 Operation ...... 102
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9.2 ENVIRONMENTAL MONITORING PLAN ...... 104 9.3 TOTAL ENVIRONMENTAL COST ...... 110 9.4.REPORTING AND REVIEW PROCEDURE OF EMP ...... 110 10. CONCLUSIONS AND RECOMMENDATIONS ...... 111
10.1 CONCLUSIONS ...... 111 10.2 RECOMMENDATIONS ...... 111 11. KEY ISSUES TO BE INCLUDED IN BIDDING DOCUMENTS ...... 112
11.1 GENERAL CONDITIONS OF CONTRACT ...... 112 11.2 CONDITIONS OF PARTICULAR APPLICATION ...... 115 REFERENCES ...... 126 ANNEXES ...... 127 ANNEX 1: LIST OF CONTACTED PERSONS ...... 128 ANNEX 2: SITE PHOTO GALLERY ...... 129 ANNEX 3: SUMMARY OF PUBLIC CONSULTATION ...... 131 CONSULTATION DURING FEASIBILITY STUDY ...... 131
A. CONSULTATION DURING ENVIRONMENTAL IMPACT ASSESSMENT STUDY ...... 132 B. ADDITIONAL CONSULTATION UNDERTAKEN DURING THE REVIEW STAGE ...... 135 C. CONSULTATION WITH LOCAL COMMUNITY AND LOCAL ADMINISTRATION ...... 135 D. CONSULTATION WITH NGOS ...... 137 ANNEX 4: MINUTES OF PUBLIC CONSULTATION ...... 141 ANNEX 5: IMPACT MITIGATION MEASURES OF NEKEMPT-BURE ROAD PROJECT ...... 143
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LIST OF TABLES
TABLE 1 : CONTRACT DATA ...... 2 TABLE 2 : GEOGRAPHIC LOCATIONS OF MAJOR TOWNS AND KEY POINTS ALONG THE ROAD ...... 3 TABLE 3: LAND USE OF BURE WOREDA ...... 31 TABLE 4: LAND RESOURCE BY USE (HECTARES) OF SASIGA WOREDA ...... 31 TABLE 5: LAND USE LAND COVER OF GUTO GIDA WEREDA ...... 32 TABLE 6: AND USE LAND COVER OF GIDA AYANA WOREDA ...... 32 TABLE 7: VISUAL SUB GRADE SOIL EXTENSION ALONG THE NEKEMPT– BURE ROAD CORRIDOR...... 36 TABLE 8: VISUAL SUB GRADE SOIL EXTENSION ALONG THE GENDO – GIDA – EJERE ROAD SECTION ...... 37 TABLE 9: MAJOR PERENNIAL STREAMS/RIVERS CROSSED BY THE PROJECT ROAD ...... 38 TABLE 10: NATURAL FOREST REMAINING AFTER CLEARING FOR AGRICULTURE (OROMIA) ...... 39 TABLE 11: SOME OF THE FLORA SPECIES OF THE PROJECT AREA ...... 42 TABLE 12: FRUIT/CROP TREES ALONG THE PROJECT ROAD ...... 43 TABLE 13: SOME OF THE FAUNA SPECIES IN THE PROJECT AREA ...... 44 TABLE 14: REPTILES SPECIES ...... 44 TABLE 15: LIST OF MEETINGS ...... 46 TABLE 16: SUMMARY OF CONSULTATION WITH SLM AND AGP PROJECT COORDINATORS ...... 52 TABLE 17: GIDA AYANA REALIGNMENT SECTIONS FEATURES ...... 55 TABLE 18: MATRIX FOR IMPACT IDENTIFICATION OF POSSIBLE (MAJOR) IMPACTS ...... 60 TABLE 19: EVALUATION OF POSSIBLE (MAJOR) IMPACTS ...... 61 TABLE 20: ESTIMATED TOTAL ENVIRONMENTAL COST ...... 110
LIST OF FIGURES
FIGURE 1: LOCATION MAP OF NEKEMPT – BURE ROAD PROJECT ...... 4 FIGURE 2 : NATURE OF AN ENVIRONMENTAL IMPACT BEFORE AND AFTER PROJECT INITIATION (AFTER GLASSON, 1999) ...... 9 FIGURE 3: MONTHLY MAXIMUM RAINFALL ...... 29 FIGURE 4: MONTHLY MAXIMUM TEMPERATURE ...... 30 FIGURE 5: MONTHLY MINIMUM TEMPERATURE ...... 30 FIGURE 6: NEKEMTE-BURE ROAD RELIEF AND GEOLOGICAL MAP ...... 34 FIGURE 7: PUBLIC CONSULTATION AT ADMINISTRATIVE WEREDAS ...... 48 FIGURE 8: PUBLIC CONSULTATION MINUTES OF MEETINGS ...... 48 FIGURE 9: SUGGESTED OIL AND GREASE SEPARATION PROCESS FOR LARGE SCALE ACTIVITIES ...... 79 FIGURE 10: SUGGESTED OIL AND GREASE SEPARATION PROCESS FOR SMALL SCALE ACTIVITIES ...... 80 FIGURE 11: HIERARCHY OF PRIORITIES IN HAZARDOUS WASTE MANAGEMENT (MASTERS, 2003) ...... 81 FIGURE 12: PUBLIC CONSULTATION AT ADMINISTRATIVE WEREDAS ...... 133
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LIST OF ABBREVIATIONS
AADT Annual Average Daily Traffic data AASHTO American Association of State Highway and Transport Officials AC Asphalt concrete ADT Average Daily Traffic BOQ Bill of Quantities CO2 Carbon Dioxide COMESA The Common Market for Eastern and Southern Africa CSB Crushed Stone base DCP Dynamic Cone Penetrometer DM Design Manual DSD Double Surface Dressing EFY Economic Financial Year EIA Environmental Impact Assessment ERA Ethiopian Roads Authority EIA Environmental Impact Assessment ETB Ethiopian Birr GHG Green House Gas HIV/AIDS Human Immuno Virus / Acquired Immuno Deficiency Syndrome IEC Information Education and Communication OFC Optic Fibre Cable FYRR First Year Rate of Return HDM Highway Development and Management IGAD Intergovernmental Authority on Development IRR Internal Rate of Return NGSB Natural Gravel Sub Base NPV/C Net Present Value/Cost O-D Origin – Destination PAPs Project Affected Peoples RSDP Road Sector Development Program PASDEP Plan for Accelerated and Sustained Development to End Poverty PCP Primary Control Point SCP Secondary Control Point RGDP Real Gross Domestic Products RoW Right of Way RSDP Road Sector Development Program SCF Specific Conversion Factor STDs Sexually Transmitted Diseases UNCTAD United Nations Conference on Trade and Development
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EXECUTIVE SUMMARY Introduction
As part of expanding and improving the road network of the country, the Government of the Federal Democratic Republic of Ethiopia (FDRE) has allocated funds through the Road Sector Development Program Phase IV (RSDP IV) for the Review Study of Environmental Impact Assessment (EIA), Concept Design and Tender Document Preparation for Nekempt-Bure Design-Build-Maintain Road Project; and this (EIA) Report is one of the deliverables of the Service.
FDRE’s Growth and Transformation Plan (GTP) is a five year pro-poor growth and development strategy 2010/11-2014/15. The GTP has five major objectives, which includes maintaining at least an average real GDP growth rate of 11% and meeting Millennium Development Goals (MDG), expanding and ensuring education and health services by achieving MDG for the sectors, creating stable democratic development state and maintaining stable macroeconomics framework.
The purpose of this EIA report is therefore to provide:
i. All the necessary information for the Ethiopian Roads Authority (ERA), Regulatory bodies, and Financiers to assess the proposed project in environmental and social terms; and ii. Details of environmental impacts, mitigation measures and costs required for the feasibility, design and construction phases.
The Nekempt –Bure road starts at the outskirts of Nekempt town and connects two zones of two Regional States of the country; namely: East Wollega Zone of Oromia National Regional State (ONRS) and West Gojam Zone of the Amhara National Regional State (ANRS). The beginning of the project has an elevation of 2116 m above sea level; and the road traverses Sasiga, GutenGida, GidaAyana, Kiramu, Bureweredas.
The road is currently gravel-surfaced with a total length of about 258 km. The Right of Width (ROW) of the project road in urban areas reaches a maximum of 25 meters and in rural areas it is 30 meters and may vary depending on the limit of work (slope stake) in deep excavation sections.
Policy, legal and administrative framework
The Constitution of the Federal Democratic Republic of Ethiopia, which is issued in 1995, has important articles; article 43 discusses the right to development while article 44 highlights about environmental rights. All persons have the right to a clean environment; all persons who have been displaced or whose livelihoods have been adversely affected as a result of state programs have the right to commensurate monetary or alternative means of compensation, including relocation with adequate state assistance. Under article 92 the constitution discusses about environmental objectives as: government shall endeavor to ensure that all Ethiopians live in a
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clean and healthy environment; The design and implementation of programs and projects of development shall not damage or destroy the environment; People have the right to full consultation and to the expression of views in the planning and implementation of environmental policies and projects that affect them directly; The Government and citizens have also the duty to protect the environment. Article-15 of the proclamation states the power & duties of the Regional Environment Agencies.
There are also different proclamations:
• Proc No.4/1995 which defines powers and duties of the executive organs of the FDRE. • Proclamation No. 9/1995 establishes the Federal Environmental Protection Authority (EPA); • Environmental Protection Organs Establishment proc. No. 295/ 2002; • Environmental pollution control proclamations No. 300/2002 sets rules on control of pollution, management of hazardous waste, chemical and radioactive substances; • EIA Proclamation No. 299/2002 is promulgated in December, 2002; • Proclamation on Conservation, Development and Utilization of Forests, Proc. No. 94/1994, was issued in 1994 to provide for the Conservation, Development and Utilization of Forests; • Proclamations No.94/1994 deals with conservation, development and utilization of forests; • Proclamation No.209/2000, a proclamation to provide for research and conservation of cultural heritage; • Proclamation No.197/2000 deals with Ethiopian water resources management; • Proclamation No.200/2000 refers to public health issues; • Regarding land tenure issues; proclamations No. 31/1975 and 47/1975 State that land in Ethiopia is state owned. The constitution of 1995 also retained land ownership under the people; • Rural land use and Administration Proclamation NO.456/2005 describes; • Proclamation No.455/2005: Proclamation to provide for expropriation of land holding for public purposes and payment of compensation; • Civil Code, Proclamation No.65/1960; • Proclamation No. 80/1997 Article 6.18 states that Ethiopian Roads Authority (ERA), use land free of charge; • Regulations on Payment of Compensation for Property Situated on Landholdings Expropriated for Public Purposes Regulations No. 135/2007, came into force in July 2007.
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Regional level Proclamations and Regulations
Proclamation No 133/2006; the revised Amhara National Regional State Rural Land Administration and Use Proclamation, The proclamation discusses the following major issues: Right to hold land; Transfer and Obligation of land holding and use rights; Measuring, registering and holding certificate of land; the responsible bodies and the revised Proclamation issued by the council of Amhara National Regional State, Proclamation No.91/2003 for those projects in Amhara Region.
Proclamation No. 147/2009 of the Oromia NRS provides for the establishment of Oromia Bureau of Land and Environmental Protection (OBoLEP), which came into force as the 5th of March 2009 and proclamation on Oromia Rural Land Administration and Use in line with the powers given to regional governments, the Oromia NRS issued (Proc. No. 55/2002) for those projects in Oromia region.
Conservation Strategy of Ethiopia: Countrywide study of the existing natural resource base and environmental conservation and protection strategies have been incorporated in 1990's conservation strategy of Ethiopia (CSE).
Environmental Policy of Ethiopia (EPE): The overall goals of the EPE is “…to improve and enhance the health and quality of life of all Ethiopians and to promote sustainable social and economic development through the sound management and use of natural, human made and cultural resources and the environment so as to meet the needs of the present generation without compromising the ability of future generations to meet their own needs”.
Sectoral Policies: Several detailed sectoral environmental policies are currently in various stages of preparation, or are completed and endorsed. These are: Soil husbandry and sustainable agriculture, forest woodland and tree resources, genetic species and ecosystem biodiversity, water, energy and mineral resources, human settlement, urban environment and environmental health, pollution from industrial waste and hazardous materials, atmospheric pollution and climatic change and cultural and natural heritage. Indeed, wildlife policy, water resource policy and biodiversity policy are some of the policies triggered by the envisaged road project.
Cross Sectoral policies: National Policy on Population, National Policy on Women, Health Policy of Ethiopia, National Policy on HIV/AIDS, Sector Policy for HIV/AIDs Prevention & Control in the Work Places of ERA, Education Policy of Ethiopia have been reviewed during EIA study. Indeed, Road Sector Policies and Guidelines & Amhara Regional Rural Land Administration and Use Policy are also reviewed.
Description of the project
The Project Road traversed through mostly cultivated areas with about 33% flat, 48% rolling or undulating, 6% mountainous and 13% escarpment topography. The climate of the Project Area
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is mostly temperate (Woina Dega) and receives relatively sufficient amount of rainfall. Other features of the area through which the road passes are the following:
• The soil type is predominantly of silty clay; • The road crosses several rivers that are mostly perennial showing that, in general, there is sufficient water for construction. However, there may be stretches that require hauling water from a relatively distant location; • The major possible cause to adversely affect the quality of the air in the Project Area is dust mainly from the surface of the existing [gravel] road; • There are different plant species in the area in the form of isolated trees, shrubs and bushes and patches of small forest. The plant species include both indigenous as well as exotic types; • There are different wildlife species (but no endemic or endangered species) in the Project Area; but no designated National Parks and Sanctuaries; • There are wetlands in the route corridor; • The project road corridor is mainly agricultural land. Implementation of the project road will cause the land acquisition temporarily and permanently; • There are also eucalyptus plantations for domestic use and for market along the project road particularly near the project start and in small towns. • Indigenous tree species as well as other exotic species are found along the road which will be removed during the project implementation; • There are also houses which will be affected along the road particularly in Gida Ayana and in other towns; • The public utilities like electric lines, telephone lines and waterlines will also be affected; • There are religious sites Orthodox Christian church, protestant church and mosques along the project road; • There are also graveyards/burial sites along the project road particularly in the compound of Orthodox Christian church and Muslim burial sites on the outskirt of Ayana towns; • There are also government institutions, schools and private inverter farms along the project road; • The Right of Width (ROW) of the project road in urban areas reaches a maximum of 25 meters and in rural areas it is 30 meters and may vary depending on the limit of work (slope stake) in deep excavation sections.
Analysis of Alternative Route
Concerning the Gida Ayana realignment, two major options are considered; namely: Option 1- upgrading the existing road in its current alignment between Gendo and Egere; and Option 2- realigning the road between the towns of Gendo and Egere through Gida Ayana, the town connected to the existing road by a spur. Both options have been compared and contrasted against different socio-environmental parameters from which option 2 the one which connect Ayana town is preferable for its socio-economic impacts and make more people beneficiary.
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Indeed, this option was the major issue during the consultation. It is also the long time question of the local community as well as administrations.
Public Consultation
In order to ensure the sustainability of the Project, public consultations at different level and phases of the study were conducted; and it was found that the Project has acquired enormous social acceptability. This is true especially in the case of the comparison made between the existing road between the towns of Gendo and Ejere and the proposed realignment-the favoured option- through the town of Gida Ayana that has been connected to the existing road by a spur.
Potential Impacts
It is evident that, while undertaking such development project, the environment is expected to be affected either positively or negatively; and it is mandatory that the positive to be enhanced and the negative to be mitigated especially when seen under the lens of the current global problem of climate change. The principal positive impacts as a result of the Project Road include:
• Increased mobility; • Reduction in transport and vehicle operating cost; • Reduced travel time; • Temporary and permanent job opportunities for the local people; • New development to be attracted to the Area; and • Empowerment of women, etc.
On the other hand, the major negative impacts would be:
• Acquisition of land for both temporary and permanent works; • Expropriation of properties including houses close to the road; • Removal of vegetation for temporary as well as permanent works; • Impact on wildlife through poaching and traffic accidents; • Initiating or aggravating erosion mainly as a result of earthwork activities and drainage structures; • Pollution or contamination of water resources mainly due to poor waste management; • Pollution or contamination of soil resources mainly due to poor waste management; • Air pollution from stationary and mobile sources such as heavy duty machinery, small vehicles, generators, etc; • Noise and vibration especially from project activities close to sensitive sites like schools, churches, mosques, hospitals, and residential areas; • Possible conflicts between the contractors’ staff and the locals over common resources such as water;
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• Conflict between the locals and the migrant workers due to cultural differences and other practices that may not be in line with that of the Project Area; • Possible conflicts between the contractors and the locals as a result of insufficient job opportunities for the latter; • Possible spread of pandemics notably HIV/AIDS; • Impacts on the graveyards; • The likely impacts on Warabesa waterfall, Dire Aba Foka sacred places, • Impacts on public utilities, electric line, telephone line and waterline, • Impact on nursery site near Lebu River; • Incidence of malaria outbreak; • Impacts on beehives on roadside trees;
As stated earlier, some of the impacts are positive and hence need to be enhanced while there are several negative impacts that should be mitigated to the extent possible by means of:
• Good housekeeping of the Contractors in the areas of waste management, employment opportunities for the local people, etc.; • Keeping the Right-of-way (RoW) to possible and recommended width so that impacts resulting from wide RoW would be substantially reduced; • Reduce the severity of erosion through bio-engineering (such as grassing) as well as physical means (structures) as found appropriate to the site under consideration; • The contractors’ staff should be refrained from killing wildlife for food; • An exclusive local NGO should be commissioned to conduct HIV/AIDS Prevention and Control at workplaces; • Protecting religious sites, graveyards and sacred places from damage by addressing the issues in the design and coordinating ancillary works in such a way it will not cause damage to these sites; • Compensating the PAPs for property loss and for disturbance based on the value of the product in the local market; • Establishing system of motoring to ensure the implementation of the mitigation measures; • Avoiding gender based discrimination; • Providing operational safety equipments for the workforces; • Aware the workforces and nearby communities on the traffic accidents, erecting proper signs and warning posts on accident prone areas; • Compensating land for land for the farmland loss whenever possible and cash for land at location where there will be shortage of lands;
Although mitigation measures are proposed, their implementations require the involvement of different and relevant stakeholders corresponding to each measure. Therefore, responsible bodies for implementing the mitigation measures, along with the cost estimates wherever applicable are included in the Report.
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Total Environmental Cost
The total environmental cost (excluding costs of those measures that are part and parcel of the road design and routine/regular monitoring activities) is estimated as Ethiopian Birr (ETB) 30,370,000 Grand Total Environmental Cost. Total Environmental Management is 23,700,000.00 (ETB) while the environmental monitoring is 3, 000,000.00 (ETB) with 10% of Contingency.
In general, the upgrading of the existing gravel surfaced Nekempt-Bure road is expected to affirmatively contribute to the economic and social wellbeing of the communities within the Project Area in particular and of the country in general. However, like most of development projects in Ethiopia, the Project Road, besides its beneficial impacts, is expected to pose adverse environmental impacts of different nature, magnitude and duration. Therefore, the [adverse] impacts arising as a result of implementation of the Road Project will negatively affect the natural, physical and socio-economic environment unless precautionary and mitigation measures will be taken at the right time.
In order to effectively enhance the positive and mitigate the negative impacts, all parties to the contract should fulfill their obligations as per the Terms and Conditions stipulated in the Contract Documents. That is, the Client should facilitate conditions, as required, and be cooperative with the contractors and consultants; while the latter, besides acting according to the Contract Documents, should closely work with the local people and stakeholders on relevant issues that may arise on sites and require common efforts.
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1. Introduction 1.1 Background and Purpose
The Government of The Federal Democratic Republic of Ethiopia (FDRE) has allocated funds through the Road Sector Development Program Phase IV (RSDP IV) for the Study, Environmental Impact Assessment (EIA), Engineering Design and Tender Document Preparation for Nekempt-Bure Design-Build-Maintain Road Project.
The purpose of EIA report is to provide:
1. All the necessary information for ERA, Regulatory bodies, and Financiers to assess the proposed project in environmental and social impacts; and
2. Details of environmental impacts, mitigation measures and costs required for the feasibility, design and construction phases.
Given the importance of the road transport in supporting social and economic growth and in meeting poverty reduction objectives, the Government of the Federal Democratic Republic of Ethiopia (FDRE) has placed an increased emphasis on improving the quality and size of the road infrastructure. On this basis, the government of Ethiopia formulated, in 1996, a ten-year RSDP program that required a huge amount of investment towards improvement of the road network. These investment outlays cover the Rehabilitation or Upgrading of the Main, Trunk, Link and Rural roads and construction of new roads to augment the network.
It is in this scenario that the FDRE, represented by the Ethiopian Roads Authority, has allocated budget to finance payments for the consultancy services for Feasibility Study and Environmental Impact Assessment (EIA), Preparation of Resettlement Action Plan (RAP), Detailed Engineering Design and Tender Document preparation for Nekempt – Bure Road Project (258 km) which will create a link between Oromia and the Amhara National Regional States by connecting the Addis Ababa – Bahir Dar and Addis Ababa – Nekempt trunk roads.
1.2 Scope of Services and Objectives
Environmental Impact Assessment (EIA) is a planning tool used in project appraisal and design, in view of ensuring sustainability. Accordingly, the fundamental objective of the environmental assessment for the current project is to ensure the proper protection of the bio- physical and socio-economic environment while developing the Road Project.
The Terms of Reference (TOR) prepared by the Client, the Ethiopian Roads Authority (ERA) calls for the assessment of impacts of the Road Project on the environment of the project area; and to identify the potential sources of environmental impacts. It also requires the consultant to forward mitigation measures for adverse impacts; to undertake public consultation and prepare Environmental Management and Monitoring Plans.
Road projects belong to development interventions that are expected to pose impacts (beneficial and adverse) on the environment. Therefore, to assess the potential impacts of the project on the environmental resources, it is necessary to identify and analyze the potential impact areas of the project. Accordingly, the EIA-study will deal with the identification,
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prediction and evaluation of the impacts of the proposed Road Project. Following the identification and evaluation of impacts, it also identifies and proposes measures aimed at avoiding or minimizing adverse impacts on the one hand, and enhancement measures of the beneficial ones on the other.
1.3 Project Description
Nekempt town is located in Oromia National Regional State (ONRS), on the Addis Ababa- Nekempt-Asosa Trunk Road, part of which (the Gedo-Nekempt section) is currently under upgrading; while Bure is located in Amhara National Regional State (ANRS) on the Debre Markos-Bahir Dar Trunk Road. The project road starts at the northern outskirts of Nekempt town and terminates at Bure town after approximately 258 kms heading North/North-East direction and crossing the Blue Nile River after approximately 190 kms from Nekempt. The end of the project is after Bure town, at the junction with the Trunk road Addis Ababa-Debre Marcos-Bahir Dar. The Project Road is classified as Link road B32; and its current status is gravel/earth road with variable width between 5.5 and 9 meters.
The summary of the major features of the Project is presented in Table below.
Table 1 : Contract data
Project Name Nekempt-Bure Design-Build-Maintain Road Project
Road No B32
Region / Zone Oromia and Amhara/East Welega and West Gojam
Starting Point Description Nekemte town, located at about 300 km from A.A., on the Addis-Asosa Trunk Road. It is capital of East Welega zone of Oromia Region. Ending Point Description Bure town, located on the Addis-Asosa-Debre Markos- Bahir Dar Trunk Road. It is capital of Bure Woredaof West Gojam Zone Amhara Region. Length (km) 258 kms
Design Standard DS4
ROW 25 meters in urban and 30 meters in rural
Road Functional Classification Major Link
Climate Classification 823 m minimum altitude and 2300m maximum altitude Elevation (m) (min – max)
In addition, Figure 1 depicts the location of the Project Road in the country accompanied by the detail (map) of the Project Area.
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Table 2 : Geographic Locations of major towns and key points along the road
Item Chainage Description East North Distance No. from Addis 1 0+000 Nekempte town 229387 1006604 330km 2 62+290 Anger Gutan town 238225 1055795 393km 3 99+800 Gendo town 240485 1084009 430km 4 110+435 Gida Ayana town 293330 1092107 440km 5 120+000 Egerè town 245757 1091624 450km 6 160+390 Agamsaa town 267179 1113548 490km 7 190+120 Blue Nile river bridge 280156 1135081 520km 8 243+000 Bure town round about 283974 1171767 573km 9 258+311 End of project. Junction 288017 1185823 588km with Addis-BahirDar
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Figure 1: Location Map of Nekempt – Bure Road Project
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1.4 Project Activities
Project activity description will assist to visualize the location and extent of potential impacts of the Project on the bio-physical as well as socio-economic environment of the area. On this basis, the principal project activities expected to be considered, among others, as causing either beneficial or adverse environmental impacts are:
• Realignment to connect Gida Ayana town which included upgrading of 6.2 km from Gendo-Ayana and 2.1 km in the town section which was gravel standard and new construction of 9.3 km from Ayana to Ejere Village; • Camp establishment and demolishing; • Land clearing and grubbing; • Earthwork operations; • Blasting operation • Crushing; • Asphalt plant operation; • Workshop activities; • Structures; • Construction machinery and vehicle operation; and • HIV/AIDS prevention and Control activities
The project activities also include as part of the earthmoving operation disposal of excavated unsuitable and surplus materials at designated disposal sites. Borrow pit analysis has been undertaken and optimum disposal distance is worked out. This has been discussed as part of the concept design report.
1.5 Structure of the Report
This EIA Report for the Nekempt-Bure Design-Build-Maintain Road Project is structured with the following contents:
• Section 1, this section, is the introductory section containing issues such as project background, objectives and purpose of the study, description of major project features and project activities likely to cause environmental impacts; • Section 2 presents policy matters relevant to the project undertakings. That is, the Administrative, Environmental, Policy and Legal Frameworks (that of the GoE and Donors-notably the World Bank, WB) are presented; • In section 3, the approach and methodology adopted and followed are shown; • In section 4, the existing baseline environmental conditions are depicted; • The process and outcomes of the public consultations made are presented in section 5; • The analysis of alternative routes (with main focus on the realignment at Gida Ayana) is included in section 6; • In section 7, the identification and evaluation of impacts are described; • For the identified (beneficial and adverse) impacts, the corresponding enhancement and mitigation measures respectively are elaborated in section 8; Design Consultant 5 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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• Section 9 encompasses the environmental management plan is shown as a result of project location, design, construction and operation. In addition, environmental monitoring plan during construction phase is presented; • Section 10 contains the conclusions derived from the study and major recommendations forwarded for the sustainability of the Project; • In section 11, major environmental issues that should be reflected in the tender documents are listed in detail; and • Finally, references used and Annexes are also attached to the Report.
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2. Approach and Methodology 2.1 General
The study was based on two principal sources of data; namely: Secondary and Primary Sources. The secondary data was obtained through review of different and related literatures/documents including the following:
• The National Laws, Policies, Regulations, Directives, etc.; • Donors’, notably the World Bank’s, Safeguard Policies; and • Other documents (statistical, reports, etc.) • Environmental and Social Management Manual (August 2008)
The EIA study began by environmental scoping process in which the limits and project influence areas were defined; activities to be undertaken were listed, and valued environmental components were identified and impacts to be studied during the assessment were preliminarily defined.
The scoping process involved consultation with stakeholders; including: regional government institutions, NGOs, community representatives and the communities that would assume Project Impact (Project Affected Persons/PAPs). Meetings and discussions were held at different levels of; Zonal and Woreda and Local Administrations.
The study area comprises the project road route corridors and all surrounding areas that will be under significant influence, i.e., where the environmental impacts of the road can be felt. Influence Area or Zone of Influence (ZOI) refers to the area in which the project will cause an impact either in the form of a direct impact or an indirect impact. It encompasses the proposed road as well as offsite and/or ancillary works such as borrow pits, quarries, construction water sources, access roads and detours etc.
Direct observations on site during field work have also assisted the Consultant Team to identify sensitive environmental components in the route corridor and influence areas, and on this basis, observations that have contributed to identification of potential beneficial and adverse impacts of the proposed project were made.
Questionnaires and site inventory forms were developed and used to gather baseline environmental information including information related to impacts. Possible changes to earlier proposed alignments for the route were discussed and evaluated together with the relevant Interested or Project Affected Persons (PAPs) as well as with the engineering design team of the consultant.
The EIA process follows the guidelines of the Ethiopian Environmental Protection Authority (EPA) and that of the regional level EPAs, and Environmental Procedure Manual of the Ethiopian Roads Authority (ERA).
In general, The EIA study process covers: environmental scoping; description of the proposed Road Project works, assessment of baseline environmental conditions; analysis of potential environmental impacts; analyses of alternatives if any; development of mitigation and compensation measures; preparing an environmental management and monitoring plans.
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2.2 Methodology for Impact Identification
The identification of impacts resulting from projects takes into consideration and brings together project characteristics and baseline environmental characteristics with the aim of ensuring that all potentially significant environmental impacts (adverse or favorable) are identified and taken into account in the EIA process in the form of environmental scoping.
There are different methods of impact identification depending on the nature and complexity of the project under consideration. For the project road under consideration, it has been sensed as sound that the simple matrix be applied as it is based on the following criteria and aims that suit the characteristics and anticipated impacts of the road project.
i. Compliance with regulations; ii. Comprehensive coverage (social-economic and bio-physical impacts); iii. Uses qualitative and quantitative information; iv. Easy to use; v. Unbiased, consistent; and vi. Summarizes impacts for use in EIS.
2.3 Method of Impact Prediction and Evaluation
The object of prediction is to identify the magnitude and other dimensions of identified change in the environment with a project or action, in comparison with the situation without that project or action.
In the case of the Project under consideration, the primary objective of impact prediction and evaluation is to explicitly identify and (qualitatively or quantitatively) determine the nature and magnitude of the impacts resulting from undertaking the Project.
Once impacts have been predicted, there is a need to assess their relative significance. Criteria for significance include the magnitude of the likelihood of the impact and its spatial and temporal extent, the likely degree of the affected environment’s recovery the value of the affected environment, the level of public concern and the political repercussions.
When choosing prediction methods, one should be concerned about the appropriateness of the methods for the task involved in the context of available resource. Methods or models for prediction could broadly be classified as explorative and normative approaches.
Explorative methods include: approaches like trend analysis, scenarios, analogies and intuitive forecasting. On the other hand, the normative methods work backwards from desired outcomes to assess whether a project, in its environmental context, is adequate to achieve them.
In the context and framework of the road project under consideration, the explorative method is mainly adopted with combination of trend analysis or forecasting, analogies (transferring experience from other similar projects) and experience and professional judgment of the assessor.
The method of evaluation of impacts can be of various types including simple or complex, formal or informal, quantitative or qualitative, aggregated or disaggregated. The most formal
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evaluation method is the comparison of likely impacts against legal requirements and standards (like air quality standards, water quality standards, noise levels, etc.). As such standards are not readily available in Ethiopia, the evaluation of the impacts of the project under consideration will depend on the qualitative, and wherever possible quantitative, approaches to evaluate the extent of the impacts in the short- as well as long-term.
2.4 Mitigation Measures
Mitigation measures are measures envisaged in order to avoid, reduce and, if possible remedy significant adverse impacts that have resulted from implementation of undertakings. Implementation of mitigation measures follow the hierarchy given below:
• Avoid impacts at the source; • Reduce impacts at source; • Abate impacts at source; • Abate impacts at receptor; • Repair impacts; • Compensate in kind; • Compensate by other means; and • Enhance
Figure 2 shows the generic trend in nature of an environmental impact in time with and without project.
Figure 2 : Nature of an Environmental Impact before and After Project Initiation (After Glasson, 1999)
As shown in Figure 2, even though mitigation measures are applied or implemented properly, there would still be remaining or residual impacts that cannot be mitigated at all. In other words, environmental resources cannot always be replaced; once destroyed, some would be lost forever. That is why the distinction between reversible and irreversible impacts is very important and the irreversible impact, not susceptible to mitigation, can constitute particular significant impacts in and ESIA.
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3. Administrative, Environmental Policy and Legal Framework
This chapter presents relevant environmental policies, legislative framework at the Federal and Regional level in which the Nekempt-Bure Road Project is proposed and that will or may be triggered by the project and with which the project must comply. The chapter also presents Organizations responsible for the preparation of environmental policy and technical guidelines, review and close follow-up of implementation of environmental safeguard measures.
3.1 Institutional and Administrative Framework 3.1.1 Federal Democratic Republic of Ethiopia
The Federal Democratic Republic of Ethiopia (FDRE) comprises of the Federal State and nine Regional States. The power and duties of the Federal, Regional and Local governments have been defined by Proclamations 33 of 1992 and 41 of 1993, and 4 of 1995. Under these proclamations, duties and responsibilities of Regional States include: planning, directing and developing social and economic development programs, as well as the protection of natural resources of their respective regions.
3.1.2 Regional Governments
The Nekempt-Bure Design-Build-Maintain Road Project lies in Oromia and Amhara Regional States that are two of the regional states established by the Federal Government. The regions are divided into zones and weredas. The basic administration unit is the Wereda and each Wereda is sub-divided into Kebeles and Peasant/Farmers Associations.
Each administrative unit has its own local government elected by the people. Based on the powers and responsibilities vested in the regional governments during establishment, the Regional Governments under consideration have established Sectoral Bureaus, Commissions and Authorities.
3.1.3 Institutional Arrangement for Environmental Protection
Environmental Protection Organs Establishment Proclamation No. 295/2002, which entered into force on October 31st 2002. This Proclamation establishes the institutional arms of the Federal Government to ensure the realization of the objectives of the Constitution and of the Environmental Policy of Ethiopia with respect to environmentally sustainable management of economic and social development of the country, both at Federal and Regional level.
The Proclamation directs every relevant sectoral agency of the Federal Government to set up an environment unit as part of its organizational structure and also for each Regional State to establish a Regional autonomous environmental agency. Apart from assigning specifically defined responsibilities to the Ministry of Environmental and Forestry the Proclamation links the efforts of Regional States with that of the EPA by instructing the Regional States to prepare and submit reports on the respective state of the environment and sustainable development and submit them to the EPA.
In view of the multi-sectoral nature of the EPA and the number of government agencies involved in various aspects of environmental management, overall co-ordination and policy
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review and direction is the responsibility of an Environmental Protection Council (EPC) within EPA.
The responsibilities of the Council shall include:
• To review proposed environmental policies, strategies and laws, and issue recommendations to the Government; • Based on report submitted to it by the Authority, evaluate and provide appropriate advise on the implementation of the environmental policy of Ethiopia; and • Review and approve directives, guidelines and environmental standards prepared by the Authority.
The significance attached to the EPA is reflected in its composition which is made up of a Council comprising the following members:
a. The Prime Minister or his designate (Chairperson), b. Ministers to be designated by the Federal Government, c. A representative designated by each National Regional State, d. A representative of the Ethiopian Chamber of Commerce, e. A representative of local environmental non-governmental organizations (NGOs), f. A representative of the Confederation of Ethiopian Trade Unions, and g. The Director General of the EPA
The council shall hold its regular meetings once every six months; but it may also, at any time, hold extraordinary meetings whenever deemed necessary.
3.1.4 Ministry of Transport
The Ethiopian Roads Authority is currently made accountable to the Ministry of Transport which shall have, among others, the powers and duties to:
• Promote the expansion of transport services; • Ensure that the provision of transport services are integrated and are in line with the country's development strategies; • Ensure the establishment and implementation of regulatory frameworks to guarantee the provision of reliable and safe transport services; and • Ensure that transport infrastructures are constructed, upgraded and maintained.
In addition, the powers and duties given to the Ministry of Transport by the provisions of other laws, currently in force, with respect to matters relating to the transport sector are hereby given to the Ministry of Transport.
3.1.5 Ethiopian Roads Authority
The Ethiopian Roads Authority (ERA) was established in 1951 through proclamation No.63/1963 as “Imperial Highway Authority” with responsibilities for the construction, improvement and maintenance of the Country’s major road network. However, the Organization has undergone through different areas of jurisdiction and the current entity was re-established with Proclamation No. 80/1997 with major responsibilities of initiating policies, determining design standards, road classification, short- and long-term plan preparation, Design Consultant 11 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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preparation of feasibility studies and other studies as found appropriate, maintaining highways through appropriate body, contract management, enforce vehicle size and weight, training of manpower, determine the extent of land requirement for roads, uses free of charge material production sites, etc.
The highest body in the management hierarchy is the Board.
Environmental and Social Management Team (ESMT): The ESMT was first established in January 1998 as Environmental Monitoring and Safety Branch (EMSB) under the Planning and Programming Division of the Engineering and Regulatory Department. Then, it was changed into the Environmental Monitoring and Safety Branch (EMSB) with major duties and responsibilities including: setting and implementing ERA’s environmental guidelines in support of and in line with the national level requirements, playing the role of advisory, coordination and supervision aspects that are pertinent to the road environmental impacts and implication assessment, and co-ordination with the respective ERA district offices. In addition, it represents ERA at different levels in the areas of environment and road safety matters.
In 2010, the EMSB was transformed into ESMT mainly assuming the roles that have been played by the EMSB minus the handling of safety and related issues; and is situated in the Planning and Programming Directorate. The Team is currently staffed with six professionals: one Environmentalist (Team Leader), one Senior Ecologist, two Sociologists, one Hydrologist and one Geologist. There are also two professionals assigned exclusively for HIV/AIDS prevention and control at ERA workplaces.
3.1.6 Environmental Protection Authority1
The Environmental Protection Authority (EPA) was re-established in October 2002, under Proclamation 295/2002. It is an autonomous federal institution reporting directly to the Prime Minister. It has a broad mandate covering environmental matters at federal level. The Proclamation sets out the main responsibilities and broad organizational structure of EPA and these may be summarized as follows:
• Preparation of environmental protection policies and laws and to ensure that these are implemented; • Preparation of directives and implementation of systems necessary for the evaluation of the impact of projects on the environment; • Preparation of environmental protection standards and implementation of directives concerning soil, water and air; • Conduct of studies on desertification and the co-ordination of efforts to combat it; • Establish a system for EIA of projects, policies, strategies, laws and programs; • Enforce implementation of this EIA process (i.e. review EIA reports) and the recommendations which result from it for projects that are subject to Federal licensing, execution or supervision;
1 The Environmental Protection Authority has now been re-established as Ministry of Environment and Forestry. A directorate under this ministry will be responsible for enforcing environmental impact assessment in Ethiopia, as stated in the Ethiopian EIA Proclamation. Design Consultant 12 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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• Enter any land, premises or any other places that falls under the Federal jurisdiction, inspect anything and take samples as deemed necessary with a view to ascertaining compliance with environmental protection requirements; • Ensure implementation of environmental protection laws; • Preparation of recommendations regarding measures needed to protect the environment; • Enhancement of environmental awareness programs; • Implementation of international treaties concerning the environment to which Ethiopia is a signatory; and • Provision of advice and technical support to the regions on environmental matters
With these powers, EPA has the mandate to involve itself with all environmental issues and projects that have a federal, inter-regional (involving more than one Region) and international scope.
3.1.7 Regional Environmental Agency
Proclamation No. 295/2002 empowers each Regional state to establish its own independent environmental agency with the responsibilities to coordinate and follow-up the Regional effort to ensure public participation in the decision making process, to play an active role in coordinating the formulation, implementation, review and revision of Regional conservation strategies as well as to foster environmental monitoring, protection and regulation.
Many of the responsibilities related to environment within the Regional Governments Bureaus have been formulated and a bureau has been organized to handle or manage environmental activities.
The Regional Government‘s office for environmental protection activities shall:
• Based on the CSE, coordinate the formulation, implementation, review of regional conservation strategies; • Facilitate the establishment of lower level environmental coordinating bodies at the zone, wereda and community levels; • Ensure the implementation of Federal environmental standards or, as appropriate, issue and implement their own no less stringent standards; and • Prepare reports on the state of the environment and sustainable development of their respective states and submit them to the Authority.
3.1.8 Sectoral Environmental Units
Each Federal and Regional organization of the government that deals with environmental matters is required by Proclamation No. 295/2002 to set up its own unit with the responsibilities to coordinate and follow-up in order to ensure that its activities are in harmony with the national efforts to protect the environment. Several institutions at Federal and Regional levels have established their in-house environmental unit.
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3.1.9 Ministry of Health
According to proclamation No. 471/2005, the Ministry of Health shall have the powers and duties to:
• Formulate the country's health sector development program; follow up and evaluate the implementation of same; • Support the expansion of health services coverage; follow up and coordinate the implementation of health programs financed by foreign assistance and loans; • Direct, coordinate and follow up implementation of the country's health information system; • Devise and follow up the implementation of strategies for the prevention of epidemic and communicable diseases; • Follow up and coordinate the implementation of national nutrition strategies; • Take preventive measures in the events of emergency situations that threaten public health, and coordinate measures to be taken by other bodies; • Ensure adequate supply and proper utilization of essential drugs and medical equipment in the country; • Prepare the country's health services coverage map; provide support for the expansion of health infrastructure; • Supervise the administration of federal hospitals; • Collaborate with the appropriate bodies in providing quality and relevant health professionals' trainings within the country; • Provide appropriate support to promote research activities intended to provide solutions for the country's health problems and for improving health service delivery; • Expand health education through various appropriate means; and • Ensure the proper execution of food, medicine and health care regulatory functions.
3.1.10 Authority for Research and Conservation of Cultural Heritage
Research and conservation of Ethiopian cultural heritage are regulated by Proclamation No.209/2000 of Ethiopia. This defines cultural heritage broadly as “anything tangible or intangible which is the product of creativity and labour of man in the pre-history and history times, that describes and witnesses to the evolution of nature and which has a major value in its scientific, historical, cultural, artistic and handcraft content”.
Protection and conservation of cultural heritage from man-made and natural hazards is one of the duties of the Authority for Research and Conservation of Cultural Heritage (ARCCH).
Prior approval of the Authority for Research and Conservation of Cultural Heritage is required to remove an immovable cultural heritage from its original site, (Art. 21/1). Whenever a registered movable cultural heritage is encountered during the execution of the project it is possible to remove such property by notifying the Authority in advance (Art. 21/2). However, it is also stated that the removal of any cultural ruins is to be carried out under strict supervision of the responsible authority, ARCCH.
Any person who destroys or damages cultural heritage intentionally shall be punished with gregarious imprisonment not less than 10 years and not exceeding 20 years (Art. 45/2/).
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Article 42 of the same proclamation states under 'Reserved Area' that the Authority has the power of issuing building permission for any work to be carried out in an area declared reserved by the Council of Ministers.
3.1.11 Ethiopian Wildlife Development and Conservation Authority
The major responsibility for wildlife conservation in Ethiopia is vested in Ethiopian Wildlife Development and Conservation Authority (EWCA). This is a newly established government institution under Ministry of Culture and Tourism.
In its responsibility for the husbandry of the wildlife resource of the country, EWCA carries major responsibility within the present system of Wildlife Conservation partly with the Regional Governments. The main task of the authority is to ensure the conservation of all wildlife species, particularly those not only in Wildlife Conservation Areas, but also within the entire terrestrial, aquatic and aerial ecosystem of the nation, with special emphasis on the endemic or threatened wild fauna and their habitat.
3.2 National Policies and Legal Framework 3.2.1 Constitution of the FDRE
The Constitution of the FDRE, which entered into force on August 21st 1995, forms the fundamental basis for enactment of specific legislative instruments governing environmental matters at the national level and which are relevant to the Project Road. Articles 43, 44 and 92 of the Constitution specifically deal with the right to development, environmental rights and environmental objectives respectively. Thus:
In a section that deals with the right to development (Article 43):
• Article 43 (1) gives broad right to the peoples of Ethiopia to improved living standards and to sustainable development; • Article 43 (2) acknowledges the rights of the people to be consulted with respect to policies and projects affecting their community; and • Article 43 (3) requires all international agreements and relations by the State to protect and ensure Ethiopia’s right to sustainable development.
In a section that deals with environmental rights, Article 44 guarantees "the right to a clean and healthy environment".
On the other hand, in a section that deals with environmental objectives, Article 92 sets out the Federal policy principles and significant environmental objectives. More specifically Article 92:
• Affirms the commitment of the Government to endeavor towards ensuring that all Ethiopians live in a clean and healthy environment; • Warns that the design and implementation of development programs and projects should not to damage or destroy the environment; • Guarantees the right of people to full consultation and their expression of views in the planning and implementation of environmental policies on projects that affect them directly; and • Imposes the duty on Government and citizens to protect the environment.
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In the context of land ownership and holding right:
• Article 40 (3) vests the right to ownership of rural and urban land, as well as of all natural resources, in the government and in the peoples of Ethiopia. It recognizes land as a common property of the Nations, Nationalities of and peoples of Ethiopia and prohibits sale or any other exchange of land; • Article 40 (4) guarantees the right of farmers to obtain land without payment and protection against eviction from their possession; and • Article 40 (5) guarantees the right of pastoralists to free land for grazing and cultivation as well as the right not to be displaced from their own lands.
In recognition of the value of human input on land, Article 40 (7) states that “Every Ethiopian shall have the full right to the immovable property he builds and to the permanent improvements he brings about on the land by his labor or capital. This right shall include the right to alienate, to bequeath, and where the right to use expires to remove his property, transfer his title, or claim compensation for it.”
3.2.2 National and Regional Conservation Strategies
Since the early 1990s, the Federal Government has undertaken a number of initiatives to develop regional, national and sectoral strategies for environmental conservation and protection. Paramount amongst these was CSE, approved by the council of ministers, which provided a strategic framework for integrating environmental planning into new and existing policies, programs and projects. The CSE is an important strategy document which views environmental management from several perspectives. The CSE itself provides a comprehensive and rational approach to environmental management in a very broad sense, covering national and regional strategies, sectoral and cross-sectoral strategy, action plans and programs, as well as providing the basis for development of appropriate institutional and legal frameworks for implementation.
The plan comprehensively presented the exiting situation within the country and gave a plan of priority actions on the short and medium term. In particular, it recognizes the importance of incorporating environmental factors into development activities from the outset, so that planners may take into account environmental protection as an essential component of economic, social and cultural development.
3.2.3 Environmental Policy of Ethiopia
The Environmental Policy of Ethiopia (EPE) was approved by the Council of Ministers in April 1997 (EPA/MEDAC 1997). It is based on the CSE which was developed through a consultative process over the period 1989-1995.
It is fully integrated and compatible with the overall long-term economic development strategy of the country, known as Agricultural Development-Led Industrialization (ADLI), and other key national policies.
The EPE’s overall policy goal may be summarized in terms of the improvement and enhancement of the health and quality of life of all Ethiopians, and the promotion of sustainable social and economic development through the adoption of sound environmental management
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principles. Specific policy objectives and key guiding principles are set out clearly in the EPE, and expand on various aspects of the overall goal. The policy contains sectoral and cross- sectoral policies and also has provisions required for the appropriate implementation of the policy itself.
The section of the EPE concerning EIA sets out a number of policies, key elements of which may be summarized as follows:
• The need for EIA to address socio-economic, political and cultural impacts, in addition to physical and biological impacts, and for public consultation to be integrated within the EIA procedures; • Incorporation of impact containment measures within the design process for both public and private sector development projects, and for mitigation measures and accident contingency plans to be incorporated within environmental impact statements (EISs); • Creation of a legal framework for the EIA process, together with a suitable and coordinated institutional framework for the execution and approval of EIAs and environmental audits; • Development of detailed technical sectoral guidelines for EIA and environmental auditing; and • Development of EIA and environmental auditing capacity and capabilities within the Environmental Protection Authority, sectoral ministries and agencies, as well as in the regions.
The Policy has been developed as a national instrument enhancing the objectives of the Constitution and setting out clear cut directions with respect to environmental concerns particularly in terms of regulatory measures adopted as well as in the process of design, implementation and operation of development projects. Its recognition of the significance of addressing cross-sectoral environmental issues in the context of a national approach to environmental assessment and management integrates the efforts of a wide range of institutions across the country. It provides a sound and rational basis for addressing the country’s environmental problems in a coordinated manner.
3.2.4 Growth and Transformation Plan (GTP)
The Growth and Transformation Plan (GTP) is a continuation of development and policies and strategies of Ethiopia. The development policies and strategies pursued during the three-year Sustainable Development and Poverty Reduction Program (SDPRP) (2002/03-2004/05), together with the vision expressed in and achievements realized by the SDPRP, were the foundation for the design of the next document; namely: Plan for Accelerated and Sustained Development to End Poverty (PASDEP). The PASDEP was implemented during the five-year period of 2005/06-2009/10 based on achieving the Millennium Development Goal (MDGs) targets and the Government vision for development. Based on the foundation laid for achieving the MDGs through the strategic pillars of the PASDEP, and with an ambition of a target of higher rate of economic development than that of the PASDEP, the [current] GTP has been framed for the period 2010/11-2014/15.
FDRE’s Growth and Transformation Plan (GTP) is a five year pro-poor growth and development strategy 2010/11-2014/15. The GTP has five major objectives, which includes
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maintaining at least an average real GDP growth rate of 11% and meeting Millennium Development Goals (MDG), expanding and ensuring education and health services by achieving MDG for the sectors, creating stable democratic development state and maintaining stable macroeconomics framework.
The GTP aims to achieve high development growth of the country by the end of its plan year. In its infrastructure development, GTP gives emphasis in developing and improving rural roads and access. The GTP by the end of its plan year 2015 plans to achieve the following targets in its road development; increase the road network of the country from 49,000km to 136,000 km, the average time taken to all weather roads from 3.7 hours to 1.7 hours, road density from 44.5km per 1000km2 to 123.7 and road density per 1000 population from 0.64 to 1.54, and increase the proportion of area further than 5 km from all-weather roads 64 to 29.
During the plan period, the GTP encompasses qualitative and quantitative targets set in the areas of macro-economic performance, performance of economic and social sectors (including: agriculture, trade and industry, mining, transport, telecommunication, energy, water and irrigation, construction and urban development, education and health) and cross-cutting sectors (including: gender and children affairs, youth and sports development, HIV/AIDS prevention and control, social welfare, population development, labor affairs, culture and tourism, science and technology development and environment and climate change).
The GTP particularly emphasizes the fact that consideration of the environment plays a pivotal role in sustainable development. The Plan aims at building a ‘Green Economy’ and implementing the existing environmental laws as part of the key strategic directions to be pursued during the plan period. In the process of building a ‘green’ and climate change- resilient economy, the Plan identifies two key issues; namely: adaptation to climate change impacts and mitigation of greenhouse gases (GHGs).
The GTP sets out a strategic direction of building a ‘green economy’ and strengthening the implementation of existing environmental laws. It has also the objectives of formulating and effectively implementing policies, strategies, laws and standards which will foster social and green economy development so as to enhance the welfare of citizens and ensure environmental sustainability.
3.2.5 The Wildlife Policy and Legislations
Ethiopia in the past has made some efforts to protect its wildlife resources without a clear, appropriate and approved policy only with some outdated legislations, though the success was not satisfactory.
Recently, Wildlife Development, Conservation and Utilization Policy and Strategy, which was for a long time in a draft form, has been updated and approved. The Policy has the following objectives:
• To conserve, manage, develop and sustainably utilize the wildlife resource so that the country can derive the socio-economic and ecological benefit from the resource; and
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• To enable the country to discharge its obligations assumed under the international treaties regarding the conservation and utilization of wildlife and pass the resource and benefits to the coming generation.
3.2.6 Forest Policies and Strategies
In 2007, the government of Ethiopia issued a new forest policy. Under its preamble, the Policy recognized that recurrent drought, flooding, loss of biodiversity, and desertification has affected the country and curbing such problems through appropriate policy and legislation related to environmental services will improve agricultural performance thereby improving livelihoods. The policy indicated that sustainable management of forests promotes economic development in general. In its specific objectives, the Policy indicated that Environmental services that are derived from forests and trees should be maintained.
With regards to infrastructure development, the Proclamation in its article 14 sub-article 5 states that prior to undertaking large-scale farming, mining operation, construction of roads, water drilling, irrigation, dam construction and other similar investment activities or giving licenses for such operations, consultation with and the approval of the Ministry or the appropriate regional body shall be required.
Ethiopian Forestry Action program (EFAP, 1994) serves as a working document and strategies are mostly focused on issues extracted from this document. It addresses principles of sustainable resources management, promotion of a participatory process of development, promotion of private sector forest development and adoption of an integrated approach to forestry sub-sector development. Based on EFAP, Regional Forest Action Program (RFAP) is prepared and all Regional Bureaus of agriculture have the document.
3.2.7 National Population Policy
This National Population Policy (NPP) was issued in April 1993 and aims at closing the gap between high population growth and low economic productivity through a planned reduction in population growth in combination with an increase in economic returns. With specific reference to natural resources, the main objectives of the NPP are:
• Making population and economic growth compatible and the over-exploitation of natural resources unnecessary; • Ensuring spatially balanced population distribution patterns, with a view to maintaining environmental security and extending the scope of development activities; • Improving productivity of agriculture and introducing off-farm non-agricultural activities for the purpose of employment diversification; and • Maintaining and improving the carrying capacity of the environment by taking appropriate environmental protection and conservation measures.
3.2.8 Rural Development Policy and Strategy
The Agriculture Development-led Industrialization’s (ADLI’s) core tenet is that increased agricultural productivity is the engine for both agricultural and industrial growth. That is, through
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the use of Green Revolution technologies, the low productivity of traditional Ethiopian farming systems would be substantially improved.
The ADLI is reflected in the Rural Development Strategy (2001) which further stresses the role of increased agricultural production as the basis for the country’s development. The strategy is driven by the quest for ensuring food security and enhancing rural employment opportunities. The Strategy is made up of eight building blocks; namely:
i. Technology generation and dissemination; ii. Food security, including resettlement and water harvesting; iii. Agricultural extension and vocational training; iv. Agricultural marketing (of inputs and outputs); v. Rural finance; vi. Development of cooperatives; vii. Rural transport; and viii. Rural land administration and management.
In most of the above building blocks, environmental considerations are included in an implicit manner. Explicit consideration is rather given to the need to sustain production through use of appropriate technologies, development of tailored extensions and trainings to agro-ecological zones, and sustainable land management and land use.
Resettlement, which is included under the food security block, also includes the need for careful assessment of land resources and disease problems in the resettlement sites. It also calls for communities to take responsibility for environmental protection and rehabilitation within resettlement areas.
3.2.9 Cultural Policy of Ethiopia
Article 51/3 of the Constitution of the FDRE declares the Federal government shall establish and implement national standards and basic policy criteria for the protection and preservation of cultural and historical heritage'.
Based on this, the Council of Ministers of FDRE endorsed the cultural policy of Ethiopia in October 1997 and issued the Research and Conservation of Cultural Heritage Proclamation No.209/2000.
Protection and Conservation of Cultural Heritage from manmade and natural hazards is one of the goals of the Authority for Research and Conservation of Cultural Heritage. Article 42 of the same proclamation states under “Reserved Area” that the Authority has the power of issuing building permission for any work to be carried out in an area declared reserve by the Council of Ministers. There is also an article that states the removal of any cultural ruins is to be carried out under strict supervision of the responsible authority, ARCCH.
3.2.10 Ethiopia’s Green Development Initiatives
Building on the positive development of recent years, Ethiopia aims to achieve middle-income status by 2025 while developing a green economy. To this end, boosting agricultural productivity and strengthening the industrial base will be essential to reach this goal.
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Following the conventional development path would, among other adverse effects, result in a sharp increase in Green House Gas (GHG) emissions and unsustainable use of natural resources. To avoid such negative effects, the government has developed a strategy to build a Climate-Resilient Green Economy (CRGE).
The CRGE initiative follows a sectoral approach and aims at overcoming the challenges of developing a green economy. This strategy focuses on four pillars (including renewable and clean sources of power) that will support Ethiopia’s developing green economy:
• Adoption of agricultural and land use efficiency measures; • Increased GHG sequestration in forestry, i.e., protecting and re-establishing forests for their economic and ecosystem services including as carbon stocks; • Deployment of renewable and clean power generation; and • Use of appropriate advanced technologies in industry, transport, and buildings.
It is believed that establishing these pillars within the relevant parts of the economic development plan will prevent the economy from being locked into an unsustainable pathway and can help to attract the investment required for their development.
3.3 Environmental Framework Legislation
The broad guiding principles under the Federal Constitution and the more instructive directions set out under the Environmental Policy of Ethiopia have been further expanded and refined by three environmental framework legislations designed to enable implementation of the Federal policies on environment. These legislations are instrumental to translating the broad objectives of the policies into practice, as they provide for specific rules of substance and procedures having the force of law across the country. The legislations are described below.
3.3.1 Proclamation on Institutional Arrangement for Environmental Protection
The Proclamation for the Establishment of Environmental Protection Organs, No. 295/2002, was issued to establish a system that fosters coordinated but differentiated responsibilities among environmental protection agencies at Federal and Regional Levels. The Proclamation recognizes assigning responsibilities to separate organizations for environmental development and management activities on the one hand, and environmental protection, regulations and monitoring on the other is instrumental for the sustainable use of environmental resources, thereby avoiding possible conflicts of interests and duplication of efforts. A series of institutional mandates that would extend the powers and duties of the Environmental Protection Authority (EPA) and the Environmental Protection Council (EPC) beyond those defined in the enabling legislation, which established these bodies are also included. Powers and duties are also proposed in relation to Zonal, Wereda and Community Environmental Coordinating Committees, which will also be established.
3.3.2 Proclamation on Environmental Impact Assessment
This Proclamation (No 299/2002) aims primarily at making Environmental Impact Assessment (EIA) mandatory for categories of projects specified under a directive issued by the Environmental Protection Authority (see 3.3.1) whether such projects belong to public or private bodies. The Authority issued several directives subjecting categories of projects to environmental impact assessment. The Proclamation describes a policy, strategy, program, Design Consultant 21 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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law or an international agreement as “public instrument” and directs the Authority to issue guidelines distinctively classifying certain categories of public instruments as likely to entail significant environmental impact. The Proclamation requires, among others:
• Specified categories of projects to be subjected to EIA and receive an authorization from the Authority or the relevant regional environmental agency prior to commencing implementation of the project; • Licensing agencies to ensure that the requisite authorization has been duly received prior to issuing an investment permit, a trade or operating license or a work permit to a business organization; • The Authority or the relevant Regional environmental agencies may exempt from environmental impact assessment projects with insignificant environmental impact; and • A licensing agency may suspend or cancel a license that has already been issued where the Authority or the relevant regional environmental agency suspends or cancels environmental authorization.
Procedures that need to be followed in the process of environmental impact assessment are described in the Proclamation. Thus a project initiator (Proponent): • Must undertake a timely environmental impact assessment, identifying the likely adverse impacts, incorporate the means of their prevention, and submit the environmental impact study report accompanied by the necessary documents to the Authority or the relevant regional environmental agency; • Must ensure that an environmental impact assessment is conducted and an environmental impact study report prepared by an expert who meets the requirements set forth by the directive issued by the Authority; and • Must submit an environmental impact study report to the Authority or the relevant Regional environmental agency for review.
The Proclamation directs the Authority and the relevant Regional environmental agency how to deal with an environmental impact study report they receive. Thus, after evaluating the report by taking into account any public comment and expert opinion, the Authority or the relevant Regional environmental agency must do one of the following: • Approve the project without condition and issue authorization if it is satisfied that the project may not cause negative impact; • Approve the project and issue authorization with condition that must be met in order to reduce adverse impacts to insignificant impacts; or • Refuse (Reject) implementation of the project if the negative impacts cannot be satisfactorily avoided.
In the event of a project having likely trans-national impact within Ethiopia the Regional environmental agency would not assess an environmental impact study itself, but refer the report to the National Authority. The Proclamation has no provision regulating environmental impact assessment of projects crossing the borders of Ethiopia.
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3.3.3 Proclamation on Environmental Pollution Control
The Proclamation on Environmental Pollution Control (No. 300/2002) is mainly based on the right of each citizen to a healthy environment, as well as on the obligation to protect the environment of the Country. The primary objective of the Proclamation on Environmental Pollution Control is to provide the basis from which the relevant ambient environmental standards applicable to Ethiopia can be developed, and to make the violation of these standards a punishable act. The Proclamation states that the “polluter pays” principle will be applied to all persons. Under this Proclamation, the EPA is given the mandate for the creation of the function of Environmental Inspectors. In order to ensure implementation of environmental standards and related requirements, inspectors of the Authority or of the relevant Regional environmental agency are empowered by the Proclamation (Article 7(1)) to enter, without prior notice or court order, any land or premises at any time, which seems to them appropriate. Such a wide discretionary power of inspectors explains the serious concern and commitment of Ethiopia to the protection of the environment from pollution.
3.3.4 Environmental Guidelines
As a step forward in developing the environmental policies and legislations, the EPA issued a procedural guideline which defines specific examinations to which a proposed project needs to be subjected in the process of environmental impact assessment. To this effect, at the project identification phase, based on EPA’s guideline, projects are categorized in one of the following three schedules: namely: Schedule 1: Projects which may have adverse and significant environmental impacts, and may, therefore, require full EIA; Schedule 2: Projects whose type, scale or other relevant characteristics have potential to cause some significant environmental impacts but not likely to warrant an environmental impact study; or Schedule 3: Projects which would have no impact and does not require environmental impact assessment According to the guideline, all projects in environmentally sensitive areas are treated as equivalent to Schedule 1 activities irrespective of the nature of the project. On this basis, therefore, the Nekempt-Bure Design-Build-Maintain Road Project is Schedule 1 Project as it involves realignments, huge earthwork operations, vegetation removal, land acquisition, relocation of households who may be affected by the Project. The procedural guideline currently in effect is one that was issued in November 2003 and sets forth the various stages of evaluation that a project proposal needs to pass through. These stages are pre-screening consultation, screening, scoping, environmental impact study, reviewing and decision-making. Pre-screening consultation is not an actual stage in the EA process but a point where the proponent and the relevant environmental organ establish contact and hold consultation on how best to proceed with the EA. The environmental organ may also conduct environmental audit or surveillance of a project to ensure compliance with the environmental quality criteria or other provisions stated in the environmental impact assessment.
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The procedural guideline requires a proponent to submit an initial environmental examination report to enable the relevant environmental agency to decide the application of a further level of assessment depending on the outcome of a screening report. At this level of examination, the decision may be either of the following: no EA required, preliminary assessment is applied to or full scale EA applies where the project is found to be one that may have significant impacts. The Ethiopian EPA has issued several guidelines for EIA of projects in different sectors of which the guidelines on Road and Railway (2004) is one. The guidelines provide a comprehensive statement of the type of adverse impact that may occur and set out clearly the aspects, which need to be addressed in an initial environmental examination and in an environmental and social impact assessment.
3.4 Regional and International / Multilateral Agreement
In addition to national environmental legislations, the Federal Democratic Republic of Ethiopia is also a party to a number of regional and international conventions and protocols pertaining to environment and which are of relevance to the project. The international agreement to which Ethiopia is a signatory includes: Convention on Biological Diversity, 1992: The Convention on Biological Diversity has three goals. These are: the conservation of biodiversity; the sustainable use of the components of biodiversity; and the fair and equitable sharing of the benefits arising from the use of genetic resources. The Convention was ratified by Ethiopia by Proclamation 98/94, on May 31, 1994. By Proclamation No. 362/2003, Ethiopia has ratified the Cartagena Protocol on Bio-safety to the Convention on Biological Diversity. United Nations Convention to Combat Desertification (CCD): The objective of the Convention is to combat desertification and mitigate the effects of droughts in countries experiencing serious drought and/or desertification, particularly in Africa. Ethiopia has ratified the Convention through its Proclamation No. 80/1997. The Vienna Convention for the Protection of the Ozone Layer: The basic objective of the Convention is to combat the negative impact on the environment and human beings resulting from ozone depleting substances by reducing the amounts released and eventually banning their commercial use through internationally agreed measures. The Montreal Protocol entered into force in 1989 to facilitate the implementation of the Convention. Ethiopia ratified and became party to the Vienna Convention and the Montreal Protocol in January 1996. The National Meteorological Services agency has been mandated for the coordination and supervision of implementation of this convention. United Nations Framework Convention on Climate Change (FCCC), 1992: Ethiopia ratified this convention through Proclamation No. 97/1994 on May 2/1994. This convention takes into account the fact that climate change has trans-boundary impacts. The basic objective of this convention is to provide for agreed limits on the release of greenhouse gases into the atmosphere so as to prevent the occurrence of climate change. It also aims to prepare countries to minimize the impact of climate change should it occur.
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The Stockholm Convention: In the year 2002, Ethiopia fully accepted and ratified the Stockholm Convention on Persistent Organic Pollutants by proclamation No. 279/2002 designed to ban the use of Persistent Organic Pollutants (POPS). The Environmental Protection Authority has the full mandate to implement the Convention at the national level. The Rotterdam Convention: The Rotterdam Convention on Prior Informed Consent (PIC) relates to prior informed consent in the context of international trade in specific hazardous chemicals and pesticides. The EPA is the organ responsible for the domestic implementation of this convention, which has been ratified by Ethiopia proclamation No. 278/2002. The EPA is preparing a framework for its implementation.
• Convention on the protection of World Cultural and Natural Heritage: Each state party to this convention recognizes that the duty of ensuring the identification, protection, conservation, preservation and transmission to future generation of the culture and natural heritage situated on its territory, belongs primarily to the stat. Ethiopia has ratified this convention in 1997.
• Convention on the means of prohibiting and preventing the Elicit, Import, Export and Transfer of ownership of cultural property: The states parties undertake to oppose such practices with the means at their disposal, and particularly by removing their causes, putting a stop to current practices, and by helping to make the necessary reparations. Ethiopia ratified this convention in 2003.
3.5 World Bank/IFC Safeguard Policies
In order to address the environmental and social impacts of the Project Road from the World Bank perspective, the following relevant Safeguard Policies are triggered for application. Safeguard Policy: OP4.01, Environmental Assessment (EA) Summary of Provisions: • States that all projects proposed for World Bank Group funding require EA review/analysis to ensure that they are environmentally and socially sound/sustainable; • An EA evaluates a project’s potential environmental impacts; examines project alternatives; identifies ways of preventing, minimizing, mitigating or compensating for adverse environmental impacts and enhancing positive impacts; • EA considers: the natural environment (air, water and land); human health and safety; social aspects (involuntary resettlement, cultural property); as well as, trans-boundary and global environmental aspects; • Projects are categorized based on environmental significance. Category ‘A’ projects require a full EIA undertaken by independent EA experts; • Project sponsors for Category A projects must prepare a Public Consultation and Disclosure Plan (PCDP) and an Environmental Action Plan (EAP). Project sponsor must consult project-affected groups and local NGOs at least twice: before TORs for EA are finalized and once a draft EA report is prepared; and • During project implementation, the project sponsor reports on compliance with (a) measures as agreed upon with IFC, including implementation of an EAP; (b) status of mitigation measures; and (c) the findings of monitoring programs.
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Safeguard Policy: OP 4.04, Natural Habitats Summary of Provisions: • Aims to promote and support natural habitat conservation, protection, maintenance, rehabilitation, and improved land use; • The World Bank Group does not support projects that involve significant conversion or degradation of critical natural habitats; and • Where impact to natural habitats is inevitable, there is an opportunity to identify an ‘offset’ as compensation.
Safeguard Policy: OP4.11, Cultural Property. Summary of Provisions: • Policy aims to assist in the preservation, protection, and enhancement of cultural properties and to avoid their elimination; • If there is any question of cultural property in the area, a brief reconnaissance survey should be undertaken; and • Cultural property definition includes unique natural environmental features (e.s. canyons, waterfalls) with cultural values.
Safeguard Policy: OP 4.12, Involuntary Resettlement. Summary of Provisions: • Aims to avoid or minimize the involuntary resettlement of people required for Projects; • Applied wherever land, housing, or other resources are taken involuntarily from people; • Sets out procedures for baseline studies impact analyses and mitigation plans for affected people; • Project sponsors must implement a Resettlement Action Plan (RAP); • RAP must address both physical resettlement and economic effects of displacement.
Safeguard Policy: OP 4.36, Forestry Summary of Provisions: • Aims to reduce deforestation, enhance the environmental contribution of forested areas, promote afforestation, reduce poverty, and encourage economic development.
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4. Existing Corridor Baseline Conditions 4.1 Physical Environment 4.1.1 Topography and geomorphology
The topographic makeup of the area has characteristically three fold. These are flat, highly rugged, and major valley. The valley have steep slope extending more or less uniformly along length of the valley. On the other hand the rugged topography has several low relief but dense topographic highs and lows. On the other hand quite significant part of the road passes through mainly flat topography but on varying elevation.
• Flat Topography
These are confined to the major valleys before the road crosses Blue Nile River coming from Nekemte direction (Chainage 23km to 80Km). Several perennial streams have reduced the topographic profile of the area to near flat resulting in wide soil development alluvial along their banks as well as residual on the denuded area. From the field it was possible to observe few outcrops in these flat areas where columnar basalts with decreasing degree of weathering with depth (from CW to F, BS 1981?) have been witnessed. Occasional remnant mesa and inselberg like features are found protruding in the vast plain Valley. The Soil in general is sandy silt with little clay.
The other flat topographic stretch along the road extends from Blue Nile Gorge cliff on the Bure town side to the town of Bure (Chainage 220Km to 258Km). This stretch is different in that the terrain is significantly higher in elevation than the previous one. Here the terrain is mostly covered by residual soil with limited drainage suggesting significant possible development of clay soil.
• Rugged topography
These are characterized by low relief having dense and enormous number of shallower Valleys. These are typically the case for the road alignment at chainage 0km - 23km, 80km - 130km, 140km - 160km. These are mostly devoid or with little soil cover if any at all, except colluvial deposits on slope benches. Highly deformed hard but weathered rocks are found exposed readily in most of the area.
• Valley Section Of the prominent valleys crossed by the road are the Blue Nile River. This is rather relatively narrow and deep. Unlike the Anger River and the other perennial Rivers systems that eventually drain towards the Blue Nile River further downstream, the gorge seems to be in not quite mature stage suggesting occasional mass wasting processes to be still active. The mostly adverse disposition of discontinuity in the rocks with respect to the slopes makes the terrain vulnerable to instability of rock blocks. For most part the terrain is devoid of significant soil or vegetation cover and clearly receives very little Rain.
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4.1.2 Climate
Climatic conditions in Ethiopia are largely governed by altitudinal variations that are controlling rainfall distributions to some degree and the temperature variation to a very large extent. Based on Mean Seasonal Precipitation and Mean Seasonal Temperature variations, three operational seasonal periods are commonly known in Ethiopia. These are named as “Bega”, “Belg” and “kiremt” and are occurring in months of October - January, February - May and June - September, respectively.
According to the National Atlas of Ethiopia (1981), the climatic condition of the country is classified into the following zones:
• “Kur”; 3300m a.s.l. and above (annual mean temp. of <10 oC.) • “Dega”; 2300 – 3300 meters .a.s.l. (annual mean temp. of 10 to 15 oC.) • “Weina Dega”; 1500 – 2300 meters a.s.l. (annual mean temp. of 15 to 20 oC.) • “Kola” , 500 – 1500m a.s.l. (annual mean temp of about 30 oC) • “Berha”, below 500-m. a.s.l. with annual mean temperature of 30-40 oC.
From the above classification the project route corridor falls within “Kola” “Weina Dega” and “Dega” climatic zones because the altitude of the route alignment lies between 1390 and 2900 meters a.s.l.
“Weina Dega” Climate The area between Km-0 – Km-22.6, Km-80.0 – Km-188.0 and Km-208.5 to Km-258 can be classified as “Weina Dega” climate, which is equivalent to the tropical highland climate. It has altitudinal difference ranging between 1500 – 2300m.a.s.l, and an effective mean annual temperature in the order of 15 oC - 20 oC. This region is featuring wet weather condition, summer rainfall (Kiremt) and evaporation generally exceeding precipitation. In this region, the average mean annual water surplus is in a range of 250 - 500 millimeters and average annual water deficit is between 500 - 1000 millimeters.
“Kola” Climate The route alignment between Km-22.6– Km-80.0 and around Abay (Blue Nile) River, between Km-180.0 to Km-208.5 can be classified as “Kola” climate. It has altitudinal difference ranging between 500 – 1500m.a.s.l, and an effective mean annual temperature in the order of 20 oC - 30 oC.
4.1.2.1 Rainfall
Nekempt has average annual rain fall of 1854.9mm; Guto Gida has mean annual rainfall of 1600 to 2000mm while Gida Ayana has mean annual rainfall of 1000 to 1600mm.
Bure woreda receives relatively high amount of rainfall with balanced distribution pattern. According to available digital data, the mean annual rainfall ranges from 1386 to 1757 mm. The western and northern parts of the woreda receive relatively higher annual rainfall
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compared to other parts of the woreda. It has uni-modal rainfall distribution and extends from May to September. Shortage of rainfall is not a constraint for crop and livestock production rather, agricultural extension experts reported that long rainy season sometimes result in sprouting of a widely growing bread wheat variety (Kubsa or HAR1685). In line with this, farmers grow and prefer to grow long maturing and high yielding maize hybrid variety, BH660, since the rainy season in the area is relatively extended.
Therefore, Bure is different from the other parts of the Amhara National Regional State (ANRS) in terms of the amount and distribution of annual rainfall. Farmers practice irrigation to grow crops in the woreda. However, majority of the annual grain is produced during the rainy season (Meher) under rain fed condition.
Figure 3: Monthly Maximum Rainfall
4.1.2.2 Temperature
The proposed road is divided in to two distinct geographical areas with different proportion; namely, the mid land 60 % and the low land 40 %. The mean annual temperature is between 26.50c and 270c in the year. Since the Guto Gida district is situated at an altitude of more than 1350 to 2450 meters above sea level, the dominant climatic condition is a sub-tropical type. As a result, this area has experienced a mean annual temperature of slightly greater than 150c.
Generally, the GidaAyanaworeda is categorized into two climatic zone; low land and mid altitude. The altitudinal range of the woreda is from 1400m to 2250m above sea level. Most part of the land has an elevation above 1300 meters and characterized by sub-tropical climatic condition with a mean annual temperature between 15 and 20 oC and mean annual rainfall of
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1000 to 1600mm. Kiramu woreda similarly has two agro-ecologic zone i.e. arid (Kolla) and mid altitude (Weina Dega) zone which accounts about 42.7% and 57.3 %, respectively.
Agro-ecologically, Bure is classified into moist and wet lowland (10%), wet Woina-Dega (82%) and wet Dega (8%). The altitude of the woreda ranges from 713 to 2604 metres above sea level (masl). The altitude drops from 2604 to 713 masl as one travels from northern to southern part (Nile gorge) of the woreda, while the opposite holds true for temperature variation. Long term annual mean temperature of Bure ranges from 14 oC to 24 oC. Ecological differences in the woreda gave opportunities to grow diverse crop types and rear different livestock types.
Figure 4: Monthly Maximum Temperature
Figure 5: Monthly Minimum Temperature
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4.1.3 Land use
According to Bure woreda OoARD (2006) land use data, area covered by annual crops accounted for 46.6% of the total area of the woreda. In the same year, the proportion of the landmass under forestland was 8.4% while area under natural pasture was 6.0%. Because most of the landmass is under cultivation, cow dung and crop residue are the major source of energy both in the rural and urban areas. Crop residue is also the major livestock feed resource in the area. Both practices of using cow dung and crop residues for fuel accelerate the process of soil nutrient depletion on croplands. Most of the bush and forestland were the major sources of fuel wood. Currently these resources are depleted and some remnants are found in the low altitude areas which are inaccessible. The vegetation cover of this area can be rehabilitated by organizing local community members as gum and resin producers and enriching the area with such tree species. Table 2 shows the land use of Bure Woreda.
Table 3: Land Use of Bure Woreda Land use type Area (Ha) Percentage Cultivated land 33,865 46.6 Pasture land 4,348 6.0 Shrub 10,772 14.8 Natural Forest 6,143 8.4 Water bodies 186 0.3 Construction (road and houses) 4,850 6.7 Perennial crops 740 1.0 Wasteland 11,835 16.3 Total 72,739 100 Source: Bure Woreda, OoARD (June 2007)
Table 4: Land resource by use (hectares) of Sasiga Woreda Proximate area Location in peasant No. Land use type % coverage (ha) association 1 Potential arable land In All Peasant Association 2 Land under crops 51,812 ” 31.64 • annual 42,638 ” 82.29 • perennial crops 9174 ” 17.71 3 Pasture land/grazing land 11,609 ” 7.09
4 Forest Land 21,958 ” 13.41
5 Degraded/barren land 1,862 ” 1.13 6 natural forest 2,459 ” 1.5 7 Man made forest 8,247 ” 5.03 8 Wood land 1,129 ” 0.68 9 Shrub land 191 ” 0.11 10 Bush land 11,252 ” 6.87 11 Swampy /marsh land 96.67 ” 0.05
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12 Others 1,290.33 ” 0.78 Total 163,718 ” 100
Table 5: Land use land cover of Guto Gida Wereda Type of Land resource use in the Approximate area coverage ( in location in No. district hectare) peasant association 1 Land for crop cultivation 88313 in all kebeles 1.1 For annual production 83208.08 in all kebeles 1.2 For perennial crop production 5105.83 in all kebeles 2 Arable land 5385.76 in all kebeles 3 Pasture land /grazing land 6966.01 in all kebeles 4 Forest 3317.33 in all kebeles 5 Natural forest 980 in all kebeles 6 Man-made 2394 in all kebeles 7 Shrub land 56.67 in all kebeles 8 Swampy/marsh land 4072.5 in all kebeles 9 Others 1094.49 in all kebeles Total 200893.67 Source: - Guto Gida Woreda Agricultural and Rural Dev’t Office
Table 6: and use land cover of Gida Ayana Woreda No. Land use Type Approximate areas coverage/in hectares % 1 Land for crop cultivation 65835.05 23.04 1.1 • For annual crop production 64857.5 22.69 1.2 • For perennial crop production 977.55 0.34 2 Arable land 26714.25 9.35 3 Pasture land /grazing land 31703.32 11.09 4 Degraded /barren land NA
5 Forests 47842.11 16.74 6 Natural forest 11314.11 3.96 7 Man made forest 3972.26 1.39 8 Woodland NA 9 Shrub land NA 10 Bush land 32555.79 11.39 11 Swampy /marsh land NA Source: - Gida Ayana Agricultural Development Office
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4.1.4 Geology and Soil
Geological setting
The road partly passes through the northeast part of the west Ethiopia Precambrian Terrain, comprising of various poly deformed and metamorphosed rock units. Gneisses and migmatites association and various syn- to post-orogenic granites are part of this. It partly also passes through extensive Mesozoic sedimentary terrain. On both ends of the road alignment passes through volcanic rocks of tertiary age mingled with quaternary unconsolidated deposits.
Proterozoic rocks of the Bure map sheet comprises two distinct domains vis-a-vis ‘Shar’ and ‘Dura’ domains. The Dura Domain comprises medium to coarse grained pyroxene bearing amphibolites, gneisses and migmatites that have been metamorphosed to the upper amphibolite or lower granulite facies (high-grade) conditions. The earliest structures (preserved within the migmatites which show E-W foliation dipping to the north) might be pre-Pan-African deformational structures that resulted in the early extension and basin (oceanic or back/island- arc) formation and were obliterated during the later (i.e., pan-African) deformational events (Tsige, L., 2008). A major deformational event or pan-African has resulted in the development of N-S trending regional planar fabric in the form of foliation or gneissosity in the Dura Domain (Tsige, L., 2008). The pervasive or penetrative nature of this N-S trending regional planar fabric (or D1 structures) might be the result of E-W directed shortening (or regional compressive deformation) associated with the collision between the two lithologically and tectono-metamorphic contrasting Dura and Shar domains.
During the Plaeozoic time the area has been probably uplifted, rifted and eroded. The rifting which corresponds to the initiation of the breakup of the Gondwanaland might have resulted in the formation of basins or grabens which are subsequently filled by sediments. The lower sandstone (Msst) unit in the map area has general characteristics of the Adigrat sandstone which is exposed in north Ethiopia and is therefore considered as the western continuation of the Adigrat sandstone. Marine sediments (limestone beds) or Hamanale Formation within the Mesozoic succession (Msst) are absent in the area.
The general field characteristics of the lower and upper basalt units and the pyroclast flow deposit (units Tlb, Tub and Tag) (such as their stratoid nature and the occurrence of paleosoil between units Tlb and Tub) of the project area and their petrographic characteristics is similar to the Ashange Formation which is Paleocene to Oligocene in age (Tefera et al., 1996). Moreover, the Quaternary era besides its volcanic activity in the map area is also characterized by extensive erosion and deposition of unconsolidated sediments (soil cover, units Qal and Qel).
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Figure 6: Nekemte-Bure Road relief and geological map Close up view of Nekemte-Bure Road alignment draped over terrain relief and geological map of Bure and Nekempt map sheets (Tlb: Lower basalt, PGgt: Granite, Pgfg: Gneiss, Msst: Sandstone and Qs: Sediment) (derived from Tsige, L., 2008 and Gera S. and H/mariam M., 2003).
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Geology
According to the Geological Map of Ethiopia, 1996, the project area is covered with the following formations:
Alghe Group (ARI). The Formation consists of Biotite and Hornblende Gneisses, Granulite and Migmatite with minor Metasedimentary Gneisses of the Precambrian Era. It is exposed along the following sections of the route corridor: km 31 – km 92; km 107 – km 114; km 120 – km 123; and km 159 – km 162
Adigrat Formation (Ja). The Adigrat Formation of the Mesozoic Era includes the whole succession of clastic rocks resting uncomfortably on the Precambrian basement. The Formation chiefly comprises sandstone with minor lenses of siltstone and conglomerates and laterite up to two meters thick. It is composed of fine to medium grained, well sorted, cross bedded quartz sandstone. It is exposed along sections from km 155 to km 159 and from km 179 to km 216 of the route corridor:
Ashangi Formation (P2a).Deeply weathered alkaline transitional basalt flows of early Tertiary Period. The formation is exposed from km 162 to km 179. The basalt layer is usually thin and the Mesozoic Adigrat Sandstone is found exposed below it in cut sections.
Makonen Basalts (PNmb). They are flood basalts of middle Tertiary Period directly overlying the Crystalline Basement. They are exposed along the following sections of the route corridor:
km 0.0 – km 31; km 92.0 – km 107; km 114 – km 120; and km 123 – km 155
Plateau Basalt (Qb1). The formation consists of Quaternary Period Alkaline Basalt. The rock is found from km 216 to km 252.
Soil
Before the commencement of the preliminary field soil investigation a visual sub grade soil extension survey was carried out to determine the extent of the sub grade materials that made up the route corridor. Sub-grade soils with nearly similar soil type are grouped together and their extent has been determined. These extensions were then used to avoid narrow soil stretches from being overlooked.
During the field survey two types of soil formations were recognized. These are the residual and the alluvial soils. The residual soils are the predominant soil covering most of the project corridor. They are derived from the in-situ weathering and decomposition of metamorphic or
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volcanic rocks. Some of the soils derived from metamorphic rocks are light gray to reddish clayey-silty sand and mica bearing pinkish to light gray silty clay soils and are highly susceptible to erosion. The soils formed within the volcanic terrain are mostly red to reddish brown silty clay soils that are sometimes grade to laterite. Dark silty clay soils of alluvial origin are much localized and mostly occur along sag areas and on hilly to flat lying terrains particularly near Bure town.
Types of soil commonly found in GidaAyana include DystricNitosols, Dystric and humic cambisols and orthic cambisols. Dystric Nitosols cover highest proportion and have good agricultural potential with high water retention capacity. But the rest two types of soils since they are found on a steep slopes, they have limited agricultural potentiality.
The soil type in Kiramu woreda is that black cotton accounts 5% , Red clay 15% and lime accounts about 85% as per the information obtained from the Woreda administration during consultation.
According to the available digital data, three soil types namely Humic Nitosols (63%), Eutric Cambisols (20%) and Eutric Vertisols (17%) are found in Bure woreda. Most of the areas in the wet Dega agro-ecology have Humic Nitosols, while areas with wet Woina-Dega have Humic Nitosols and Eutric Vertisols. On the other hand, the wet and moist lowlands have Eutric Cambisols. Areas in the wet Dega agro-ecology receive torrential rainfall, has relatively undulating topography and easily erodable soil type. As a result, soil erosion is a challenge in the area. In addition to soil erosion, soil acidity is a problem in the wet Dega part of Bureworeda. Vertisol covers 17% of the total area of the woreda. It has water logging problem and farmers use such lands for crop production once per year at the end of the rainy season.
The visual sub grade soil extensions assessed along the Nekempte – Bure and Gendo – Gida – Ejere route corridor (where major realignment of about 17 km has been proposed through Gida town) have been reviewed and are summarized in Tables below.
Table 7: Visual Sub grade soil Extension along the Nekempt– Bure Road Corridor
Station (km) From Up to Field Visual Description 0.0 5.5 Red to reddish brown silty CLAY 5.5 10.5 Pinkish gray decomposed rock 10.5 18.0 Red to reddish brown silty CLAY with few gravel 18.0 20.0 Reddish brown lateritic GRAVEL 20.0 22.5 Red to reddish brown silty CLAY with few gravel 22.5 23.5 Light gray silty SAND derived from decomposed GNEISS 23.5 24.7 Red to reddish brown silty CLAY 24.7 25.5 Red to reddish brown silty CLAY underlain by dark silty CLAY(Black cotton soil) 25.5 44.0 Red to reddish brown lateritic GRAVEL alternating with red to dark red silty CLAY 44.0 56.5 Red to reddish brown silty CLAY 56.5 57.5 Weathered to decomposed GNEISS 57.5 64.0 Reddish brown silty CLAY
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Station (km) From Up to Field Visual Description 64.0 72.0 Dark red to reddish brown silty CLAY 72.0 74.0 Reddish brown lateritic GRAVEL 74.0 92.0 Thin to thick light gray to yellowish gray silty sandy GRAVEL or gravelly SAND underlain by GNEISSi 92.0 130.0 Dark red to reddish brown silty CLAY with occasional lateritic soil 130.0 140.0 Red to dark red silty CLAY 140.0 160.0 Red to reddish brown lateritic GRAVEL with alternating reddish brown silty CLAY 160.0 170.0 Dark red silty CLAY 170.0 212.0 Thin to thick light gray silty SAND or sandy GRAVEL underlain by GNEISS 212.0 238.0 Red to reddish brown silty CLAY with few gravel 238.0 242.0 Thin to thick light brown to reddish brown silty CLAY underlain by weatherd rock 242.0 248.0 Thin to thick dark silty CLAY underlain by rock 248.0 251.0 Red to reddish brown silty CLAY Source: Consultant’s Site Investigation
Table 8 Visual Sub grade soil Extension along the Gendo – Gida – Ejere road Section Station (km) From Up to Field Visual Description 0.0 0.9 Light brown silty CLAY with few gravel 0.9 1.7 Dark red silty CLAY 1.7 3.8 Pinkish micacious sandy silty CLAY (decomposed rock) 3.8 4.3 Dark red silty CLAY with few gravel 4.3 6.5 Reddish brown micacioussilty CLAY 6.5 8.6 Red to reddish brown silty CLAY with few gravel 8.6 9.3 Thin to thick Light brown silty CLAY underlain by basalt 9.3 10.8 Red to reddish brown silty CLAY 10.8 12.3 Light brown sandy silty CLAY underlain by rock 12.3 17.0 Red to reddish brown silty CLAY with few gravel Source: Consultant’s Site Investigation
4.1.5 Water Resources
4.1.5.1 Rivers
Many rivers and streams drain in the district permanently throughout the year. Among the rivers in the district Kersa, Gumbi, Haro, Didiga, Koho and Bege are the major ones which are tributaries of Anger and Didessa River. Adiya, Gerersa, Akeya, Adi and some others with high volume of discharge are the streams found in the district.
Some of the rivers in Ayana woreda but not necessary on the project roads are Werabessa, Wajja, Chinina and Werabu drain this district. Similarly there are numerous streams namely
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Senkora, Kersadi, Lebu, Melka Bella, Jawero and some others serving as a tributary for Anger and Abay Rivers. The followings are the rivers to be crossed by the envisaged road project.
Some of the rivers in the Kiramu wereda but not necessarily crossed by the envisaged road are Aleletu, Warabesa, Gonka, Dadhabi and Yassa.
All the rivers encountered along the project road are tributaries of the Abay River. That is, they are in the Abay river basin. Most of them are shown in Table below as Perennial Rivers.
Table 9 Major perennial streams/rivers crossed by the Project road
No Name of River Station Condition 1 Laku 5+522 perennial 2 Debeli 28+225 Seasonal 3 Uke 29+050 perennial 4 Roba 32+694 perennial 5 Kersa 58+975 perennial 6 Anger 67+550 perennial 7 Injiro 68+900 perennial 8 Warabesa 121+700 perennial 9 Gonka 157+300 perennial 10 Abay 193+000 perennial Source: Site record and measurement
4.1.5.2 Wetland
The other sensitive living biota is the wetland; namely: “Kuantimesk” with about 20 hectares at the outskirt of Kuchi town, Nole wetland which is found in Kiramu wereda, small wetlands at km 98.28 are some of the wetlands that need emphasis in the design and during implementation. Wetlands are known as the kidney of the landmasses. They have great role in terms of flood control, purification of the water, recharge the ground water of the area and serve as grazing land particularly during the dry season. Indeed, wetlands are rich in biodiversity, particularly for small and microorganisms. Despite their importance, development activities by different sectors in Ethiopia did not give due attention for such ecosystems; and rather, have adversely affected them in different ways. For instance, for the health sector wetlands may be considered as having the potential to serve as mosquito proliferation areas; and in the agriculture sector, wetlands may be drained and converted into agricultural lands using technologies like BBM. In the road sector, the spoils are dumped most often on the wetlands since they are communal lands and no one claims for compensation.
According to natural resources management experts of the Bure OoARD, about 76, 17 and 5% of the total area is plain, mountainous and valley respectively. Plain areas are mostly found at the central part of the woreda and have mostly Woina Dega agro-ecology. On the other hand, valleys are found in the southern part of the woreda bordering Nile River. Mountainous areas are found both in the northern and southern part of the woreda. Therefore, mountainous areas have lowland and highland agro-ecologies. Areas in the northern part of the woreda receive higher amount of rainfall which is sometimes torrential. Torrential rainfall coupled with the mountainous topography aggravated soil erosion in the area. In this area, promotion of
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agricultural activities (modern sheep rearing and perennial crop production), which helps soil and water conservation is vital for the sustainable utilization of the available natural resources.
4.1.6 Air and Water Pollution
The area is most prominently rural except at Nekempt and Bure towns. In general there are no industries and urban sewerage disposing to the naturally occurring rivers, streams, boreholes and wetlands. However the magnitude is very low, as people in the area relay on crop production, there is a possibility of using fertilizers and can be sources of water pollution. Field observations also show that the Project Area is substantially characterized by rural setting. Although, the magnitude may not be high, the ambient air quality and water quality may be affected by vehicle emissions (not significant), dust due to vehicles and wind and emissions from few stationary sources such as generators, mills, etc. In addition, indoor sources of pollution may also contribute to air quality degradation. Except rising dust, bitumen fume is the main pollution source of the air during construction period of asphalt concrete road and it will have some impact on the residents nearby.
4.2 Biological Environment 4.2.1 Floral Resources
Oromia Region is endowed with relatively better forest cover available as compared to other parts of the country. However, flora and fauna resources of the Oromia Regional State are gradually diminishing due to population pressures, expansion of small scale agriculture. There are numbers of Regional Forest Priority Areas (RFPAs) in Oromia including: Arero, ChilimoGagi, GaraMulleta, Megada, Mengesha – Suba, Munessa – Shashemene, Tiro – Boter – Becho, Yabelo, Yerer and Zuquala. Estimated deforestation rate for zones of major forest cover in the regional state is made by the Regional BOFED as shown in Table herein.
Table 10: Natural Forest Remaining after Clearing for Agriculture (Oromia) % % Loss loss Los (1990 – of s of Zone 1990 2000 2010 2015 2015) 1990 ORS Arsi 65,393 36,735 29,838 29,605 35,787 55 4 Bale 779,534 734,791 631,893 610,693 168,841 22 21 Borena 296,725 292,102 287,436 274,524 22,201 7 3 West Hararge 22,334 15,793 15,793 15,793 6,542 29 1 East Haragge 8,119 6,768 6,768 6,768 1,351 17 0 Illubabor 617,799 558,009 472,463 432,643 185,156 30 23 Jimma 480,270 303,456 242,861 216,156 264,114 55 33
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West Shewa 69,130 46,001 24,260 24,260 44,870 65 6 East Shewa 24,300 19,289 15,160 15,160 9,140 38 1 North Shewa 3,592 1,246 1,246 1,246 2,346 65 0 West Wollega 122,668 114,141 103,203 94,046 28,622 23 4 East Wollega 72,726 70,627 57,027 38,098 34,628 48 4 Total ORS 2,562,591 2,198,957 1,887,948 1,758,992 803,599 31 100 Source-: Woody Biomass Study, Revised version 2002
According to Table herein, the forest resources of East Wollega zone will reduce from 72,726ha to 38,098ha within the 25 years forecasted period, mainly due to agricultural expansion. Any development activity planned including the planned road project in those forested areas adds up to the deforestation and degradation of the area. The slush and burn to find virgin land for salit (Sesame) is the main cause of degradation in low land of Ayana and Kiramuworeda.
The current composition of natural vegetation of the zone includes all types ranging from high dense forests to bushes. The species diversity include Podocurpus gracilar/falcatus, Cordia africana, Junipurus procera, Acacia abyssinica, and arid climate wood. Olea africana (Woira /ejersa), Syzygium guineas (Dokma), Croton macrostachyus (Bakanisa) , Ekebergia capensis (Sombo) forest, Arundinaria alpina (Kerkeha/ leman) and shrubs and grasses under the big trees.
The rout corridor starting from Nekempt town 04 kebele to the Blue Nile/Abay Bridge can be categorized into four types. The outskirt of Nekemte town and Sasigawereda has broad leaved vegetation as one move from the road centerline to both side LHS and RHS. But the road side is a mix of very dense indigenous as well as exotic tree species. The exotic tree species are Eucalptus camondulesis ,Cuppresslustanica, Gravilia robusta, Pinusradiata. There are coffee trees (Coffee arabica) under the indigenous tree species. Eucalyptus is the dominant species on the roadside as it used both for the domestic household fuel demand and for the construction as well. The implementation of the project road will cause significant vegetation removal and incur high compensation payment particularly for the first section from station 0+000km-6+900km or until it reaches Laku River (0230302N, 1005505E UTM coordinate).
At km 11.60 we found Tsige village under Sasigawereda. In Tsige village eucalyptus and Jacaranda mimesifolia is the dominant species.
Guto Gida woreda starts at about 29.8km. There is no as such dense vegetation in the road section falls in GutoGidaworeda. Only flowering trees observed in Uke towns. This section is very intensive agricultural land devoid of vegetation. Only few indigenous trees like Cordia Africana and Ficus sur is observed in the farmlands. Some of the informants blame the settlers from other part of the country who has devastated the forest of the area. According to the informant, GutoGida was used to be forested woreda similar to Nekemte, Sasiga and Gida Ayana woreda. But the settlers have removed in order to have wide and new agricultural lands against the norm of the host community. Previously the district was highly covered with dense forests and savanna grasses and the high lands even around the capital town “Nekempt” there are remnants or big mother trees which show the presence of forests in the past which is now denuded and left the area barren without any regret. Today manmade and natural forests of the
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district like Komto and some others are under severe condition, which needs close control in order to save for future ecological balance for the surrounding. These forests are also the home of different wild animals including very attractive seasonal birds, which are not found in areas where there is no forest. Deforestation is highly practiced by the local farmers through which they gain an income by selling charcoal, firewood and different lumbering materials. The greatest portion of fuel wood consumption of the capital town is obtained from this district, in which the major area in the district where fuel wood possibly comes at large to the town is expected from these forests. The natural vegetation pointed above occupies 3430.67 hectares of land in the district, in which 1036.67-hectare is natural forest and 2394 hectare is manmade forest. Therefore, there will not be significant impacts on the vegetation in this section of the road until it crosses Anger River. This section has farmlands owned by the private investors like “Dona Agricultural Development” and “Green Focus”. Green focus at km 32.92 (0229382N, 0998672E) was planted mango trees on large hectares of land and preparing to export.
Gida Ayana Woreda starts from Anger River Bridge at km 51.42. The natural vegetation occupies 47842.11 hectares of land in Gida Ayana, in which 11314.11hectare is high forest, 32555.74 hectares is bush land and 3972.26 hecters of forest is man-made forest. Arundinaria alpina (“Kerka” in Amharic) and (“Lemana” in Oromiffa) are the dominant species in this section of the road until it reaches Amba 11 Kebele at km 62.38 (0229279N, 0990719E). But there are exotic trees and indigenous trees sandwiched between the bamboos.
Starting from km 85.57 near Andode village to km 93.55 Dorobara kebele, the road traverses forest and escarpment section. It is fully endowed with the indigenous vegetation, shrubs and bushes. Wetland of few hectares is found at km 98.29. Then, the road divert to Ayana at the Gida junction in Gindo village which is at km100.6. There is GuraTiring protected forest. The terrain roll down until it reaches Labu River which is about 2.6km from Gindo junction towards Ayana town. Just upstream of the river there is a nursery where Environmental protection and land administration of the Ayana woreda multiply different indigenous tree species and coffee. Around the Labu River there are patches of forests. As one close to Ayana town at about km 104 the eucalyptus species is dominating all along the way of new alignment again crossing Labu River until it joins existing road at Ejere junction.
Starting from Ejere junction towards Kiramu both RHS and LHS is farmland with spaced indigenous trees inside. Unlike other part of the country there are dense vegetation mixes of exotic and indigenous trees next to the road. This is basically very important to reduce the dust arising from deteriorated gravel road. Indeed, it serves as buffer where wild animals stay before crossing the road which contributes to safety. In the remnant forests Ficussur, Ficus vasta, pathoda nilotica and Acacia abyssinica are the dominant species.
Warabesa River (0251779E, 1095688N) is the boundary of GidaAyana and Kiramu Woreda. Warabessa river area is endowed with Phonix reclanata (Zambaba). Warabessa water fall and protected forest is about 2km from the road centreline. Towards Kiramu town “Lolchisa” and Pathoda nilotica “Komengo” is frequently observed. Welbe Mountain and Dire Aba Foka are sacred as well as biologically important location but far from the road centreline. Nole wetland and Gurangoye forest (30 hectares) are some of the biologically important location in the KiramuWoreda.
On the entrance of Kiramu there are high gully (0264798, 1101718E) potentially dangerous for the road. This gully should be treated properly after filling it with spoils. Grass species like
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Vetiver should be planted in order to avoid further erosion. Cuppress lustanica (Yeferenjtid is frequently observed in the Kiramu town.
Gonka River is the boundary of Kiramu and AmuruWereda. The dominant plant species after crossing Gonka in Amuru woreda is Acacia species. Similar to the section in Gutin Gida Woreda there is no as such dense vegetation along the road in Amuru woreda. The section from Joji village Amuru woreda to Bekotabo in Bure woreda is thorny acacia spps which shades the micro leaf in the dry season to withstand the moisture loss.
Eucalyptus is the dominant species in Bure woreda along the road particularly in the town section. The other sensitive ecosystem is Kuanti wetland outside of the Kuchi town in Bure woreda.
Bureworeda has 6143 ha natural forest and 401 ha plantation forest. Major indigenous and introduced tree species growing in the woreda include Besana(Croton macrostachys), Wanza (Cordia africana), YabeshaTid (Juniperus procera), Sesa (Albizia gummifera), Berbera (Millettia ferruginea), Zegeba (Podocarpus falcatus), Sholla (Ficu sur), Warka (Ficus vasta), YdegaAbalo (Teminalia briwuni), Kerero (Aningeria-adolfi-firiederici), Yefrenji Tid (Cupressusl usitanica), Key Bahir Zaf (Eucalyptus camaldulesis), Korch (Erythrina bruci), Getem and Yetan Zaf (Bosiovella papifera). However, most of the indigenous tree species are annually harvested to expand croplands; and for fuel wood, charcoal making, timber production and construction purposes. In the previous days (until 2004) incense were produced as forest product in the lowland areas of the woreda but currently such forest products are becoming extinct due to deforestation. The followings are the frequently observed tree species from project start in Nekemte town to the end in Bure town. The major flora species of the Area are listed in Table below.
Table 11: Some of the Flora species of the Project Area
No Species Name Local Name 1 Acacia abyssinica Gerbi 2 Acacia albida Lafto 3 Acacia nilotica Cheba 4 Acacia senegal Sabansadima 5 Albiza gummifera Sassa 6 Aningeria-adollfi-friedeicii Guduba 7 Arundinaria alpine Kerkeha/lemana/shimala 8 Bersama abyssinica Azamir 9 Croton macrostachyus Bakanisa 10 Cordial africana Wadessa 11 Dodenacea anguistifolia Teddecha 12 Eucalyptus commialdulensis Bargamoodima 13 Eucalyptus globlus Bargammoadi 14 Ficus sur Qilxu 15 Ficus sycomorus Oda 16 Haygenia abyssinica Heexo
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No Species Name Local Name 17 Juniperas procera Gatiraabasha 18 Millettia ferruginea Birbira 19 Olea capensis Damot-weira 20 Podocarpusf alcatus Birbirsa 21 Podocarpus gracilar Birbirsa 22 Sapium ellipticum Bosoka 23 Prunus africana Homi/Omi 24 Schefflera abyssinica Gotom 25 Syzgium guineense Dokma 26 Vernonia omygdalina Ebicha 27 Jacaranda mimesifolia Jakaranda/ Temanjazaf 28 Mangofera indica Mango 29 Gravilia robusta Gravilia 30 Pinus radiate Shewshiwe/ pinus 31 Coffee arabica Buna 32 Pathoda nilotica Xoqonu/ Tokonu 33 Allophyllus abyssinicus Mukaarba 34 Dracaena studnerii Embas (Amharic) 35 Phonix reclanata Zambaba (Warabesa River area) 36 Cuppressl lustanica Yeferenjitid
Although many of the trees have both ecological and economic importance, there are also species that have been given special attention by the local people. These are the fruit trees from which cash crops are harvested. The coffee is the main source of income in coffee producing areas in general and in the project area in particular. The main fruit trees have been listed herein.
Table 12: Fruit/Crop Trees along the Project Road
No Name of trees English Name Local Name 1 Banana Banana Muuzii 2 Mangofera indica Mango Mango 3 Coffee arabica Coffee Buna 4 Sugarcane Sugarcane Shankora 4.2.2 Fauna Resource
There is no registered national park along the envisaged road route, but protected forest and forest patch areas fall along the road route corridor and in the proximity of the road project site as described below. The diverse of physiographic and climatic conditions of the zones (East Wollega) and Gojam are favorable for wildlife habitat.
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Major types of wild animals found in the Guto Gida district are Hyena, Monkey, Ape, Bush Pig, Columbus Monkey, Dikdik (kurupe), Bush Buck, Aardvark, Seedaa (crested puruspine) and civet. There is no reserved land for wild life conservation.
There is no park, sanctuary or wild life reserve areas and controlled hunting areas in the East wollega zone but only those in Gida Ayana which are conservation areas of local importance. However, there are still many types of wild life species that inhabit the area. The wildlife of the area includes Monkey, Ape, Hyena, Pig, Cheetah, Crocodile, Tiger otter, Roan Antelope, Leopard, Striped hyena, Columbus monkey, monkey, hamadryads, baboon and Klipspringer and small sized animal that include Civet, Warthog…etc.
Major types of wild animals found in the GidaAyana district are Hyena, pig, Monkey, Ape, and Fox, Lion & Tiger as well as Antelope. These wild animals are reserved in different sanctuaries like Tullu Bulgu, Dicha, Haro and Arba Nabo conservation areas. These sanctuaries totally cover an area of 13994 hectares and found in different farmer associations in the district. Table lists the main wild species along with their local names.
Table 13 Some of the Fauna Species in the Project Area NO. Scientific name English name Local name 1 Colobus monkey - Weini 2 Cercopithecus aethiops Grivet Monkey Jeldesa 3 Crocuta crocuta Spotted hyena Werabesa 4 Felis silvestris Wild goat Kebero 5 Hystrix cristata Crested porcupine Jart, Kinfiz 6 Lepush abessinicus Abyssinian hare Elenti 7 Orycteropus afer Aardvark Waldigessa 8 Pantheraleo (rarely appear in Ayana Lion Lencha and Kiramu lowlands) 9 Papioa nubis Anubis Baboon Tera Zingero 10 Phacochoerus aethiopicus Warthog Golgaa 11 Potamochoerus porcus Bush pig Boye 12 Procavia capensis capillosa Rock Hyrax Shekoko 13 Sylvicapra gramia Grey Duiker Midaqua 14 Trachelaphus scriptus meneliki Minilik Bushbuck Borofa 15 Tragelaphus scriptu Common Bush buck Tera Dikula 16 Viverra civetta - Nebir/Kerensa 17 Xerus rutilus Un striped ground squirrel Sheleblebit
Table 14 Reptiles Species
No Species Name English Name Local Name 1 Crocodylidae Crocodiles Nacha 2 Elapidae Copra Kobra 3 Reptilia Snake Bofa/Mar’ata
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4 Squamata Lizards Lootuu 5 Testudinidae Tortoises Kocha/qocha Source: Amhara Region BureWereda
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5. Public Consultation and participation 5.1 Consultation during Feasibility Study
Along the project road, a first meeting was held with Gida-Ayana’s town authority representatives on January 27 and in this occasion they explained that their request for the road realignment was already officially submitted to the Ethiopians Roads Authority in 1998, 1999 and more recently in 2006 during the design activities carried out by CORE.
The above matter was discussed on Wednesday 1st of February with ERA’s Western Regional Contract Management Directorate (Ato .Nuru Daud and Ato. Malka Bekele) and object of a letter addressed to ERA’s Director General Ato. Zaid Wolde Gebriel dated February 2nd 2012. In the same letter, it was also underlined that the option of the Gida-Ayana town realignment, was somehow out of the contract’s scope of works, as in fact this will concern a new road design but, most important, it was requested that ERA’s decision was to be made as soon as possible, in order to avoid-minimize any possible impacts on the Consultant’s work program also considering that the topo-surveying activity was already in the area. ERA’s decision to follow the new alignment was then communicated by letter MM3/89/18-1563 dated February 13 2012.
Table 15: List of meetings
Description Date Comments Introduction meeting at the January 12, The project team leader (G.CESARONI) met the western Regional Directorate 2012 Western Regional Contract Management Directorate: Presentation meeting with Nekemt January 23, The Company’s surveyor (A.MERHAZION) met district engineer 2012 the District engineer in Nekemt ATO.Efrem Afere Presentation meeting with Bure January 25, The Company’s surveyor (A.MERHAZION) met town authorities 2012 Bure’s authorities ATO. Berahun Tadesse to discuss the Master plan and the end of project location. Presentation meeting with Gida- January 27, The Company’s surveyor (A.MERHAZION) met AYANA town authorities 2012 Gida’s authorities ATO.Mosissa Godo to discuss the road alignment in this area and record their request Meeting at western Regional February 1st The project team leader (G.CESARONI) Directorate together with the Surveyor A.Merhazion met ATO NURU (AG.DIRECTOR) and ATO MALKA (PR.ENGINEER) to discuss about the Gida- Ayana realignment option
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5.2 Consultation during Environmental Impact Assessment Study
Public consultation meetings and interviews were held at selected woreda centres and with the woreda administrations at their respective offices and localities as the situation allowed. Consultations meetings were held in the Nekempt town administration office, affected kebeles of Sasiga woreda, Guto Gida woreda administration office, Gida Ayana worede administration office, Kiramu woreda administration office, Amuru woreda administration office and Bure woreda administration office. The participants of the meetings were woreda administrators, representative of different bureaus, elders, religious leaders, youth and women representatives, project affected persons, NGOs representatives. The minutes of the meetings formally held were attached as annexes. Issues discussed and briefings given include the following topics;
• Knowledge about the intended road project; • Attitude of the community on the road project implementation; • Major benefits of the road improvement project; • Major adverse impacts that may be caused due to the road project Implementation, especially of the roadside settlers and properties in the ROW; • Possible compensation and needs for resettlement of people in those towns and villages; • Road design in the major towns like Ayana and Kiramu was raised and discussed; • Other mitigation measures proposed for the other adverse impacts.
At the first instance on most of the meetings, the participants underlined as the upgrading of the road is a long time question of the society. The upgrading of the road is the prime question of the local people forwarded to the government officials on different forums. It was an issue during the past elections. But it remains unanswered still and they thanked the federal government, the regional government, ERA and the consulting firm their reconsideration of the project.
The consultation meetings demonstrated communities’/ stakeholders’ positive view about the project. The community and the respective woreda administrations showed willingness to cooperate in administering and handling the compensation and resettlement issues for the affected group, in spite of all the adverse impacts (dislocation of houses and people, damages to properties in the right of way). Regarding environmental concerns, the community has weighed both positive and adverse consequences of the project and gave their opinions freely.
It is pointed out that access to market places and availability of transport facility will improve the price for their products, which at present are undervalued due to difficulties in transporting their goods to central markets. Almost all of the weredas traversed by the road project are surplus woredas. Be it woredas in East Wollega Zone, Amuru Woreda of Huru Guduru or Bure of Amhara Regional state, all these woredas are surplus producer. Cereals, oil crops, honey, fruits are highly produced in these woredas. In terms of the livestock again all the woreda has high population of the livestock regardless of different animal diseases challenging this sector due to lack of adequate medication. But there is no reliable road to transport the agricultural products be it crops, cereals, fruits or animal products to the central market. As a result the development of the area far lagged behind.
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Figure 7: Public consultation at administrative weredas
Figure 8: Public consultation minutes of meetings
Mud during the rainy season and dust during the dry season created inconvenience to the local people. Due high dust problem there were incidence of respiratory diseases in the villages and towns crossed by the road. Indeed, there were incidences of accidents created by invisibility due to the dust. According to the consultations held with the three influenced kebeles in Sasiga woreda (Tokuma Tsega, Beraso Jarso and Anbelta) health diseases like asthmatics, respiratory diseases, eye diseases) and accidents due to dust was raised similarly. Lack of transportation is one of the impacts due to car owner apprehension of breakdown of spare parts.
On the consultation held in Gida Ayana and other villages and town in the woreda, the elders remembered the establishment year of the woreda which was 1813 i.e. before the capital of the country Addis Ababa. They also regretfully mentioned the bypassing of the Ayana by existing road due to absence of consultation with people and without their consent. The Gida Ayana raised same question since the Emperor Hailasilase.
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They have stressed the importance of connecting Ayana. They said this road will not fully achieve the objective by passing Ayana on the existing route. The participant also confirmed the best option for the section is diverting from the existing at Gendo (Gida Gudina kebele), then through Ayana joining the existing road at Ejere (Ejere Kebele). No complains at all. The other comments given by the participant was they requested ERA to make double carriage way, waking way and parking lanes in Ayana. Kiramu woreda representative was raised the same question.
Kiramu wereda participants discussed on the same and strengthened the same arguments by the former woredas. Indeed, they requested ERA to provide double lane, walkway and parking although it was explained to them the road design and number of carriage ways will be determined by the number of traffic and the town master plan. They have mentioned as Kiramu does not have master plan so far. Their question should not be looked over due to the absence of the master plan. Other environmental issues particular to Kiramu was the large gullies on the outskirt of the town. They have fear of aggravation of the gullies by the road construction projects. They also mention it can be used as spoil disposal with proper treatment after levelling.
Consultation in Amuru woreda on other hand gave high weight to the problem of transportation. People and commodity have been transported together due to absence of the transportation. On 35 kuntal ISUZU car about 200 people transported. Some of the participants said we have denied our constitutional right of producing property like a vehicle having the capacity. They mentioned absence of road as a cause for poor living standard in the rural area in contrary to the productivity.
There are high numbers of investors in the woredas traversed by the road. But a lot of investors were discouraged by the road condition which will have its own impact on the local job opportunity and economic development.
Concerning the adverse impacts of the project they thanked ERA for pre-informing them. The local administrations promised to avail replacement land for the land loss, for the house loss and for business house loss provided that ERA will be pay the compensation. They also positively responded not to do ant activity in ROW after the day of consultation in the Woreda. All minutes of meetings were annexed.
5.3 Additional Consultation Undertaken During the Review Stage 5.3.1 Consultation with local community and local administration
A public consultation was undertaken at three representative towns of the Oromia and Amhara Regional States in April 2013 through which the road construction project extends. The public consultations/minutes of meeting on Nekempt-Bure Design-Build-Maintain Road Project is summarized as below.
Two public consultations were conducted at Gida Ayana and Agamsa towns representing respectively the East Wallaga and Horo Guduru zones of the Oromia Regional State and the third public consultation was held at Kuch town of the Amhara Regional State.
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The group discussions were facilitated by the Consultant and the discussion points include:
• Briefing about the government plan to construct the road to the residents of the towns, nearby farmers, community elders and town/Woreda/Kebele administratives about Nekemte – Bure Road Project; • Discussions on the positive and negatives impacts of the project and the measures to be taken proactively in order to minimize/mitigate the potential negative impacts of the project; • The attitude of the local community towards the proposed project; • Anticipated positive impacts of the project on socio-economic life of the community; • Anticipated adverse impacts of the project on socio-economic life of the community; • The requirement of community participation at different stages of project activities; • The means to avoid and/or mitigate anticipated adverse impacts of the proposed project; • The experience of the local community in similar development projects; • Factors to be considered for successful accomplishment of the project;
Although the group discussions were held in different areas, very similar opinions were expressed with regard to the points of discussion mentioned above. Accordingly the summary of all residents of the towns, nearby farmers, community elders and woreda/town/Kebele administrative personnel agreed on the following major points with regard to Nekemte – Bure Road Project:
• All the participants of the consultations expressed that the construction of the road has of paramount importance for the development and well being of the society in terms of economic, cultural and political values. They are all eagerly waiting for the implementation of the project as the road construction will solve many of their current persisting socio-economic problems such as lack of access to health services, educational facilities, poor connectivity with other regions/towns thereby decreasing the earnings of the society as a result of lack of ease of access to market to sell their agricultural products. • All the participants also agreed that compensations have to be paid for all people whose properties (including but not limited to buildings, housings, farm lands, grazing lands, tree plantations, etc) will be demolished due to construction of the road as per the national law. • It was also agreed that no one is going to exercise/carry out any development activities such as construction, tree planting and farming within the premise of 15 – 25 meters from the centre of the road along both sides of the road and/or on the envisaged width of the Master Plan of town sections. • The participants expressed that they are all committed to work towards the implementation of the mitigation measures for the potential economic, and environmental impacts of the project with the contractors/ consultant(s). • All participants of the meetings pled that the road width at the town sections must be to the standard in order to avoid accidents and for future development of the towns.
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Besides mentioning the positive impacts, with regard to the negative impacts the following points were also mentioned.
• Impacts of such as dust pollution are causes of health problems such as eye diseases so must be minimized particularly during construction, • Loss of farmland and/or grassing land on temporary and permanent bases because of possible realignments, detours, quarry sites and access roads and campsites, • Demolishing of housing units including permanent property in residential areas, • Problems related to construction workers who may be cause of adultery, robbery, abuse of resource and cultural distortion, • Accelerated vehicle accidents on human, livestock and property during the construction period, • The increase in mobility of the people increases the number of rural-urban migrants in the newly growing towns along the road, • The increase in mobility of the people will introduce new habits and culture to the towns in the project area. • The implementation of the road will result the spread of commercial sex and HIV/AIDS expansion in the project areas. More transport encourages more people to travel, and HIV can spread further and faster, • Transport can connect areas of high and low prevalence. Implementation of the road and other infrastructure often involves mobility of construction workers, engineers and communities. This brings people into situations, which increase their vulnerability to HIV transmission. However, the negative impacts of HIV/AIDS can be minimized by changing or sustaining people’s behaviour, Change the conditions that affect people’s behaviour and create enabling environment that protect the spread of HIV/AIDS.
With regard to mitigation measures, the points that were emphasized by the consulted group include: • Appropriate compensation for project affected persons. • Timely orientation and information to construction workers about the local norms and expectations to be fulfilled. • Promote the local community to participate in project activities with a sense of responsibility. • Give high attention for the roadside trees, particularly for the indigenous wood land trees /natural forest area the residential areas. • The community has good experience being involved in development projects, mainly affected persons should be informed for physical and psychological preparation before the commencement of construction. • Priority should be given to local community for employment opportunity. • Community representatives should be included in the committee to be formed for facilitating compensation and reconciliation if any conflict arises between project and the community.
5.3.2. Consultation with other Stakeholders
Consultation was also made with SLM and AGP Project Coordinators Nekempt-Bure Design-Build-Maintain Road Project and their attitude on the implementation is summarized as below.
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Table 16: Summary of consultation with SLM and AGP project coordinators
Contact Person & Address Description and Reflections of the on No. Name Functionalities the Project Name & Telephone No. Responsibility (Mob.) 1 SLM Funded by the World • The SLM expressed • Mr. Tayachew +251 910 86 60 25 (Sustainable Bank based on bilateral that some of the Atinafu, SLM Land agreement with the micro water shades local Management) government of Ethiopian, (5 in case of SLM) coordinator SLM is carrying out the are accessed +251 912 07 87 6 following major activities through Nekemte – • Teshager in the project area: Bure Road. Yadete, • Rehabilitation of • They commented National degraded lands, that the level of the Resource • Providing trainings to services that they Management farmers, are providing to the Coordinator • Providing small scale community will be irrigation systems, improved/upgraded • Establishment of if the road is nursery sites, asphalted. • Distribution of • They also reflected improved seeds, and that the accidents • Construction of arising from the Kebele – to – Kebele current/existing access roads road will be reduced 2 AGP AGP is also a WB funded if the project is Michael +251 910 85 21 34 (Agricultural operating in the project implemented. It also Teklehaimanot, Growth area with very similar reduces the health AGP local Program) functions as SLM and risks of field experts coordinator with relatively wider due to dust. range which include the • Implementation of following: the project also • Training, facilitates the • Small scale irrigations, delivery of supply • Distribution of farm and inputs for the tools, projects that the • Provision of office NGOs are providing furniture and facilities to the society. for farmers’ training, • Generally, the • Demonstrations of NGOs concluded irrigations schemes, that their overall activities will be • Dissemination of new smoothened due to agricultural implementation of technologies, the road project. • Construction of Kebele – to – Kebele access roads.
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Consultation with the Gidayana town residents, community elders and local administration
Consultation with community elders, residents and local administration at Agamsa town
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Consultation with the Kuchi town administration, residents and community elders
Discussion with East Welega Zone Consultations with Gidayana wereda administration Administrator
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6. Analysis of Alternative routes
Gida Ayana Alignment Section: The Gida –Ayana realignment concerns a first stretch of about 6kms linking Gendo to the Gida-Ayana town. This link is an existing gravel road, crossing rolling to mountainous terrain with similar geometry of the rest of the 258kms of road from Nekempt to Bure. This section will be upgraded to DS4. A second section concerns the 2.4 kms of Gida-Ayana town crossing which needs upgrading to fit the Woreda typical town crossing section. The 3rd section is 9 kms long and links the Gida- Ayana town to the main road in the proximity of the Ejere town. This last section is a new road and includes a new bridge construction over the Lebu River after 3 kms from Gida-Ayana. The following table summarizes the above:
Table 17:Gida Ayana Realignment Sections Features
Length Section From-to Existing/new Type of work (kms) Gendo to Gida- 1 6.3 Existing gravel Upgrading to DS4 Ayana Gida-Ayana town Upgrading to woreda 2 2. 4 Existing/gravel crossing section New road Construction, including 3 Gida-Ayana 9 New a new bridge over the Lebu river
The total realignment length is equal to 17.5 kms (see figure below). The existing road between Gendo and Ejere is 9.1 kms long and crosses rolling to escarpment terrain. The first section of the Ayana realignment land use type is farmlands with patches of forests. There are eucalyptus trees on the private and institutional fences. In the town section for about 2.4km there are different residential as well as business buildings. Outside of the Ayana town towards Ejere it is agricultural lands. There is dense eucalyptus vegetation. Community road of about 6 m width was already cleared under URRAP. The positive and adverse impacts on the alignment have been discussed in the sections below.
Consultations were made with Ayana town administration. There was high public support for the realignment section not only from Gida Ayana woreda but also neighbouring woredas have supported connecting the Ayana town with.
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6.1 Environmental Assessment
i. General
It is apparent that transport corridors increase access to markets, education, and health care facilities, and contribute to poverty reduction; but they are also open pathways for different forms of environmental degradation such as: deforestation (for corridors, camps, access and diversion routes), soil erosion (poor design and project management), ecosystem fragmentation (alignment), entry of new species of animals and plants without natural predators, water pollution (poor handling of waste materials) , and air pollution through increased motorized vehicles that contribute through increased CO2 emissions [and other greenhouse gases-GHGs] especially in urban areas.
Concerning the Gida Ayana realignment, two major options are considered; namely: Option 1- upgrading the existing road in its current alignment between Gendo and Egere; and Option 2- realigning the road between the towns of Gendo and Egere through Gida Ayana, the town connected to the existing road by a spur.
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ii. Overriding Environmental Conditions
As there are no sensitive or fragile environmental components along both routes, there are no environmental reasons that would cause or end up in rejection of any of the alternatives under consideration.
iii. Vegetation and Land Use
The area around, along the existing as well as realignment section is predominantly farmland in combination with grazing land. In addition to these, there are small shrubs and trees that may be affected due to upgrading or newly constructing the road.
iv. Environmental Impacts and Mitigation Measures
Option 1: The major environmental impacts expected while upgrading the existing road between Gendo and Egere (about 8 km long) include the following: • Although not significant, removal of vegetation within and outside the RoW (main road, detour, access road, etc.); • Initiation of erosion resulting from earthwork, quarry (if located in the stretch), borrow pits or drainage works; and • Air pollution due to fugitive dust, emissions from machinery, vehicles or other stationary sources
To minimize, and, if possible, to avoid the potential impacts resulting from this Option, the mitigation measures proposed to be taken are: o The clearing and grubbing operation should be limited, to the extent possible, to the RoW width only; o Earthwork operations should be limited to dry season and material production sites should be reinstated within the soonest possible time after exploitation of the sites; o New machinery and vehicles should be deployed to the sites and should be serviced on regular basis (as per the manufacturers’ recommendations); and o Detours and access roads should be regularly watered as per the requirements of the Specifications
Option 2: This is the Option that starts at Gendo and follows the existing spur up to the town of Gida Ayana (for about 8 km of which about 2 km is in the town) and continues as new construction (for about 9 km) until it rejoins the existing road at Egere-traversing a total of about 17 km.
On this basis, the following major environmental impacts are likely to occur: • Vegetation within and outside the RoW of the main road corridor, detour and access road will be removed. This is relatively more pronounced within the Gida Ayana-Egere section as it is new construction; • Initiation of erosion resulting from earthwork, quarry (if located in the stretch), borrow pits or drainage works; • Water pollution especially during the construction of bridge over Lebu River located at about 3 km after Gida Ayana town; and
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• Air pollution due to fugitive dust, emissions from machinery, vehicles or other stationary sources
The proposed mitigation measures to reduce/minimize the adverse impacts of the Option are the following: o The clearing and grubbing operation should be limited, to the extent possible, to the RoW width only; o Earthwork operations should be limited to dry season and material production sites should be reinstated within the soonest possible time after exploitation of the sites; o Spoil materials should not be dozed on to escarpments from where they will be eroded and join the river and other water bodies; o New machinery and vehicles should be deployed to the sites and should be serviced on regular basis (as per the manufacturers’ recommendations); and o Detours and access roads should be regularly watered as per the requirements of the Specifications
Statements of Comparison From the foregoing comparisons, it could be inferred on relative basis that: Option 1 is better regarding vegetation removal; Option 1 is expected to result in less erosion due to the fact that it is an existing road and shorter in length than Option2 (that involves new construction of about 9 km); Option 2 will result in more pollution of water resource as it crosses a major (Lebu) river; and No significant difference in the level of expected air pollution
v. Availability of Materials and Water for Construction
As no significant difference in hauling distances for both Options is expected, the sources of materials and water for construction are presumed, at this stage, to be useful for both Options.
vi. Cost Estimate of Environmental Mitigation Measures
Assuming 1% of the total construction cost to be dedicated to environmental mitigation works, it is (proportionally) estimated that:
. Option 1 would require a total of about 800,000 birr; while
. Option 2 would need a total of about 1,700,000 birr.
Statements of Comparison Due to the fact that Option 2 is longer than Option 1 and involves new construction, the environmental mitigation cost to be utilized by the former will be more than that for the latter.
vii. Summary of Environmental Issues from Consultations
The consultations made with the local people and the Authorities reveal that no environmental issues of concern were raised. Rather, the acceptability of Option 2 was found to be high despite the environmental concerns stated in the foregoing sections.
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viii. Comparison Summary
Alternatives Env’tal Component Option 1 Option 2 Overriding Environmental None None Conditions Environmental Impacts and Marginal Significant (negative) Mitigation Measures Cost Estimate of Marginal (lesser) Significant (higher) Environmental Mitigation Measures Consultation Summary (public Marginal Significant (positive) opinion) Overall Rating Marginal Significant (negative)
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7. Impact Identification and Evaluation
Like many other development projects, the Nekempt-Bure Road is expected to have impacts on the environment. However, the impacts occur due to different activities of the Project during construction and operation phases; and are different in their nature, magnitude, duration, etc.
The following sections present: i) the overall impact identification; ii) overall impact evaluation; iii) beneficial impacts; and iii) adverse impacts.
7.1 Identification of Impacts Field observation, checklist methodologies and expertise judgment were complemented with the application of matrix method to identify the major impacts, accordingly; Table 7.1 depicts the anticipated impacts as a result of underrating different components of the Nekempt-Bure Design-Build-Maintain Road Project on various components of the environment.
Table 18: Matrix for Impact Identification of Possible (Major) Impacts Major Project Components During: Construction Operation
Impact on:
Camps, Quarries& pits Borrow Clearing, & Grubbing Access Rd Earthwork Structures Pavement Traffic Mgmt. Maintenanc e Mobility X X Employment X X X X X X X Macro Economy X X Flora X X X Fauna X X X X Soil and Geology X X X X Air Quality X X X X X X X Water Quality ***** ***** X X X Traffic Flow X X Resettlement X X Cultural Heritage X X X X Occupational Safety X X X X X X Road Safety X X X X X X X
7.2 Evaluation of Impacts On the basis of impact evaluation method in the Methodology section of the Report, the possible impacts resulting from the project under consideration are summarized in Table below.
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Type Effect Geog. Extent Duration Period Reversibility
t Remark Environmental Local Widespread Shor Beneficial Adverse Direct Indirect Impacts Long Construction Operation Reversible Irreversible Mobility (and accessibility) X X X X X Employment opportunities X X X X X Contribution to macro economy X X X X X Flora (Deforestation) X X X X X X Fauna (killing and migration of X X X X X X X wildlife) Soil and geology (erosion, X X X X X X X contamination, slope stability, etc) Air quality (Pollution) X X Water quality (pollution and X X X X X X X X turbidity, change in course, etc.) Traffic flow (road safety) X X X X X X X Resettlement of affected people X X X X X X Effects on cultural heritage sites X X X X X X Occupational Safety2 X X X X X X Table 19: Evaluation of Possible (Major) Impacts
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7.3 Beneficial Impacts
The major beneficial impacts due to implementation of the Project Road are the following:
7.3.1 Increased Mobility and Reduced Vehicle Operating Cost
Impact Origin and Characteristics
One of the benefits of upgrading an existing relatively low standard road is an expected increase in mobility within the project area, from the Project Area to other places and vice versa. That is, due to improved riding quality and geometry of the road, the movement of people and goods would be enhanced with reduced travel time.
In addition, due to the improved infrastructure, the vehicle operating cost (VOC) would be expected to be reduced contributing to the household (HH), local as well as the national economy.
7.3.2 Employment Opportunity
Impact Origin and Characteristics
The nexus between transport and poverty reduction is manifested, among other aspects, through creation of employment opportunity for the local communities along the road corridor.
The road project under consideration, especially during construction, will therefore create employment opportunities for the local people in general and women in particular where the latter will be engaged in petty trade in and around construction sites contributing to increment in the respective HH incomes.
7.3.3 Induced Development
Impact Origin and Characteristics
As the transport infrastructure is improved (so that mobility is enhanced and VOC and travel time are reduced), people from the Project and or elsewhere will be attracted to the Area for investment; and this will positively contribute to growth in the micro- as well as the macro- economy.
7.4 Adverse Impacts 7.4.1 Impacts on Bio-physical Environment 7.4.1.1 Vegetation Removal
Impact Origin and Characteristics
Due to project activities such as clearing and grubbing within the RoW, camp establishment, quarry and borrow pits development, opening of detours and access roads and equipment yards, deforestation or removal of vegetation (with varying extent) is expected to occur. This impact is expected most prominently to occur on the realigned section between Gidayana and
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Ejere stretch and on the primal rivers (riparian vegetation) which include Anger, Tulu Lenka, Roba, Kersa. In this stretch the type of vegetation to be impacted include Syzgium guineense, Ficus sur, Ficus vasta, pathoda nilotica and Acacia abyssinica and Podocarpus gracilor. Some eucalyptus trees at the outskirt of Nekempt town (km 1-4) are also expected to be affected.
To this effect the types of vegetation that will be removed in the project road as a whole include: roadside plantations of eucalyptus trees, scattered trees of different species and small bushes and shrubs.
7.4.1.2 Impact on Wildlife
Impact Origin and Characteristics
Although there are no known endemic and or endangered wildlife species in the Project Area, the few existing species will be adversely affected by the Project mainly in the form of poaching and crashes (accident) by the construction machinery and vehicles or the through traffic in the Project Area. Such impacts will be mostly expected on the Gida Ayana area sanctuaries which are contagious to Tullu Bulgu, Dicha, Haro and Arba Nabo conservation areas.
7.4.1.3 Erosion and Slope Stability
Impact Origin and Characteristics
As most of the Project Stretch traverses rolling to mountainous terrains, the possibility of occurrence of erosion due to activities of the Project (mainly earthwork), coupled with the presence of soil types susceptible to erosion, is significant.
Slope stability can be upset by the creation of road cuts or embankments. That is, excessive steepness of cut slopes, deficiency of drainage, modification of water flows, and excessive slope loading can result in landslides (World Bank, 1997).
Slide, which is progressive failure of the natural slope, is observed from km 84+000 to km 87+200 presumably due to the non-cohesive silty sandy material that is produced as a result of the weathering of the gneiss rock exposed in the area..
On the other hand, rock falls, which are common on steep slopes formed on fractured rock, and especially from cut slopes during heavy rain, are observed on the following sections of the project road:
i. km 187+600 – km 188+600; ii. km 189+000 – km 189+600; iii. km 189+700 – km 191+400; iv. km 191+700 – km 193+100; v. km 193+600 – km 195+700; and vi. km 210+000 – km 210+100
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The concept, origin and characteristics of slope instability are described in Box 7.1.
Box 7.1
Instability of slopes occurs with or without anthropogenic interventions that include implementation of development projects such as the project under consideration. That is, stability of slopes is disturbed mainly through earthwork operations like deep cuts in unstable stretches or areas. However, without anthropogenic interventions, slope instabilities, such as landslides and rock falls, may occur with other major natural disasters such as earthquakes, floods and major storms.
Slope instability is a broad term encompassing: landslides, rock falls, mudflows and avalanches occurring in the form of rotational, translational or compound failure. Rotational slope failure may occur in circular or non-circular manner in homogenous and non-homogenous soils respectively. In the transitional case, the failure surface is a plane and occurs where the adjacent stratum is at a relatively shallow depth below the slope surface. In the compound failure type, the failure surface consists of both plane and curved sections; and such failures occur where the adjacent stratum is at quite a large distance from the slope surface.
Landslide is a general term for the mass movement of material down the side of a mountain. It implies a gradual movement rather than the more sudden movement of an avalanche.
Rock falls are generally smaller in extent but may still be dangerous and cause damage to property.
Mudflows are essentially landslides containing a significant amount of mud, where such terrain exists, and may occur after a period of heavy rain.
An avalanche is a mass of snow, ice or rocks falling rapidly down a mountainside.
Landslides and rock falls may pose serious threats to roads and road users and structures (including houses) located adjacent to or excavated out of the mountainside. Landslides and rock falls may occur in areas where weathered shale and other clay-rich rocks occur, and particularly where there are steep slopes, periodic heavy rains and where vegetation loss has occurred after wildfires.
On this basis, there are slopes already observed as unstable; and construction activities on slopes will obviously create or aggravate slope instability along the road.
In addition, gully formation is expected due to discharges from transverse drainage structures (mainly culverts) and turn-out ditches that are led onto farm lands.
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7.4.1.4 Water and Soil Pollution/Contamination
Impact Origin and Characteristics
Water resource (ground and surface water), including the wetlands, is one of the sensitive receptors. Regarding the project under consideration, the pollution of water resource is mainly due to poor waste management in camps, garages, equipment washing sites, asphalt plant sites, crusher sites, earthwork operations, etc. Especially the waste (pollutants) from toilets, garages (used oil, grease, etc.) asphalt plant sites and equipment washing yards (oil and grease in combination with the water after washing) are highly dangerous if join the water bodies as there are other (people, livestock, wildlife, etc.) downstream depending on the water. Water pollution may occur due to the above development induced activities mainly in areas near by the existence of surface water/ rivers such as Anger, Tulu Lenka, Uke,Lebu, Roba, Kersa and Abay rivers which are also source of drinking water for both human and livestock.
Beside water pollution, soil could also be contaminated due to the above pollutants.
7.4.1.5 Air Pollution and Climate Change
Impact Origin and Characteristics
Atmospheric pollution and climate change are highly interrelated as the former is on the cause side while the latter is the effect. In the context of road construction, there are atmospheric pollutants that contribute to global warming and hence climate change at micro and macro levels.
Based on this, there are pollutants that could be associated with road construction; such as hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx) mainly resulting from vehicle emissions. In addition, there are other pollutants such as: carbon dioxide (CO2), chlorofluorocarbons (CFCs), and other greenhouse gases (GHGs) including methane (CH4), nitrous oxide (N2O) and ozone (O3) (Masters, 2003). Particulate matters (PMs) also contribute to air pollution.
The dust rising in construction process mainly contains dust particles rising in the presence of vehicle driving, production of batching plant and crusher system, etc.
Except rising dust, bitumen fume is the main pollution source of the air during construction period of asphalt concrete road and it will have some impact on the residents nearby.
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7.4.1.6 Noise and Vibration
Impact Origin and Characteristics
Construction machinery and other equipment produce Box 7.2 noise that could, beyond a certain limit, become a nuisance. In addition, they also produce vibrations that Nuisance noise is a noise that has adversely affect the adjacent areas; and this will get reached undesired and disturbing worse if there is/are vibration-sensitive [important] level. Noise pollution has four major structure(s) within close proximity to the source of impacts; namely: physical, vibration. Major receptors of such pollution on the psychological, economic and social. project roads are all the towns and villages alongside On this basis, an Ethiopian the road especially schools, hospitals, clinics, Regulation approved in May 2006, governmental offices at Bure town, Gidayana, Anger and in use, stipulates noise level Gutun, Kiremu,Agamsa and Kuch towns. standards for different localities. That is, a maximum of 55 dB and 45 dB Box 7.2 describes the definition, the impacts and levels for residential areas, 65 dB and 55 of noise for different localities. dB for commercial areas, and 75 dB 7.4.1.7 Waste Management and 70 dB for industrial areas during day and night times respectively Impact Origin and Characteristics (MoLSA, 2007).
Wastes can be generated from different sources in the Project sites including camps, garages, clinics and other construction sites. Such wastes are sanitary or domestic wastes, solid wastes, clinical wastes and other hazardous wastes. The impacts of these wastes could be manifested through water pollution, soil contamination, air pollution and all impacts leading to detrimentally affecting human health.
7.4.1.8 Road Safety
Impact Origin and Characteristics
Road safety could be considered at two stages; namely: during implementation and operation phases of the Project. During project implementation, crashes are expected to occur as the traffic movement (both the contractor’s fleet and the through traffic) will be made mostly on detours and unfinished roadways. Dust will also contribute to crashes by reducing visibility.
Although there is a built-in objective of enhancing road safety on the newly upgraded road, experience from other rehabilitated and upgraded road in the country reveals that the rate of road crashes has been found increasing in lieu of decreasing. And thus, it is expected on this Project Road after completion that there is a possibility of increment in the rate of road crashes as a result of improved road surface that will obviously tempt drivers to [over] speed.
7.4.2 Impacts on the Socio-economic Environment
The implementation of the road project connecting those woredas in East Wollega zone of the Oromia Regional State and Bure Woredas of the Amhara Regional State brings substantial economic and social benefits to the localities and to the neighbouring woredas of the both
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regional states; as well as at national level. However, there would also be some adverse impacts posed on the socio–economic environment of those areas falling within the ROW width. The envisaged road project will entail impacts of considerable number of households from their current dwelling particularly in towns.
The land requirement for the road construction works may entail relocation of some houses located along the project road and in Right of Way. However, the project road may not require involuntary resettlement of the rural population because it will only take strips of land particularly along its rural route. Except the escarpment section of Gida Ayana woereda, Abay side of Amuru Woreda and Bure woreda all the lands close to the project road are farm lands. Therefore, acquisition of the strips of land will cause some income loss but not necessarily cause displacement since the PAPs have adequate landholding behind. The relocation will be mainly for PAPS in the urban areas and who may lose their houses fully. Observations at different locations of the whole stretch revealed that some parts of the following towns are going to be demolished either to keep the standard width or to accommodate the demand of town master plans.
• Anger Gutin, km 65 +000 • Burka Soruma Village, km 135 + 300 • Kiramu town section km 146 + 500 • Agamsa town entrance km 170 • Joj village km 183 • Alefa village km 248 • Bure town section
The fact that, more than 250 households are expected to be demolished also calls a detail Resettlement Action Plan (RAP).
7.4.2.1 Impacts on Public Utilities
Disruption to public utilities would be that moderate for this project as the route mainly falls less developed rural settlements. However, at some villages and along road sides, there are utility service lines that fall within the ROW width and may need relocation. Public utilities that may be affected due to the construction of the project road include overhead telecommunication and electricity poles and cables and water supply lines.
7.4.2.2 Adverse Impact on Local Economy
The number of people coming to the project area (immigrants) would increase especially during the construction. Such influx of people can create increased demand for goods and services. The price of the available commodities may increase and adversely affect the local consumers, while on the other hand it benefits those who sale the goods and services. The project area is known by high immigrants particularly in the influenced woredas of Oromia region even before the project. There were also cases of ethnic conflict due to unmanageable number of immigrants. Therefore, due to the implementations of the project road high numbers of
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immigrants are expected to flux to Gida Ayana and Guto Gida woreda where there were high numbers of immigrants before.
The problems created by immigrants will not be limited to the social problems. But it will also causes environmental problems as well. According to the information gathered during the public consultations held in each woreda illegal settlers have been raised as the main cause of environmental degradation particularly deforestation where the settlers need virgin land to produce sesame they practice slush and burn agriculture.
7.4.2.3 Loss of Plots of Land
Loss of agricultural land or grazing land can occur either temporarily or permanently. The road upgrading follows mainly an existing old road alignment and does not require significant size of new land. However, there will be alignments to connect Ayana the centre of Gida Ayana Woreda, clearing and grabbing works were already done during the site survey under Universal Rural Road Access Programme (URRAP). Land would be required in those sections where the road widths have to increase and for the segments that divert from the existing alignment. Plots of land required for this purpose would be permanently removed from use for other purposes. Substantial area of land would be required temporarily for quarry and borrow pit, for access road to the material extraction sites, for detour roads, for camps and garages including for crashers, explosives storages and for asphalt plants establishment. Loss of plot of land is expected at the proposed quarry site at km 22+800(LHS) and at km 33 +00 (100LHS).
7.4.2.4 Loss of Houses and Property
Loss of property, utility service lines and houses shall encounter especially in town and village centres including Nekemte, Uke, Ayana, Kiramu, Haro, Amuru, Kucki towns and in some other villages where houses and infrastructures in the ROW have to be removed and relocated for widening of the carriage width and shoulder construction. There are patches of tree hedges along the road sides at many locations and at material sites that are expected to be affected during the construction work. Eucalyptus is the major tree to be affected near Nekemte, Ayana and in the affected towns in Bure Woreda.
7.4.2.5 Adverse Impact on Historical, Cultural and Archaeological Heritages
The area has had long period of exposure to external culture and traditions. The road is also an existing one and communication with other neighbouring and central urban and rural community has existed for long. There is no marginalized minority and indigenous community and culture as defined by the World Bank Safeguard policies, whose culture is expected to be affected. Hence there are no significant adverse impacts expected to the traditions and customs of the community as a result of the project implementation. But there are a number of Orthodox and Protestant Christian Churches and also about two mosques. Indeed, as elsewhere in Ethiopia there are graveyards in the premises of the churches particularly in Orthodox churches. Gorgis
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churches in Nekemte town 04 kebele, Tsege Mariam Church in Tsige village, Alfa Michael in Alfa Basi of Bure woreda can be mentioned as crucial example. There is also one Muslim graveyard on the realignment section on the outskirt of Gida Ayana town before crossing Labu River. Dire Aba foka and Welbe Mountain are also the known sacred places in Kiramu woreda. The construction activities will not cause adverse impacts on these places. But care must be taken while selecting disposal area, borrow and quarry sites.
7.4.2.6 Public Health Impacts of the Project
There are a number of potential health problems that may occur during road construction works. The health problems vary from minor health cases to the more serious ones. Some of the potential health impacts that may occur on the local communities due to the construction works of the project road include:
I. Noise and Vibration Impacts
Noise and vibration result from construction activities in general but particularly from operation of heavy machinery. Other operations generating significant noise include concrete mixing plants, blasting in areas of rock excavation and stone crushing. Noise and vibration sensitive sites encounter especially town sections.
Sustained noise levels during construction are expected to be much higher than the ambient noise level in the project area. If blasting of quarry sites and other construction works are carried out after sleeping hours at night it may affect/disturb the sleeping of the local community. Therefore, to minimize noise disturbance to the population around the sites, it is recommended not to undertake activities producing nuisance noise level during rest hours and during night time. The timing of blasting operations should be arranged with the local administration, and the surrounding dwellers informed prior to undertakings. Blasting should also be avoided at residential and town premises.
II. Polluting of Water Points
There is high possibility that drinking water points (rivers, springs, and etc), could be polluted if different types of chemicals, oils from vehicles and machineries, wastes from camps and garages are discharged to water points. Washing of vehicles near or in the rivers could also create similar problems. The local people use streams and rivers along the project road for domestic use as well as for their livestock. Pollution of the rivers and streams will not only affect the health of human being and that of domestic animals. But also it has a potential to pollute the downstream ecology based on the level of pollution and the type of chemicals used which is more serious. Chemicals internationally designated as red list should be strictly forbidden. There are different aquatic organisms as listed under fauna resources in the Anger and Abay rivers which might be affected.
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III. Spread of Malaria and other Water borne Vectors
Quarry sites and borrow pits are good sources for the breeding of mosquito and other water borne diseases. If quarry sites and borrow pits are left unfilled after construction works, there is a very high potential for malaria and other diseases to easily spread in the area. All the project woredas have serious cases of malaria. Almost half of each woreda areas are categorised to mid altitude agro-ecology to lowland. Particularly low lands of Gida Ayana, Kiramu, Amuru and Bure are more vulnerable to incidence of malaria. Therefore, there will be high incidence of malaria.
IV. Dust Nuisance
Dust is a major nuisance to nearby villages during construction works. It affects local communities located by the roadside and passers-by using the road. Social service giving institutions, businesses and markets may suffer from the dust if regular watering of the road is not carried out. The dust from quarry sites, crusher plants and road construction works may also affect crops. One of the importances of upgrading the subject project according to the Kiramu wereda administrators are impacts from the dust. As per the information there was even the incidence of car accident due to dust.
7.4.2.7 Impacts due to Traffic Accident
Road accident/causality in Ethiopia is the worst in the world. According to a recent accident survey statistics, it is reported that Ethiopia stands first in the rate of causalities among the surveyed countries, followed by Nepal. The report indicates that Ethiopia has over 150 deaths for every 10,000 licensed vehicles, as compared to less than 2 deaths per 10,000 licensed vehicles in Great Britain, Sweden and Norway. The major contributing factors are reported to be 95% human factor, 28% road environment factors and 8% vehicle factors. The general problem is the poor driving skills as well as inadequate road infrastructure and technical condition of the vehicles. The majority of the fatalities of road accident occur on pedestrians and bus users.
The Nekempt-Bure road is currently of low traffic load and basic road traffic regulation requirements are also lacking. Though, recoded statistics for traffic accident could not be obtained along the stretch; it is expected to have similar trends of causalities if traffic flow increases. Hence, appropriate safety and traffic regulation measures have to be adopted during the road construction works.
Road safety aspects are important in all villages traversed due to numerous movements of people and livestock. Especially on market days the risk of accidents between pedestrians and passing cars /trucks/ could be high. In the future, improved road and the anticipated increased traffic (or with increasing movement of vehicles) would change safety aspects along the roadside. Roadside business and markets would lead to higher risk of accidents due to cars
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/trucks/ stopping at those points. The project road may also become a cause for fatalities, injuries and death to the community through increased traffic accidents.
Some of the road accidents could occur due to; • Pavement and shoulder condition; • The presence of roadside poles, trees, ditches, steep slopes, and barriers; • Poor signs, markings, intersection layout and control; • Poor roadside access, absence of zebra crossings, lack of parking and bus stop arrangements; • Markets and businesses operating on the roads; • Increased speed of vehicles around major towns, villages and settlement areas, • Inadequate allocation of road space for non-motorized transport.
7.4.2.8 Impacts due to Steep Slope Cuts and High Fill Embankments
Steep slopes cut for the road work can interfere with community walkways and accesses, and also with animal and wildlife passage corridor to grazing and watering points. This impact will be significant at settlement sites like Gida Ayana town and escarpment section before reaching Gindo and at some villages, where steep slope cuts are required within the settled areas. Such cuts and fills are done to fit into the geometric design requirements. It can also encounter at wildlife habitat and animal grazing grounds. Houses and facilities adjacent to the cut and fill sites may suffer from blockages of access to their domiciles, businesses, work places etc. At such sites, land slide and land slip possibilities are also there, unless proper protection measures are put in place. The other major constraint will be community’s reaction to the impacts. Community leaving along the steep cut slopes and high embankment fills will be forced to find their way (create make shift access), when their normal access is blocked. Make shift access roads will be created by hand digging of the road side slope at different locations.
The impacts of such actions, however, will have the potential of triggering and aggravating the erosion effects to the slope sides; can create deep cut and gullies, gradually leading to slope instability, sliding and collapse. The cuts made by the community for make shift access road construction; open up opportunity for water seepages and percolation into the soil, there by destabilizing the soil structure.
7.4.2.9 Adverse Impacts due to Induced Development
The project area particularly East Wollega zone is a destination of immigrants from Gojam zone and from the Northern part of the country for long period of time. The existing social structure might not be significantly affected due to induced development since the road has been in use for long period and the areas have already adapted communication with others. Resource sharing and stresses on limited services like health, water supply etc. may encounter due to the immigrants to the area following the implementation of the road project. Change in way of life of the farmer community would have positive results instead. Increased development and
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investments that follow the road improvement would create conditions for income and expenditure patterns.
7.4.2.10 Impacts due to Ancillary Works
The ancillary works like material development will require plots of land to be occupied temporarily, either at previously developed site or on new sites. The area is dominantly crop covered; and dense vegetation covered areas. Due to the high vegetation cover and forest area, patches of trees and bush covered land have to be preserved to the extent possible, so as to regenerate the flora resources of the area. Activities and site selection for ancillary works, therefore, require careful consideration of resulting environmental consequences. Some of the proposed material sites that have relatively dense vegetation cover have to be preserved by identifying alternative material site as far as possible. Some material sites encountered are:
7.4.2.11 Impacts due to Quarry Site Development
The principal environmental concerns are related to the location of the sites, extent of site clearance, aesthetic effects of quarrying, blasting operation and the effects of access road construction. The landscape has visual quality as potential tourist sites in the project area. New quarries will probably be developed in elevated parts of the landscape, and can permanently impair an otherwise pleasant view.
Access road development to those sites can have several adverse effects. If a temporary access road has to be constructed across cultivated land, there is a strong possibility that the land will suffer long-term reduction in productivity as a result of soil compaction by haulage vehicles. This cannot easily be reused using simple country ploughs and draught animals. Compensation paid by contractors for temporary loss of use of the land is unlikely to take this factor into account, and adverse financial effects on landholders are likely to result. Permanent access road construction can result in displaced landholders and would require replacement land at some distance away from their other holdings and housing, and the possibility that the new land is less productive than that lost is high. Access roads can also concentrate runoff and lead to increased erosion in adjacent lands, and can also contribute to adverse visual impacts. It is considered very unlikely that quarries would be developed in agricultural land, since most suitable sites will tend to be in areas where there are rock outcrops, and these are generally unsuitable for agriculture. However, if this does occur, landholders would be displaced with similar effects as described above in the case of access roads. Similarly, it is unlikely that quarries would be developed in close proximity to settlements, since most rocky areas in the project are far from settlement. Potential impacts associated with quarrying close to housing include noise and dust nuisance, and public safety aspects associated with the storage and use of explosives. Some proposed quarry sites identified include:
• Proposed Quarry Site at km 75 +700, RHS) 0035 • Proposed Quarry Site at km 80 +700, RHS, 100m • Proposed Quarry Site at km 102 +000, RHS, 100m • Proposed Quarry site at km 126+300
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7.4.2.12 Impacts due to Borrow Pits Development
Borrow pits for embankment fill will be required to be opened adjacent to the road, where there is a deficit of cut material within economic haul distance. In some locations it may be possible to make use of existing pits which have been developed in the past by the previous projects to supply gravel and embankment fill, but in many areas these are widely spaced. Restricting contractors only to the existing sites would lead to increased cost resulting from long haul distances, with additional adverse impacts related to road safety. Hence, new borrow pit development will be inevitable. The excavated excess or spoil soil left over is washed away in to the nearby streams and cause siltation of the water body, forms hips of accumulated soil that disfigures the natural landscape and cause aesthetically unfavorable situation. The deposited spoil soil also kills vegetation lying underneath it.
The project area relatively of low prevalence in malaria cases, the resulting health impacts would also be significant. However, the excavated pits and grounds form water ponds and can create favorable breeding grounds for disease vectors.
The principal concern in relation to borrow pits is that:
• Access roads and borrow pits themselves may be developed in materials which are highly erosive, and may contribute to enhanced erosion of a sensitive landscape • Deep pits may be developed which are a safety hazard to people and livestock, especially if when they fill with water during the wet season and become breeding grounds for insect disease vectors. • Since borrow pits will almost certainly be developed close to the road, even if they are not located in agricultural lands, access roads will probably have to traverse grassland or cultivated land, with adverse effects on landholders if they are not properly reinstated when pit use ceases. • Water quality deterioration at downstream side
7.4.2.13 Impacts due to Camps and Garages
The construction workers include local residents and temporary immigrants from far distances. The contractor is expected to provide a reasonably organized camp site to accommodate the incoming workers during the execution of the construction work. The workers residing in the camps might misuse the surrounding natural resources; forest, wildlife, water resource. They may attempt to cut down trees for fire fuel, timber trade, kill wild animal, dispose wastes and conflict with local communities. The forests in the road route premises can easily be affected if fire accidents occur due to slight negligence in the premises of the camp.
Rivers, streams, and groundwater are used throughout the project area for domestic purposes such as drinking, washing and livestock watering. Pollution of these resources may arise at or close to the base camps or work sites as a result of inadequate provision of sanitary and waste collection facilities, and accidental or deliberate spillage or leakage of polluting materials. Fuel
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and used oil from garages and fuel refilling stations can also pose adverse impacts to both water and soil quality and ultimately to public health.
The road length is relatively short and number of camp site required will be limited, probably one main camp located strategically to serve both directions may be adequate. However, still the impact may be felt around the site selected.
7.4.2.14 Impact due to Spoil Soil Disposal Areas
It is expected that the project works will generate large quantities of spoil material especially due to widening of the carriage width and some minor geometric design adjustments. It is likely that there will be occasions when unsuitable existing road material will need to be removed and disposed of.
In hilly areas, there is always a temptation for contractors to side-tip excess material. Such actions can result in the death of down slope vegetation and the stimulation of erosion, which ultimately works upslope towards the road. In addition, material eroded from the spoil itself can be deposited in water courses, with adverse effects on channel morphology and capacity to convey flood flows, deteriorates the water quality of receiving streams.
Disposal sites are temporally designated in the Engineering Concept Design whereby borrow pit analysis was undertaken and tentative disposal sites are recommended. This shall be further developed with a view to optimize this operation.
8. IMPACT ENHANCEMENT AND MITIGATION MEASURES 8.1 Enhancement Measures 8.1.1 Increased Mobility and Reduced Vehicle Operating Cost
In order to provide a sound infrastructure that enhances mobility during its design life, the sustainability of maintenance of the road after completion should be ensured for prolonged service life with adequate comfort and safety.
8.1.2 Employment Opportunity
It is proposed that the contractor should give preference to the local labor in positions or vacancies that are suitable for the latter with special consideration in encouraging women to be engaged in labor and income generating schemes in and around construction sites.
8.1.3 Induced Development The local authorities at different level should facilitate the process (such as introducing attractive packages, efficient bureaucracy and reduced paper works) for developers coming to the area to invest in different sectors.
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8.2 Mitigation Measures 8.2.1 Vegetation Removal
In order to minimize the effect of deforestation, the following mitigation measures are proposed:
• The design should consider the presence of patches of trees and individual tree species notably indigenous types and avoid, to the extent possible, especially in the realignment sections; • Camps should be established, to the extent possible, on waste land and avoid removal of trees (in case the approved site contains trees, the camp should be established without cutting trees); • Clearing and grubbing for the permanent work should be limited to the required RoW width; • Detours and access roads should, to the extent possible, avoid patches of trees and isolated mature trees; • Quarry sites and borrow pits should not be established by removing important trees species or patches of trees; and • For each tree removed, the Contractor should plant 10 [survived] seedlings or as per other ratio stipulated in an overriding contract document 8.2.2 Impact on Wildlife
To minimize the effect of the Project on the wildlife in the Area, the following mitigation measures are proposed:
• The contractor’s staff should be given awareness that they should refrain from killing wildlife for whatever purpose they need; • Speed limit should be proposed and enforced by the contractor for his vehicles especially during night times and in areas where wildlife are found in a relatively greater number; and • The Local Agriculture/Wildlife Office should closely observe and follow-up on the impact of the Project on the wildlife. 8.2.3 Soil Erosion and Slope Stability To minimize the effect of the Project on erosion and slope stability, the following mitigation measures are proposed:
• The design should, to the extent possible, and among the design criteria, consider suitability of soil and try to create a compromise between the criteria [design parameters] including soil type; • Sound hydrological analysis should be made to determine openings of structures that can adequately discharge runoff without creating scouring and siltation problems at both the inlets and outlets of structures;
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• Energy dissipaters (constructed of local and cheap materials without compromising their ability to reduce the energy of runoffs) should be installed along longitudinal as well as transverse drainage structures; • The appropriate remedial measures to avoid the slide problem are flattening of the slopes, benching and removal of the unstable materials. The appropriate slope ratio, depending on the material type, shall be according to ERA’s Geometric Design Manual. For this particular project, since the rock fall is not severe, flattening of slope is adequate to prevent the damage; • The local farmers should be consulted on site as they are currently seen leading the water from one side of the road to the other with small ditches on the road surface. That is, although may not be required from hydrological perspective, a culvert to allow passage of water from one side of the road to the other should be designed as a response to response to public need; • Deep cuts, high embankments and other unstable slopes should be stabilized by means of either bio-engineering (like grassing) or physical structures.; and • Physical energy dissipaters such as check dams, scour checks, rip raps, etc. should be installed at such designated sites. The hydraulic design of minor structures is described in Box 7.2 and the practices of preventing and healing gullies are depicted in Box 7.3;
Box 7.2 The hydraulic design of minor drainage structures/facilities includes culvert, energy dissipater and side ditch/drain. Hydraulic Culvert Design: The hydraulic design of culverts comprises the determination of an appropriate structure that will pass the design flow without an excessive headwater elevation. A second hydraulic consideration is the prevention of scour at the culvert outlet. The ERA Drainage Design Manual - 2002 provides design criteria for hydraulic design of culverts, the important ones are: site criteria, structure type selection, length and slope of the structure, debris control, design limitations, allowable headwater, maximum velocity, minimum velocity, culvert size and shape, culvert skew, end treatment (inlet and outlet), etc. Energy Dissipater: Design criteria for energy dissipaters include: site Criteria, dissipater type selection, debris control, design limitations, flood frequency and magnitude, exit velocity, tail water relationship, material selection, culvert outlet type, safety considerations, weep holes, downstream channel, etc. Side Ditch/Drain: The hydraulic design of open channel (side ditch/drain) should provide adequate channel capacity to drain storm runoff from the road surface and the nearby catchment between two culverts. Depending on the grade of the topography and characteristics of the soil channel lining will be provided. Where channel erosion is not worse check dams might be satisfactory to control gully erosion. The required design parameters are: catchment area, rainfall characteristics (intensity, magnitude, return period), channel characteristics (slope, roughness coefficient, allowable velocity).
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Box 7.3
Preventing and Healing Gullies: Gullies caused by accelerated erosion resulting from concentrated drainage flows through side channels and culverts. Gullies occur when water is concentrated and flows over an area unprotected by vegetation. Damages caused from uncontrolled gullies are not limited to threatening the safety or the roads but also the lower lands in the vicinity of the roads. In these regard, controlling gullies through appropriate soil conservation techniques is an important activity. The best way to control gullies is to prevent their formation.
Suggested activities involving appropriate practices include:
Healing Gullies: After gullies are formed they can be healed. Methods to use depend on the size of the gully, the size of the watershed that drains into it, the nature of the soil, and other factors, such as the use of the land surrounding the gully.
Nearly any gully will regain a cover of natural vegetation if it is in an area where vegetation will grow readily and if it is protected.
One of the simplest and cheapest ways to control small gullies (2 to 3 meters) is to exclude them from livestock. By protecting the area from trampling, grass, shrubs or even trees will come in naturally and the gully will heal over.
The natural vegetation can be strengthened by additional grass, shrubs, or trees planted at the site. Species that can be adapted to the specific climate and to the soil at the site shall be checked with local conservationists (experts).
Controlling Gullies with Structures: There are places where vegetation cannot be used to stabilize gullies. Some gullies are too deep, they drain too large a watershed, the soil is too unstable, or for other reasons vegetation will not, by itself, prevent the detachment and loss of soil along the gully. In such situations structures may be appropriate choices.
Structures usually are built of concrete or masonry. They are used in medium and large gullies – usually more than 2.5 m deep and draining more than 100 hectares (or 1 km2) – where vegetation alone cannot successfully control them.
Three basic structures are used in stabilizing gullies: drop inlet, drop spillway, and chute. Each is adopted to specific conditions, and the selection of one or another need to be carefully examined.
8.2.4 Water and Soil Pollution/Contamination
To minimize the effect of the Project on water resource, the following mitigation measures are proposed:
• Toilet wastes should be collected in sealed pits (septic tanks) and safely disposed as per the requirement of the contract on waste management;
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• Used oil and grease from garages, asphalt plants, etc. should be collected in sealed containers such as used barrels/drums and disposed safely with prior approval of the supervision consultant; • Earthwork should be limited to dry seasons; and spoils should not be pushed down valley sides; or stockpiled close to river banks so that they will be washed down to the river; • Hazardous wastes such as oil and grease in combination with water at machinery and vehicle washing sites should be treated in such a way that the oil and grease are separated (in basins) and the water be disposed to the environment after aeration and filtration (Figures 8.1 and 8.2 present the schematic diagram of the separation process for large and small schemes respectively); and • Wetlands should be given emphasis during the construction of the project regardless of their size. No camps or sub-camps, workshops, garages, asphalt plant mixers, crushers, ware houses, bitumen storages should be established close to the wetlands. 8.2.5 Air Pollution and Climate Change
To minimize the effect of the Project on air pollution and climate change, the following mitigation measures are proposed:
• The Contractor should mobilize new machinery and vehicles; • The machinery and vehicles should be serviced on regular basis as per the requirement and recommendations of the manufacturers; • Stationary machinery should be equipped with covers that suppress and prevent dust and other PMs from entering the atmosphere; and • To the extent possible, dusty areas/sites, including detours and access roads, should be watered with frequency stipulated in Contract Specifications. • To undertake the prevention and control measures for Bitumen fume; • The asphalt concrete should be mixed collectively; the location of the asphalt batching plant should be selected properly and avoid environmental sensitive areas from which the distance should be more than 300m. 8.2.6 Noise and Vibration
To minimize the effect of the Project on noise and vibration, the following mitigation measures are proposed:
• The National Standards, stated above, on noise level for different areas should be observed and obeyed by the contractor; • Activities that involve machinery and equipment with high noise level should be conducted during day time (during night times, people - especially people who are sick - may require silence); • Sites with high noise (such as quarry sites) should be located, to the extent possible, reasonably far from sensitive areas or locations such as schools, hospitals, churches, mosques, etc. and
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• The extent of propagation of vibrations and their damaging effect due to different construction machinery should be taken into consideration.
Flocculation
Figure 9-Suggested Oil and Grease Separation Process for Large Scale Activities
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Figure 10- Suggested Oil and Grease Separation Process for Small Scale Activities
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8.2.7 Waste Management
To enhance waste management in the Project Sites, the following mitigation measures are proposed:
• Sanitary wastes should be properly collected and transported to designated landfill site prepared to the satisfaction of the contract and the Engineer; • Clinical wastes should be burned to level of complete combustion in a well-designed chamber; • Hazardous wastes such as batteries, filters should be transported outside the Project Area where they would be recycled, reused or disposed properly; and • In general, the principle of waste management hierarchy should be followed. That is, waste reduction, reuse or recycling should be practiced to the extent possible. For example, the hierarchy of priorities for hazardous waste management is shown in Figure 8.3; and Box 7.4 contains the waste management requirement stipulated in the Proclamation on Pollution Control (Proc. No. 300/2002).
Box 7.4 Eliminate generation The Environmental Pollution Control Proclamation (Proc. No. 300/2002) states that: “Any person engaged in any field of Reduce generation activity which is likely to cause pollution
or any other environmental hazard shall, when the [Environmental Protection]Authority or the relevant Recycle regional environmental agency so decides, install a sound technology that avoids or reduces, to the required
minimum, the generation of waste and, when feasible, apply methods for the Treatment recycling of waste”.
(Part two: Control of Pollution, Article 3, Sub-Article 3) Disposal
Figure 11 Hierarchy of Priorities in Hazardous Waste Management (Masters, 2003)
8.2.8 Road Safety
To enhance road safety on the newly upgraded road, the following mitigation measures are proposed:
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During implementation phase:
• The contractor should prepare a sound traffic management plan (TMP) and implement it; • Roadway should not be reduced or blocked with stockpiles or windrows for long time; • Flagmen should be assigned to let the traffic flow safely especially at narrow/critical sites; • Slippery and other dangerous spots should be maintained or corrected frequently; and • The design should consider speed reduction/calming structures (humps, rumble strips, etc.) in towns and villages with relatively high population.
During operation phase:
• Existing humps, rumble strips and other safety furniture should be maintained as required and install new ones on newly identified sites (if any); and • The principles of Engineering, Education and Enforcement (the three Es) should be practiced at different areas and levels.
8.3 Mitigation measures for the socio-economic impacts 8.3.1 Impact on Public Utilities
ERA has to liaison and advises all service providers of the intended road works program areas. Collect the necessary document and plans and also provide facility owners with the road design so as to plan for the relocation or in situ protection as the case may be. ERA should then notify the appropriate authorities of the relevant dates, and pays completion of relocation works before the commencement of the construction works. Once the compensation is paid to the service provider of the utility lines, it is expected that relocation/ removal will be done within 60 days from the date of receipt of the compensation.
8.3.2 Loss of Plots of Lands
The principles of compensation/rehabilitation will be triggered wherever there will be land acquisition and where there will be adverse social impacts. Based on the Resettlement Action Plan findings that identify the number of persons to be affected by the subject project, Resettlement Action Plan (RAP) is being prepared to compensate and relocate the PAPs as the case may be.
Since the loss of farmland is distributed all along the project road, there will not be households who will be displaced or relocated to a different location.
Those who lose their land temporarily for the project shall be compensated in monetary terms for the lost value of crops to be harvested during the land occupation by the project and until the next harvest from the plot of land could be re – gained.
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The project proponent should consider that appropriate measures are taken to ensure affected persons are compensated .The procedure and mode of compensation shall be determined in accordance with the relevant standard procedures and regulations as set by national proclamations (Proc no. 455/2005), regulation 135/2007 issued by the council of ministers and international guidelines like that of World Bank Operational Policies (Ops) for resettlement and compensation of displaced people. The resettlement and compensation shall follow procedures as set in the RAP report.
Proclamation No. 455/2005” discusses the procedures and methodologies to be followed for the implementation of the land acquisition and compensation payment for the land holder. Council of Ministers Regulation No.135/2007, Regulation on payment of Compensation for property situated on land holding expropriated for public purposes. This regulation discusses the assessment of compensation for properties, provision of replacement land and payment of displacement compensation.
These proclamations also state the delegated power to expropriate rural or urban holdings for public purpose, where it should be used for a better development projects to be carried out by public entities or investors.
Accordingly Woreda or an urban administration shall up on payment in advance of compensation, have the power to expropriate.
ERA re-establishment proclamation; proclamation No. 80/1997 also has provision for expropriation of land holdings for road construction purposes. ERA’s Resettlement / Rehabilitation Policy Framework, follows the basic principle to address the importance of compensation payments for the loss of assets at replacement cost, giving opportunities to locals to share project benefits and assisting PAPs in relocation/rehabilitation. These legal documents have a more or less parallel similarity to the World Bank OP and BP 4.12 procedures.
Depending on the availability of land, permanently cultivated land lost to the Project will be compensated on a land - for - land basis. Permanent loss of perennial plantations will be compensated with sufficient cash to the project affected person. Residential plots of land, houses, buildings and other utility infrastructure losses will be directly and fully compensated at replacement cost.
Proper compensation will be monitored at different levels; ERA, Supervision consultant and the local administration will participate in the follow-ups of the measures.
8.3.3 Loss of houses and property The ROW is the boundary set by law not encroached by the community and do not assigned for other developmental activities by local administration as well. The width of the ROW depends on the design standard of the particular road. The Nekemte-Bure road is expected to be asphalt concrete standard which require 50m ROW as per the design manual of ERA. But this width is very wide and previously not protected as there is the standard difference between the existing
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road and the envisaged road. As a result there are many properties which will be affected due to the width of the proposed road. Some of the properties are farmland, public utilities (telephone line, electric line, water line), private building, institutional building, fruit trees, commercial trees like eucalyptus, there are also public water source “Bono”, business houses, graveyards. Impacts on these properties are separately treated above. But it was difficult to quantitatively describe all the loss of properties in the ROW as it is beyond the scope of the SIA and will be seen in RAP.
As per the findings during the field observation the impacts will be high on the farmlands in the rural area and on the housings in the urban section like Uke, Anger Guten, Ayana, Kiramu, and Bure. Therefore, the ROW should be reduced below the requirement of the design to minimize the consequent loss. In most cases ERA considers 30m in the rural area and 20m in the urban area including the working space unless when the cross section of the road require more than that in the escarpment section. 40 in the rural and 30m in the urban section is also another option. These all alternatives should be compared in order to reduce the impact on the property during the RAP preparation.
Any permanent loss of land, houses and other immovable assets such as perennial crops due to the construction of the road need to be identified and project affected persons (PAPs) compensated prior to commencement of construction activities on the basis of Resettlement Policy Framework (RPF) of ERA.
The design will attempt to avoid or minimize damages to properties as far as possible. In case avoidance is impossible, project Affected People (PAPs) have to be compensated both in monetary terms and by providing plots of land at some other places.
Owners of other infrastructures and utility lines likely to be damaged by the project shall be compensated. Relocation of these utility lines (water supply line, electricity, and telecommunication lines) shall be effected either by the utility owner or by the road construction contractor as arranged, but should be done prior to mobilization of the road project. This will ensure the continued service delivery without creating disruptions and inconveniencies to the community. Compensation and relocation procedures will be affected as per the RAP report of the project.
8.3.4 Impact on Historical and Cultural Heritage Mitigation measures or avoidance for the archaeological/cultural heritages if encountered will be accomplished as per the requirements of the available legal frame work “Proclamation No.209/2000, a proclamation to provide for research and conservation of cultural heritage”.
This proclamation describes the management of cultural heritages under Part two of the document. Some of the issues discussed include; Owner of cultural heritage, establishment of museums, classification of cultural heritage, registration of cultural heritage, duties of owners of cultural heritage, conservation and restoration of cultural heritage, preservation of cultural heritage, removal of cultural heritage etc.
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Part four of the proclamation discuses on reserved areas, Inspection, duty to cooperate and penalty. Under this part it is indicated that unless it has been decided by the council of ministers, no person may, without a permit issued by the authority, carry out building or road construction, excavations of any type or any operation that may cause ground disturbance in an area declared reserved. This is requirement is triggered for this project as there are such reserved physical and Cultural Resources (PCR) sites in the road route corridor.
Accordingly;
• The design has to give due considerations for the PCRs falling within the road ROW corridor, and include design options for protection and preservation of the resources. Avoidance, by re-alignments is to be given priority when condition allows, over other mitigation measures. Damages to locally significant sites like religious places, funeral places, grave yards, Holly springs shall be avoided by alternative routes. • Protection and preservation requirements for Historical & Cultural heritages, Archaeological sites and aesthetics of Landscape shall be specified in the construction contract documents for contractors. • The contractor should consult the responsible bureau in the area in cases of findings of such properties on the site before removal and damage. • Any archaeological findings encountered up on excavation shall be reported immediately to the concerned bureau or department to register and guide the conservation and protection of such a heritage. • The woreda environmental protection and land administration office and woreda culture and tourism desks should be informed upon mobilization of the construction activities and also be involved in the site environmental management and monitoring processes. • ERA through its assigned supervising consultant should liaison with the woreda administration to involve them and seek their assistances at all levels of the environmental conservation and in monitoring of the implementation of mitigation measures. The contractor is also instructed to liaison with the woreda administration as required and to cooperate in considering their concerns and guidance; reach in agreement after approval by the supervising consultant. • The woreda environmental and land administration have to be capacitated and trained on environmental management and monitoring activities. The project may consider a short term training of the experts in each woreda traversed by the road project. The ERA’s ESMB has the capacity to organize and conduct such short term training in collaboration with the project consultant and with the Regional Environmental Protection Office. 8.3.5 Impact due to Traffic Accident
• The contractor must post warning signs specifying speed limits at the different locations, provide speed bumps and signs about careful driving; • Provide alternative walkway or path routes during construction works for pedestrians and ensure that walk ways and path routes are not blocked for children and women; • Provision for pedestrian crossing and improving or widening shoulders for the use by pedestrians and NMT;
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• The construction crew needs to pay special attention to child safety during construction of the project road; • Putting traffic signals (signs) at roadsides using local languages to minimize accident and death of pedestrians and motorists; • Improving visibility by removing sight limiting obstacles; provision of reflective studs and painting of zebra crossings; • Police should enforce speed restriction measures in town sections and mountainous areas; • ERA and local authorities need to conduct road safety education programs in schools and also in public gathering locations to create awareness among the population before and after the completion of the construction works; • Prohibiting roadside open markets and if such type of markets exist along the project road should be located away from the roadside; • Institutional strengthening and capacity building of traffic police men working along the project road; • Provide separate locations for the parking of non-moterable vehicle animal drawn carts and bicycles. 8.3.6 Impact Due to camp and garages
• Sitting of camps has to be done in consultation and cooperation with the relevant stakeholders; especially the local woreda administration and their respective sector offices like land administration and environmental protection, • Camp location and design might need to consider the environmental sensitivity of sites like dense forests, and also future use of the facilities up on commissioning of the project. These considerations can assist safe and economical use of resources and can benefit the local administration and/or the surrounding community up on handing over of the camp facilities to the client. Garages and camps should not be located in forest areas, at adjacent to water sources and in populated areas. • The continued use of the buildings and the camp facility after commissioning of the road would also avoid demolishing and disposal problems that could result both in economic losses and environmental damages to the surrounding area. So consultation with the regional, zonal or woreda administration would assist to identify the appropriate camp site that can serve dual purposes. In case conditions do not permit for selection of alternative sites, and in areas where permanent establishments or population settlement is not expected, it is advisable to use prefab material that can be easily dismantled and transported to other sites for reuse, instead of heavy masonry/concrete structures. • Camps should not be located in or close to environmentally sensitive sites such as dense forest areas of Enkafo forest, wildlife habitat sites, and urban centers and close to towns and settlement sites. • Contractual clauses should be included in the contract document, which requires the contractor to prepare, for approval by the Engineer, a detailed Site Environmental Plan (SEP) for the base camp, prior to its construction, which also covers other work sites. The SEP must make specific and adequate provision for the disposal of sanitary and other wastes in such a way as will not result in any form of pollution or hazard to human or animal health. • Contractual clauses have to be included in the contract document, which requires the contractor to take all reasonable precautions to prevent spillages and leakage of
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materials with the potential to pollute water resources. The measures should be maintained in an effective condition throughout the life of the base camp. • Instruct to specifically prohibit washing of vehicles and other machines, equipment and plant in or adjacent to any water source. All washing to be carried out at designated areas away from water sources. • A clause has to be included in the construction contracts which makes it clear that the contractor will be responsible, at his own cost, for cleaning up any pollution caused by his activities (to the satisfaction of the Engineer) and the payment of full compensation to those affected. • Waste dumping sites should be systematically identified to avoid also erosion prone soils and ground water sources. This can minimize the possibility of adverse effect on soil fertility and water quality. • A clause has to be included in the construction contract requiring reinstating of base camp and other areas up on commissioning of construction and maintenance period activities. Leaving them as far as possible in a clean and tidy condition, and suitable for the purposes for which they were used prior to occupation by the contractor. • On occasion, the landholder (community), the local administration or ERA may wish to retain some or all of the facilities, which have been established by the contractor, e.g. buildings, base slabs etc. In such cases demolishing and reinstatement requirements might be optional. • Each camp site should have waste collection and storage facilities. Toilets and bathing facility for liquid waste and excreta, solid waste collection bins and containers need to be availed for use by the workers. • Waste management and sanitary conditions within the camp should be well maintained and supervised. Used oils should be collected and properly stored in garages for other uses or for proper disposal. Machinery parts that are leaking need timely and periodical maintenance and repair. • Oil products, chemicals and waste management can better be mitigated by adherence to strict waste management discipline, routine and periodic maintenances of leaking vehicles and equipment parts, proper collection, storage and disposal of used oil and chemical products, locating of refilling stations and garages at properly identified safe places and good housekeeping practices. • The consultant will withhold payments to the contractor until the site restoration and/ or continued usage of the camp sites has been decided and completed to the satisfaction of the client, consultant and the local administration. 8.3.7 Impact due to Spoils
The construction contract document should include requirements that spoil disposal sites should be officially proposed by the contractor at areas designated by the relevant local administrative organ and permission is obtained accordingly by the contractor. The selected disposal site shall be in unproductive land, with preference being given to backfilling deep gullies, quarry and borrow sites developed and abandoned by the contractor, provided that the requirements of the clause which follows are met.
The construction contract should contain clauses to the effect that all spoil material shall only be disposed of at sites which have been approved by the Engineer and in accordance with
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approved site-specific environmental plans. The side-tipping of spoil in any location shall be specifically prohibited. Prior to the commencement of disposal at any site, the contractor shall prepare a site-specific Site Environmental Plan (SEP) for the approval of the Engineer and the local supervising official. The plan should include a contoured site plan showing the location, maximum area to be used for spoil disposal, current land use, names of landholders, and individual landholding boundaries. The SEP shall also include a statement of the measures to be adopted to ensure stability of the spoil and to minimize erosion both during and after completion of placement, including temporary and permanent drainage works where these are necessary. A specification shall also be prepared which clearly defines the restoration measures, which will be taken to reinstate the site for its previous use.
8.3.8 Impact due to Borrow Pit Development
The construction contracts need to have clauses to the effect that borrow pit sites and access roads are deemed to be part of the site, so that the powers and authority of the engineer extend to them in the same way as to other areas where works are being undertaken.
The borrow material production area has to be screened /determined/ in consultation and with the approval of the supervision consultant and ERA’s ESMB. Also sufficient consultation should be conducted with the local administration (Woredas) prior to commencing excavation activity. The relevant stakeholders including the woreda environmental protection offices have to be involved in site selection and screening and to demarcate and fix the boundary of disturbance for quarry/borrow material production.
The left over spoil soil should be collected and kept aside for rehabilitation of the site at later stage of the work. Spoil soil should be shaped and compacted to avoid erosion and leakage to the river banks, water bodies or on dense vegetation covered ground.
Upon completion of the use of the production site, it should be rehabilitated and restored to a reasonable degree to its original state so as to avoid water ponding, soil erosion, aesthetically undesirable situations and disfigured landscape. Back filling, grading and re-vegetation of the site would help to mitigate the impact. Based on the site condition simple soil retaining structures and runoff water diversion structures might be required to stabilize the soil structure and reduce the effect of soil erosion until it consolidates.
The environmental inspector and RE of the engineer have the responsibility to give instructions and assistance to the contractor in material site management and rehabilitation activities. Site environmental management should also involve the woreda environmental protection office, the ESMT of ERA and also give due consideration for the communities’ opinion and comments.
ERA’s ESMT should also monitor periodically the material site performances and mitigation measures underway.
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Rehabilitation works of the abandoned material site be done properly and on timely bases. Subsequent payments should consider the proper site restoration and rehabilitation of abandoned material sites as one of the criteria of work performance. The payments will be withhold until rehabilitation commences and tangible effort is seen on site, and should only be effected if proper rehabilitation is done for already abandoned material site along with other activities. This has to be done by the supervising consultant. ERA is expected to specify this condition as payable item upon hiring the consultant and the contractor.
The construction contracts should contain a clause requiring the contractors to prepare detailed Site Environmental Plans (SEPs) for approval by the engineer, prior to commencement of any site development, and to execute all work at the sites in accordance with the plans. The SEPs should address all matters relevant to environmental protection and the minimization of impacts. Information provided in the SEPs should include, but not be limited to the following:
• A site plan showing the location and proposed extent of the borrow pit to be developed and volume of material exploited, access road areas and any other facilities which may be installed • Details of all landholdings, vegetation cover and land use types • Measures which will be taken to minimize erosion caused by access road • Construction and drainage system operation • Measures which will be taken to reinstate the site and access road for agriculture, if the site was previously used for this purpose.
8.3.9 Dust Impact
• Avoid blasting during evening time (sleep time) around homesteads. • Sprinkle water to the road so that it could minimize the dust created by the road construction works. • Locate quarry & crusher plant site away from villages/settlements and from crop fields. Once construction works are completed in the area fill up borrow pits to stop stagnant waters from becoming breeding places for mosquitoes and other vectors. • Avoid spilling of oil from vehicles and machinery near water points and settlements; and washing of cars in the rivers. • Avoid use of different types of organic materials and chemicals near villages, farmland, grazing areas, near schools, and other social service giving areas.
8.3.10 Impact due to Steep Slope Cut and Fill Section
• The design should identify and include alternative access to existing community access, animal and wildlife migration corridors where high fill and steep slope cuts are expected to encounter; • Accesses to houses and social service centers in towns and villages should be provided with crossing ramps as required; the supervision consultant should incorporate such additional works as it appeared essential on site;
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• The implementation of those measures should be coordinated with the woreda administration to give orientations on precautionary measures to be adopted by the community for the safety of the road infrastructure as well; • The supervising consultant checks and includes appropriately designed access road facility to benefit those households that are affected due to the project as deemed necessary; • The contractor takes immediate action and constructs the access roads at ideal locations for communal use by neighboring houses.
8.3.11 Adverse Impacts due to Induced Development
There is ample water sources in the area and no severe competition over the water use may encounter due to the incoming workers. However, in case scarce water supply is felt in some of the areas, the contractor is expected to avail the water supply need from its own source. Preferably ground water source (well water) might be an option that one has to consider in this case. The contractor might need to get permission and also coordinate with the local administration to develop its own water supply source. In areas, where there are water supply service providers the contractor can arrange supply services against payment. The existing practice in most projects shows that the contractor uses his own water supply source for all purpose in order not to put pressure on the community water supply services. The contractor should also plan for other commodities that are expected to be in short of supply in the area, and priorities should always be accorded to the community needs. In areas where adequate water supply service provision exists, the contractor should make arrangements with those to get its water supply from them. A clause will be included in the contractual document that requires the contractor to provide water for his workforces and consumption.
A clause should be included in the construction contract document stating that in water scarce areas the contractor is required to give provisions (water collection points) for the local community to benefit from the water supply sources developed for the contractor’s use,. This can build community’s attitude towards favoring the project.
8.3.12 Impact due to Quarry Development
Quarry should not be located within or in close proximity of sensitive Physical & Cultural Resources (PCRs) sites like dense forest areas, wild life habitat, settlement sites, and social and cultural service areas and at cultural and historical heritage sites.
The quarry material production area has to be screened /determined/ in consultation and with the approval of the supervision consultant and ERA’s ESMT. Also sufficient consultation should be conducted with the local administration (Woredas) prior to commencing excavation activity. The relevant stakeholders including the woreda environmental protection offices have to be involved in site selection and screening and to demarcate and fix the boundary of disturbance for quarry material production.
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The left over spoil soil should be collected and kept aside for rehabilitation of the site at later stage of the work. Spoil soil should be shaped and compacted to avoid erosion and leakage to the river banks, water bodies or stockpiled on dense vegetation covered ground.
Upon completion of the use of the production site, it should be rehabilitated and restored to its original state to a reasonable degree so as to avoid water ponding, soil erosion, aesthetically undesirable situations and disfigured landscape. Back filling, grading and re-vegetation of the site would help to mitigate the impact. Based on the site condition, simple soil retaining structures and runoff water diversion structures might be required to stabilize the soil structure and reduce the effect of soil erosion until it consolidates.
The environmental inspector and RE of the engineer have the responsibility to give instructions and assistance to the contractor in material site management and rehabilitation activities. Site environmental management should also involve the woreda environmental protection office, the ESMT of ERA and also give due consideration for the communities’ opinion and comments.
ERA’s ESMT should also monitor periodically the material site performances and mitigation measures underway.
Rehabilitation works of the abandoned material site be done properly and on timely bases. Subsequent payments should consider the proper site restoration and rehabilitation of abandoned material sites as one of the criteria of work performance. The payments and release of performance bonds will be withhold until rehabilitation commences and tangible effort is seen on site, and should only be effected if proper rehabilitation is done for already abandoned material site along with other activities. This has to be done by the supervising Consultant. ERA is expected to specify this condition as payable item upon hiring the consultant and the contractor.
The construction contract has to have a clause to the effect that quarry sites and access roads are deemed to be part of the site, so that the powers and authority of the Engineer extend to them in the same way as to other areas where works are being undertaken.
The construction contracts should have a clause requiring the contractors to prepare detailed Site specific Environmental Plans (SEPs) for approval by the Engineer, prior to commencement of any site development, and to execute all work at the sites in accordance with the plans. The SEPs should address all matters relevant to environmental protection and the minimization of impacts. Information provided in the SEPs should include, but not be limited to the following:
• A site plan showing the location and proposed extent of the quarry, access road and any other facilities which may be installed • Details of all landholdings, vegetation and land use/land cover • Distance from the site to the nearest habitation • Measures which will be taken to minimize erosion caused by access road construction and drainage system operation
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• Any other measures which will be taken to minimize environmental impacts, including orientation of working faces to reduce visual impact • Measures to be taken to make the quarry site safe on completion of exploitation, and to rehabilitate any agricultural land which has been affected by access road construction and operation • The Engineer should satisfy himself, prior to approval of the SEPs that all reasonable precautions have been or will be taken to minimize adverse environmental impacts.
8.3.13 Uncertain and Unforeseen Impacts
The likely potential impacts from the implementation and operation of the subject road are not limited to the above mentioned impacts. There will also be unforeseen impacts might be emerged during the construction. For instance, there might be archaeological or artifacts underneath. In such cases the contractor should inform the responsible authority before taking action. On the other hand there might be incidence of fire in related to the activity of the contractor or contractors’ workforce. To halt the damage might be occur from fire the contractor should take precautionary measures like putting fire extinguisher where it will be available for the workforces and in the camps and workshops. Indeed, training on the use of fire extinguisher should be given to the workforces. The other unforeseen but will be likely there is the outbreak of epidemic diseases like malaria. Therefore, the contractor should liaison with the local health institution in advance in addition to availing the clinic in the main camps and first aid service in sub caps.
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9. ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN 9.1 Environmental Management Plan
A principal Project goal is to achieve an appropriate balance in the environmental protection of the Nekempt-Bure Road and its immediate surroundings. It is achieved through enhancement of Project benefits and avoidance or mitigation of potential adverse impacts associated with the Project. Towards this goal, an environmental management is recommended.
In order to be effective, environmental management must be fully integrated with the overall project management effort at all levels, which itself should be aimed at providing a high level of quality control, leading to a project which has been properly designed and constructed and functions efficiently throughout its life. Appropriate road alignment and design issues need to be addressed as well as specific construction related activities, construction labor issues, and resettlement and compensation management issues prior to implementation of an environmental management and monitoring plan. Some of these management issues are sectoral in nature, requiring outside participation of other Government authorities or the private sector.
Most of the project environmental management activities will be carried out during the construction phase, since this is when most impacts can be expected to arise.
Management will very largely be concerned with controlling impacts which may result from the actions of the Contractor, through enforcement of the construction contract clauses related to protection of the environment as a whole and of the components within it. In this respect, it is important to recognize that successful mitigation of construction impacts can only be achieved if the environmental protection measures, as set out in the construction contract, are properly enforced.
On this basis, the tables below encompass the impacts predicted, proposed mitigation measures, responsible body for the mitigation measures and the estimated cost of mitigation measures (where applicable) as a result of project location, design, construction and operation.
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9.1.1 Project Location Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr Accessibility and mobility would be The Road should be maintained timely (on DRMC, ERA/DED [To be] yearly enhanced in the Project Area contributing to regular basis) during operation to keep estimated budget the enhancement of socio-economic welfare accessibility and mobility to the level depending on work of the people required. load The Road contributes to (new) induced Investors interested in the area should be Local N/A development in the area. encouraged through provision of incentives Administrations at and facilitating the formalities through different levels, increased bureaucratic efficiency. Investment Office The Road requires additional (expropriated) • The design should provide the minimum Designer, ERA, • Part of Design Cost; land when upgraded possible land acquisition (for ex., the RoW Local • Cost to be included width can be made 30 m in urban areas Administration in RAP and 20 m in rural settings); and • Adequate compensations should be paid for properties on land to be taken inevitably Properties of project affected people-PAPs • The design should consider minimum Designer, ERA, • Part of Design Cost; (in rural and urban areas) could be expropriation of properties like houses; Local • Cost to be included expropriated • Adequate compensations should be paid Administration in RAP for properties to be expropriated; and • Resettlement of affected PAPs should be conducted as per the existing Laws and Legislations Vegetation within the RoW of the Road • The right-of-way (RoW) should be kept to Designer, ERA, Included in Design would be removed (minor deforestation) the minimum practicable (like reducing to Contractor, and RAP costs; minimum of 20 m) especially in forest Supervisor areas; • Adequate monetary compensation should be made for commercial trees to be removed within the RoW of the Project Road or access roads; and • Planting (esp. indigenous) tree species (by the contractor) in lieu of those cut Impediment to movement of wildlife and • Public awareness (esp. for drivers) should Local Wildlife N/A
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr accidents involving wildlife (although no be conducted for cases wildlife are Office, Contractor, parks and sanctuaries and only relatively encountered along the road; Supervisor few wildlife species along the road corridor) • Appropriate traffic signs should be installed at such critical sites; and • The enforcement should be implemented seriously
Impact on wetlands The road, to the extent possible, should Designer Part of Design avoid the wetlands along the route corridor Cost;
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9.1.2 Project Design Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr Improvement in Health (Eye and Respiratory Upgrading the road from gravel to asphalt Designer, DRMC, • Part of design cost Diseases) surface and maintaining it on sustainable basis ERA/DED • [To be] yearly estimated budget depending on work load The Road requires additional (expropriated) The design should provide the minimum Designer, ERA Part of design cost land when upgraded possible land acquisition (for ex., the RoW width can be made 30 m in urban areas and 20 m in rural settings) Properties of project affected people-PAPs The design should consider minimum Designer, ERA Part of design cost (in rural and urban areas) could be expropriation of properties like houses expropriated Modification or disruption of natural drainage Although the Road is existing, construction of Designer Part of design cost pattern of the area drainage structures (including bridges) should Good housekeeping be made with minimum effect on the aquatic during implementation life (in case the flow direction of rivers should be made temporarily). Change in landscape and aesthetics No change in landscape is expected as the Designer Part of design cost road more-or-less follows the exiting alignment. Impediment to movement of wildlife, livestock • The design should consider installation of Designer Part of design cost and people (especially while crossing the speed reduction measures such as speed Road) humps and rumble strips in villages and potential or existing wildlife crossing sites, if there are any, without compromising safety of the vehicular traffic • Appropriate traffic signs should be installed at critical sites accordingly Initiates or aggravates soil erosion on fresh • The design should provide slopes as gentle Designer Part of design cost cuts, embankments, quarries, borrows, as possible access roads, detours, etc. • Recommend minimum number of quarries and borrow pit areas
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr • The design should consider physical structures like check dams in primary and turn-out ditches, retaining walls for unstable slopes, aprons, ripraps, check dams, etc. after culvert outlets. Vegetation removal along the Road (within • The right-of-way (RoW) should be kept to the Designer Part of design cost right-of-way), access roads, detours, minimum practicable especially in forest quarries, borrow areas, etc. areas • The design should consider preserving indigenous isolated/individual trees close to the road (on both tangent as well as curve sections) • Access roads and detours should follow, as much as possible, corridors without or with minimum vegetation cover • Quarry sites and borrow pits should be located, to the extent possible, at places without or with minimum vegetation cover With improvement of the riding quality of the Traffic calming structures such as rumble strips Designer Part of design cost road after implementation, traffic accidents and humps should be designed for major are expected to increase due to drivers being towns and populated villages. tempted by the improved road surface. Impact on wetlands The road, to the extent possible, should avoid Designer Part of Design Cost; the wetlands along the route corridor
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9.1.3 Construction Predicted Impacts Enhancement/Mitigation Measures Responsible Estimated cost, Birr Body Construction creates job opportunities for The contractor should be advised towards Contractor, N/A the local labor contributing to poverty local labor preference for appropriate jobs Supervisor, Local alleviation (with preference and encouragement to Labor Office, women depending on the suitability of the ERA3 jobs) 4 Initiates or aggravates soil erosion on fresh • Exposed slopes on cuts and embankments Contractor, 5,500,000 cuts, embankments, quarries, borrows, should be stabilized with grassing Supervisor, ERA access roads, detours, etc. measures; • Quarry sites and borrow pits should be reinstated timely (not at the end of the Project contrary to the usual practice) to an acceptable and safe slope (close to the original landscape as much as possible) Formation of gullies Structures such as check dams and scour Contractor, 1,500,000 checks should be constructed (from cheap Supervisor and local materials like stones wood, etc.) on the downstream side of culverts and along turn-out ditches 5 Deforestation along the Road, access • Avoid unnecessary deforestation beyond Contractor, 1,000,000 roads, detours, quarries, borrow areas, etc. the RoW of the permanent and Supervisor, ERA, temporary/service roads and the areas Local Agriculture required for quarry sites and borrow pits. Office • If cutting of an indigenous tree is inevitable, the contractor should plant 10 (survived) seedlings for each tree cut. 6 Pollution of surface and ground water as a • The contractor should limit most of the Contractor, 2,500, 000
3Most of ERA’s roles in this EMP are to follow-up ensuring that the proposed mitigation measures have been implemented. 4A 50-50 cut and embankment is assumed with an average slope of 1:2 5Trees expected to be removed, beside the main RoW width, from camps, detours, access roads, quarry and borrow pit are distributed along the project length assuming 50 trees per km. 6 At least two vehicle washing and servicing areas, for each lot (assumed two lots or contracts), are assumed to have the proposed oil separation schemes; and includes running cost and waste water analysis laboratory expenses Design Consultant 98 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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Predicted Impacts Enhancement/Mitigation Measures Responsible Estimated cost, Birr Body result of earthwork operations and improper earthwork to the dry season Supervisor, ERA, handling of hazardous materials • Used oil and lubricants from garages Regional EPA should be collected in sealed containers (through the proposed process and disposed for recycling or reuse; • Fuel, lubricants and oils should be stored in containers that do not leak * Conflict on the Water • Providing and developing shallow wells as Contractor 1,000,000.00 alternatives particularly near the town section where there are water deficit Encroachment into forest areas in search of The contractor staff should obtain fuel wood Contractor, N/A fuel wood from commercial sources Supervisor Poaching (for bush meat) The contractor should prohibit the workers Contractor, N/A from poaching and the Engineer (supervisor) Supervisor should follow-up on the implementation of same. Conflict between local and migrant workers The contractor should be advised towards Contractor, N/A local labor preference for appropriate jobs Supervisor, Local (mostly the unskilled labor) and settle, as Administration immediately as possible, any dispute in an amicable way possible Spread of HIV/AIDS in and around A firm (such as a local NGO) should be given Contractor, Sub- 3,000,0007 construction sites due to presence of large a sub-contract for activities (ranging from contractor, number of concentrated workers in one awareness creation to conducting voluntary Supervisor, Local area (labor camps) counseling and testing-VCT) to prevent and Administration, control of the spread of HIV/AIDS at Local Health workplaces Office Spread of diseases related to poor condition • Camps and workplaces should be kept Contractor, 200,000 of sanitation in construction site(s) clean Supervisor, Local for training/awareness;
7 Assuming three contracts; and assuming a lump-sum of birr 1,000,000 per contract *the cost of providing shallow water well based on the local market is about 30,000.00ETB. 18 shallow wells are required near the main towns. 1, 000,000.00 lump sum required for this item. Design Consultant 99 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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Predicted Impacts Enhancement/Mitigation Measures Responsible Estimated cost, Birr Body • Workers should be given awareness Health Office and (knowledge) on basic sanitation • Water should be made potable (at least 5,000,000 through boiling if there are no other means for water treatment of treatment) • Wastes of all types should be disposed properly 8 Traffic accidents as a result of poor traffic • Roadway should not be reduced or Contractor, 500,000 management activities in construction blocked with stockpiles or windrows for Supervisor, Local site(s). long time Police • Flagmen should be assigned to let the traffic flow safely especially at narrow/critical sites • Slippery and other dangerous spots should be maintained or corrected frequently Possibility of water logging in quarry sites • Water in such sites should be inspected Contractor, Part of construction and borrow pits becoming the breeding regularly against stagnation Supervisor, Local cost (with provision of ground for mosquitoes that cause malaria • Water in quarries and borrow pits should Health Office transport for the local (already the number one health problem in be spilled away as the contour allows Authorities if involved the area) • Quarry sites and borrow areas should be during site visits) reinstated immediately after exploitation
Spoil materials on vegetation and grazing Material for spoil or later use should not stay Contractor, Part of construction lands, if kept for a long time, jeopardize the for a long time covering vegetation and Supervisor cost life of the vegetation underneath. should be removed in short period and the Engineer should supervise closely Problems associated with noise, vibration • Heavy duty machinery should be operated Contractor, Part of construction and air pollution especially from heavy duty near settlements during day times only Supervisor cost construction machinery • Effect of vibration on structures of special importance should be well considered • Structures should be compensated for
8 Salary for ddeploying a total of 30 flagmen (for three contracts) for (assumed) three years implementation period Design Consultant 100 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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Predicted Impacts Enhancement/Mitigation Measures Responsible Estimated cost, Birr Body impacts from vibrations • Vehicles of the contractor should be serviced timely Improper waste (solid as well as liquid) • Latrines and septic tanks should be sealed Contractor, 1,500,000 management will cause health problems not to leak into the soil Supervisor, Local For construction of • Solid wastes should be disposed properly Health Office latrines at different sites (to landfill, incineration, etc.) generally following waste disposal hierarchy • Reuse of materials like plastic bags should be practiced as it contributes to waste reduction • Clinical wastes should be burned in exclusive chambers Change in landscape and aesthetics due to Spoil materials should be disposed at Contractor, Part of construction cuts, spoil materials, etc. selected sites (preferably as land fill to waste Supervisor cost land), and agreed by the Engineer, not to block sceneries
With improvement of the riding quality of the Traffic calming structures such as rumble Contractor, 750,000 road after implementation, traffic accidents strips and humps should be constructed in Supervisor are expected to increase due to drivers major towns and other populated villages on being tempted by the improved road the Road surface. Impact on wetlands The wetlands should not be considered as Contractor, N/A possible sources of water Office/Bureau of natural resources Total Construction Phase 21, 450,000.00
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9.1.4 Operation Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr Vehicle Operating Costs are expected to Road maintenance should be done DRMC, ERA-DED Annual Budget decrease as a result of improved road regularly to avoid further deterioration depending on prevailing (surface) condition. (basics of road maintenance policy) and condition adverse effect on vehicle performance Relatively high emission due to increased • Vehicles should be serviced regularly Transport Authority, 500,000 number of vehicular traffic due to improved and adequately DRMC, ERA-DED, (for tree plantation) road • Trees should be planted9 along road Local Agriculture sides especially in and at the outskirts of Office urban areas as they have a filtering effect Noise would be a problem especially for Trees should be planted (by the DRMC) on DRMC, ERA-DED, The above plantation will those close to the road during the night time road sides especially in urban areas as Local Agriculture also serve this purpose they somehow contribute to reduction in Office noise level (depending on their species) when grow up There is a possibility that accidents increase • Humps and rumble strips provided DRMC, ERA-DED, 750,000 due to improved riding quality of the road that should be maintained as required and Transport Authority, (for additional humps tempts drivers to (over) speed new ones on new sites if identified as Local Police, Local and rumble strips) requiring in this phase Education Office, • The principles of Engineering, Education Mass Media and Enforcement (the three major Es) should be practiced at different areas and levels Spills from hazardous materials like fuel and Adequacy of vehicles transporting Transport Authority, Annual budget based on oil during transportation would cause soil hazardous materials should be checked at DRMC, ERA-DED, maintenance contamination their origins; Mass Media requirement of damaged Appropriate traffic signs should be erected or vandalized traffic to inform and warn vehicles about the road signs and installation of they are using; additional signs as Awareness /education should be given to required drivers engaged in transportation of hazardous materials
9The planting and growth of the trees should be managed by the (DRMC) Design Consultant 102 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr Runoff (discharge) from pavement or • Constructed (existing) structures should DRMC, ERA-DED 1,000,000 drainage structures would cause or be maintained regularly (for new structures) aggravate erosion through formation of • New structures should be constructed for gullies in longitudinal or transverse directions new areas where erosion has already commenced • Gully sides/slopes may be used for growing trees or perennial fruit trees, etc., especially where land is scarce Total Operation Phase 3,250,000.0010
10This cost is a one-time investment for the proposed actions and excludes annual budgets that will (should) be allocated based on the extent of requirement of the corresponding action. Design Consultant 103 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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9.2 Environmental Monitoring Plan
Environmental monitoring is an essential tool in relation to environmental management as it provides the basis for rational management decisions regarding impact control. Monitoring should be performed during all stages of the project (namely: Pre Construction, construction, commissioning, and operation) to verify the impact predictions and to ensure that the impacts are no greater than predicted.
By using the information collected through monitoring, environmental management plan can be improved when necessary (e.g. adapting mitigation measures to changing situations throughout the project construction and operation) to ensure that the anticipated impacts are mitigated. Should the environmental monitoring determine construction works or operation pose an environmental concern, the works or operation will be modified or halted.
The objectives of the environmental monitoring program include the following:
• To monitor the changes in the environmental conditions Nekempt-Bure through Design-Build-Maintain Road Project; • To check on whether mitigation and benefit enhancement measures have actually been adopted; and are effective in practice; • To provide a means whereby any impacts which were subject to uncertainty at the time of preparation of the EIA, or which were unforeseen, can be identified, and to provide a basis for formulating appropriate additional impact mitigation measures; and • To provide information on the actual nature and extent of key impacts and the effectiveness of mitigation and benefit enhancement measures which, through a feedback mechanism, can improve the planning and execution of future, similar projects. As it is well known, there are two basic forms of monitoring: namely:
I. Compliance monitoring, which checks whether prescribed actions have been carried out, usually by means of inspection or enquiries, and II. Effects monitoring which records the consequences of activities on one or more environmental components, and usually involves physical measurement of selected parameters or the execution of surveys to establish the nature and extent of induced changes. For this project, it is recommended to carry out both compliance and effects monitoring. However, during construction, compliance monitoring will play a big role in checking whether recommended impact mitigation and management plans have been carried out or not. This is because most impact control takes the form of measures incorporated in project designs and contract documents, and the extent to which recommendations on these matters, as set out in the EIA and ESMP, are complied with, plays a major part in determining the overall environmental performance of the project.
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The following table shows the project monitoring plan, during construction phase of the Project.
Parameter
Institutional Monitoring Monitoring Monitoring Cost, s to be Monitored be to s Enhancement/Mitigation Measures Responsibility Frequency Indicators Birr 12 The contractor should be advised towards local labor Supervisor, Local Continuous during • Number of local 500,000 preference for appropriate jobs (with preference and Labor Office, recruitment times labor in the work 11 encouragement to women depending on the suitability ERA force; and
Job of the jobs). This will also contribute to minimizing • Number of possible conflict between the locals and migrant women in the Opportunity workers on job opportunities. work force
Exposed slopes on cuts and embankments should be Supervisor, ERA Continuous • Presence of Part of supervision stabilized with grassing measures exposed steep cost Quarry sites and borrow pits should be reinstated slopes (without timely (not at the end of the Project contrary to the grassing)
Erosion and usual practice) to an acceptable and safe slope (close • Number of quarry to the original landscape as much as possible) and borrow sites Slope Stability Soil not reinstated; Structures such as check dams and scour checks Supervisor Continuous Number of Part of supervision should be constructed (from cheap and local materials structures cost like stones wood, etc.) on the downstream side of constructed Gully culverts and along turn-out ditches Formation
11The role of ERA and Local Labor Office is following-up on the issues on intermittent basis. 12 Estimate includes per diems and transport costs; aassuming two ESMT experts pay visits every quarter, 7 days per visit, for three years. The visits will cover all issues included here within the monitoring jurisdiction of ERA. For the Supervisor, it is part of supervision cost. Design Consultant 105 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
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Parameter
Institutional Monitoring Monitoring Monitoring Cost, s to be Monitored be to s
Enhancement/Mitigation Measures Responsibility Frequency Indicators Birr
on Avoid unnecessary deforestation beyond the RoW of Supervisor, ERA, Continuous during • Area deforested Part of supervision the permanent and temporary/service roads and the Local Agriculture the operation beyond RoW cost areas required for quarry sites and borrow pits. Office width; Removal If cutting of an indigenous tree is inevitable, the •
Vegetati Number of trees contractor should plant 10 (survived) seedlings for cut each tree cut.
The contractor should limit most of the earthwork to Supervisor, ERA, Continuous • Area eroded due Part of supervision the dry season Regional EPA to earthwork cost; Used oil and lubricants from garages should be operation during 1,000,000
collected in sealed containers (with the oil separation wet season (for testing water process) and disposed for recycling or reuse; • Amount (volume) resource) Fuel, lubricants and oils should be stored in of used oil containers that do not leak collected and removed; • Amount of Water Pollution pollutants in local water resource • Presence of leakage in stores The contractor staff should obtain fuel wood from Supervisor Continuous Number of trees Part of supervision commercial sources illegally cut by cost workers Fuel wood
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Parameter
Institutional Monitoring Monitoring Monitoring Cost, s to be Monitored be to s Enhancement/Mitigation Measures Responsibility Frequency Indicators Birr
The contractor should prohibit the workers from Contractor, Continuous Number of wild Part of supervision poaching and the Engineer (supervisor) should follow- Supervisor animals killed by cost up on the implementation of same. workers Poaching
A firm (such as a local NGO) should be given a sub- Contractor, Contractor and • Number of Part of supervision
contract for activities (ranging from awareness Supervisor, Local Supervisor on condoms cost creation to conducting voluntary counseling and Administration, continuous basis; distributed; testing-VCT) to prevent and control of the spread of Local Health Local Authorities on • Number of tests HIV/AIDS at workplaces Office intermittent basis or workers; as required • Number of and Control workers receiving
HIV/AIDS Prevention VCT • Camps and workplaces should be kept clean Supervisor, Local Supervisor on • Water fulfilling Part of supervision
• Workers should be given awareness (knowledge) on Health Office continuous basis; WHO standard; cost basic sanitation Local Health Office • Number of • Water should be made potable (at least through on intermittent basis workers suffering Diseases Spread of boiling if there are no other means of treatment) or as required from water-borne • Wastes of all types should be disposed properly diseases • Roadway should not be reduced or blocked with Supervisor, Local Continuous Number of Part of supervision
stockpiles or windrows for long time Police accidents in the cost • Flagmen should be assigned to let the traffic flow sites safely especially at narrow/critical sites Safety
Site Traffic • Slippery and other dangerous spots should be maintained or corrected frequently
• Water in sites should be inspected regularly against Supervisor, Local Continuous Number of workers Part of supervision r ing ing and Logg Wate stagnation Health Office infected with cost
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Parameter
Institutional Monitoring Monitoring Monitoring Cost, s to be Monitored be to s Enhancement/Mitigation Measures Responsibility Frequency Indicators Birr • Water in quarries and borrow pits should be spilled malaria away as the contour allows • Quarry sites and borrow areas should be reinstated immediately after exploitation
Material for spoil or later use should not stay for a Supervisor Continuous Area of vegetation Part of supervision long time covering vegetation and should be removed covered with spoil cost in short period and the Engineer should supervise materials closely Spoils Covering Vegetation • Heavy duty machinery should be operated near Supervisor Continuous • Noise level not Part of supervision
settlements during day times only exceeding 90 db cost • Effect of vibration on structures of special • Number of importance should be well considered structures • Structures should be compensated for impacts from damaged vibrations Air Pollution • Vehicles of the contractor should be serviced timely Noise, Vibration and • Latrines and septic tanks should be sealed not to Supervisor, Local Continuous Amount of solid Part of supervision Health Office waste transported cost leak into the soil • Solid wastes should be disposed properly (to landfill, to disposal sites incineration, etc.) generally following waste disposal hierarchy
Waste • Reuse of materials like plastic bags should be
Management practiced as it contributes to waste reduction • Clinical wastes should be burned in exclusive chambers
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Parameter
Institutional Monitoring Monitoring Monitoring Cost, s to be Monitored be to s
Enhancement/Mitigation Measures Responsibility Frequency Indicators Birr If contractor accidentally discovers surface or sub- Supervisor, Upon incident N/A Part of supervision surface cultural heritages/artifacts (but no cultural Culture and cost heritage sites encountered along the road at this Tourism Office Artifacts stage), work should be halted and the relevant Discovering government office should be informed immediately.
Spoil materials should be disposed at selected sites Supervisor Continuous No material Part of supervision (preferably as land fill to waste land), and agreed by blocking scenery cost the Engineer, not to block sceneries Scenery
Traffic calming structures such as rumble strips and Supervisor During works in the Number and types Part of supervision and
humps should be constructed in major towns and towns and villages of traffic calming cost other populated villages on the Road structures installed Traffic
Villages (as per the design0 Safety in Towns During demobilization, remove all waste materials Contractor, Continuous during No excess 1,500,000 generated during the construction phase include Supervisor demobilization materials are those excess materials from right of ways, period present in construction camps, etc. The removal should not be construction sites limited to superstructure works; and close monitoring including
Clean up should be made to make sure that all sub-structure foundations of (especially concrete and masonry works) components structures have been removed and disposed properly. Total Monitoring Cost 3, 000,000.00
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9.3 Total Environmental Cost
The total environmental cost (excluding costs of those measures that are part and parcel of the road design and routine/regular monitoring activities) is estimated as shown in Table below.
Table 20: Estimated Total Environmental Cost
Component Cost, ETB Total Environmental Management 23, 700,000.00 Total Environmental Monitoring 3, 000,000.00 Total Environmental Cost 26,700,000.00 10% Contingency 2, 670,000.00 Grand Total Environmental Cost 30,370,000.00
9.4 Reporting and Review Procedure of EMP
During the construction/implementation period, the environmental issues will be monitored by the relevant woreda offices. In particular, the ERA mainly through its Environmental & Social Management Team (ESMT) will take the major responsibility for follow-up of the EMP. ERA will assign an environmentalist who will be responsible to monitor and evaluate the implementation of the specific EMP, which should prepared by the contractor. The supervising environmentalist will review and comment the EMP, which will be forwarded by the contractor. All the review documents and monitoring reports will be submitted to ERA ESMT and/or Transport Ministry for approval. In the course of supervision process the supervision environmentalist should communicate all the Wereda administration and their respective Agricultural, health offices.
The training will focus on the monitoring and evaluation methodologies of the expected and unforeseen environmental using checklist methods, interviewing, field examination and other technologies. The training should also encompass method of problem alleviation, reporting and decision making. The budget to be allotted for this purpose will be part of the training budget indicated on Table 10. 1-1 (Page 92) in the ESMF document, which is equivalent to Birr 900,000(Nine Hundred Thousand Birr).
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10. CONCLUSIONS AND RECOMMENDATIONS 10.1 Conclusions
The upgrading of the existing gravel surfaced Nekempt-Bure Design-Build-Maintain Road Project is expected to affirmatively contribute to the economic and social wellbeing of the communities within the Project Area in particular and of the country in general. However, like most of development projects in Ethiopia, the Project Road, besides its beneficial impacts, is expected to pose adverse environmental impacts of different nature, magnitude and duration. Therefore, the [adverse] impacts arising as a result of implementation of the Road Project will negatively affect the natural, physical and socio-economic environment unless precautionary and mitigation measures will be taken at the right time.
Finally, although most of the Project follows the existing alignment, there are sensitive ecosystems like the wetlands expected to be affected by the Project.
As there are no forests (apart from scattered trees and other roadside plantations like the eucalyptus) of indigenous tree species to be affected by the Road Project, the overall project benefits are expected to outweigh the possible environmental and social impacts provided that proper mitigation measures will be implemented.
10.2 Recommendations In order to alleviate the possible adverse impacts resulting from implementing the Nekempt- Bure Design-Build-Maintain Road Project, the following measures are recommended to be undertaken:
• The Client should create a conducive environment for the implementation of the Project (especially for the implementation of environmental mitigation measures); • The contractor and the supervisor should abide by contractual obligations; • The proposed mitigation measures should be implemented. To this effect, the supervision should be effective; and • The contractor and the supervisor should closely work with the relevant local Authorities that strictly require the participation or consultation of the latter.
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11. KEY ISSUES TO BE INCLUDED IN BIDDING DOCUMENTS This section presents a set of environment and related clauses suggested for inclusion or amendment in the respective Sub-Clauses of the General Conditions of Contract (GCC), and thus read in conjunction with same. However, they would not be taken in their entirety; that is, the Contract Engineer can use the whole or part of the proposed additions to the Sub-Clauses or paraphrase them to suit the context of the respective Sub-Clauses.
There are also issues suggested to be included in the Conditions of Particular Application (CPA) with their usage similar to the possibilities proposed (above) for the GCC.
11.1 General Conditions of Contract13 Sub-Clause 4.18: Protection of the Environment
Add the following sub-paragraphs to Sub-Clause 4.18 as follows:
a) Notwithstanding the Contractor’s obligation under Sub-Clause 4.18 of the General Conditions of Contract, the Contractor shall carry out, without limitation, the following measures with a view to reducing or eliminating adverse environmental effects by the site Works:
(i) All quarries and borrow pits shall be filled and landscaped, as far as practical, to their original condition after extraction of construction material.
(ii) Soil erosion due to the surface runoff or water from culverts or other drainage structures should be avoided by putting in place proper erosion control measures.
(iii) Long traffic diversion roads shall be avoided (as may be stipulated in the Specifications) so as to minimize the effect of dust on the surrounding environment. In any case, all diversions shall be kept damp to reduce dust.
(iv) Haulage routes shall be kept as short as possible, and watered as necessary.
(v) Spillage of oil, fuel, and lubricants shall be avoided. If spilt, they shall be collected immediately and disposed of in such a way as not to adversely affect the natural environment.
(vi) Rock-blasting near settlement areas shall be properly co-ordinated with the relevant officers of the Employer’s government in an attempt to minimize levels of noise pollution and community interference.
b) The formulation and enforcement of an adequate health and safety program shall be the obligation of the Contractor with respect to all the works under this Contract, regardless of whether performed by the Contractor or his sub-contractors. The Contractor shall, within 14 days after commencement of the Works, meet the Engineer to present and discuss his plan for the establishment of such health and safety measures as may be
13 This part shall be revised once the Contract Type and the Conditions of Contract for the Delivery System are formally endorsed by ERA.
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necessary to provide against accidents, unsafe acts, and so forth. Within 28 days after commencement of the Works, the Contractor shall submit a written safety program to the Engineer covering the overall works and based on the laws and regulations of Ethiopia. In addition, he shall prepare special health and safety programs for blasting and handling of explosives as may be stipulated in the Specifications.
Sub-Clause 6.2: Rates of Wages and Conditions of Labor
The Contractor shall pay rates of wages and observe conditions of labor not less favorable than those established for the trade or industry where the work is carried out. In the absence of any rates of wages or conditions of labor so established, the Contractor shall pay rates of wages and observe conditions of labor which are not less favorable than the general level of wages and conditions observed by other employers whose general circumstances in the trade or industry in which the Contractor is engaged are similar.
Sub-Clause 6.6: Facilities for Staff and Labor
Save insofar as the Contract otherwise provides, the Contractor shall provide and maintain such accommodation and amenities as he may consider necessary for all his staff and labor, employed for the purposes of or in connection with the Contract, including all fencing, water supply (both for drinking and other purposes), electricity supply, sanitation, cookhouses, fire prevention and fire-fighting equipment, air conditioning, cookers, refrigerators, furniture and other requirements in connection with such accommodation or amenities. On completion of the Contract, unless otherwise agreed with the Employer, the temporary camps/housing provided by the Contractor shall be removed and the site reinstated to its original condition, all to the approval of the Engineer.
Sub-Clause 6.7: Health and Safety
Due precautions shall be taken by the Contractor and at his own cost, to ensure the safety of his staff and labour and, in collaboration with and to the requirements of the local health authorities, to ensure that medical staff, first aid equipment and stores, sick bay and suitable ambulance service are available at the camps, housing and on the Site at all times throughout the period of the Contract and that suitable arrangements are made for the prevention of epidemics and for all necessary welfare and hygiene requirements.
The Contractor shall report to the Engineer details of any accident as soon as possible after its occurrence. In the case of any fatality or serious accident, the Contractor shall, in addition, notify the Engineer immediately by the quickest available means. The Contractor shall also notify the relevant authority whenever such report is required by the law of the country of the employer.
Sub-Clause 6.11: Disorderly Conduct
The Contractor shall at all time take all reasonable precautions to prevent any unlawful, riotous or disorderly conduct by or amongst his staff and labor and take all reasonable
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precautions for the preservation of peace and protection of persons and property in the neighborhood of the Works against the same.
Sub-Clause 6.12: Foreign Personnel
The Contractor shall be responsible for the return to the place where they were recruited or to their domicile of all such persons as he recruited and employed for the purposes of or in connection with the Contract, and shall maintain such persons as are to be so returned in a suitable manner until they shall have left the site or, in the case of persons who are not nationals of and have been recruited outside Ethiopia shall have left Ethiopia or the site, as appropriate.
If the Contractor shall fail to observe this condition, the Employer may maintain and return as soon as possible the said persons and recover the cost thereof from the Contractor.
Sub-Clause 6.13: Supply of Foodstuffs
The Contractor shall arrange/facilitate for the provision of a sufficient supply of suitable food at reasonable prices for all his staff and labor, or his Sub-contractors, for the purposes of or in connection with the Contract.
Sub-Clause 6.14: Supply of Water
The Contractor shall, so far as is reasonably practicable, having regard to local conditions, provide on the Site an adequate supply of drinking and other water for the use of the Engineer's Representative and his staff, the Contractor's staff and labor.
Sub-Clause 6.15: Measures against Insect and Pest Nuisance
The Contractor shall at all times take the necessary precautions to protect all staff and labour employed on the Site from insect nuisance, rats, and other pests and reduce the dangers to health and the general nuisance caused by the same. The Contractor shall provide his staff and labor with suitable prophylactics for the prevention of malaria, and take steps to prevent the formation of stagnant pools of water. He shall comply with all the regulations of the local health authorities in these respects and shall in particular arrange to spray thoroughly with approved insecticide all buildings erected on the Site. Such treatment shall be carried out at least once a year or as instructed by the Engineer. The Contractor shall warn his staff and labor of the dangers of other water-borne diseases like bilharzias and wild animals.
Sub-Clause 6.16: Alcoholic Liquor or Drugs
The Contractor shall not, otherwise than in accordance with the Statutes, Ordinances and Government Regulations or Orders for the time being in force, import, sell, give, barter, or otherwise dispose of any alcoholic liquor or drugs, or permit or suffer any such importation, sale, gift, barter or disposal by his Sub-contractors, agents, staff or labor.
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Sub-Clause 6.17: Arms and Ammunition
The Contractor shall not give, barter, or otherwise dispose of to any person or persons, any arms or ammunition of any kind or permit or suffer the same as aforesaid.
Sub-Clause 6.18: Festivals and Religious Customs
The Contractor shall in all dealings with his staff and labor have due regard to all recognized festivals, days of rest and religious and other customs.
Sub-Clause 6.19: Funeral Arrangements
The Contractor shall make any necessary arrangements for the transport, to any place as required for burial, of any of his expatriate employees or members of their families who may die in Ethiopia. The Contractor shall also be responsible, to the extent required by the local regulations, for making any arrangements with regard to burial of any of his local employees who may die while engaged upon the Works.
Sub-Clause 6.22: Employment Records of Workers
The Contractor shall keep proper wages books, in the language stipulated in the Appendix to Bid, showing the time worked and wages paid to all employees in and about the execution of the Works, together with such other records as are required by any Statute, Ordinance, Law, Regulation or Bye-Law in force in the Country of the Employer governing the employment of labor. He shall be bound, whenever required, to produce such wages books and other records for the inspection of any persons authorized by the Engineer.
Sub-Clause 7.8: Royalties
Add the following sentence at the end of Sub-Clause 7.8
“The Contractor shall also be liable for all payments or compensation, if any, levied in connection with the dumping of part or all of any such material. Royalties in respect of the extraction of material from borrow pits and quarries for use in connection with the Works shall be paid by the Employer”.
11.2 Conditions of Particular Application
The issues contained in this section are those requiring special attention by the design consultant, the contractor and the supervision engineer. Some of them are repetitions of the proposed mitigation measures (for proper emphasis) and some are additional issues to be considered by the design consultant as part of the TD so that their implementation would be guaranteed; because if they are included in the TD, it would be convenient to monitor and enforce their implementation.
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Trade Unions
The Contractor shall recognize the freedom of his employees to be members of trade unions.
Observance by Sub-Contractors
The Contractor shall ensure that all sub-contractors engaged upon the Works observe all the requirements of the Contract.
Camp Establishment and Demolishing
1. The Contractor shall establish all camps, with the approval of the Engineer and consultation of the Client, at appropriate site taking into consideration, not only the permanent works but also the peculiar environmental situation of the area; 2. In abandoning the camps, the Contractor, at no cost to the Client, shall remove the entire superstructure as well as the foundations of all buildings; 3. The contractor shall select location of campsites in collaboration with local authorities, RE and with EMSB of ERA, and camps shall only be established at places/locations approved by ERA EMSB and the RE in collaboration with local Officials; 4. Locate campsites in less productive areas away from streams and rivers (at least 500 m); 5. The camp sites shall not be located close to residential areas, on fertile farmlands, and forested lands that are either owned by Farmers’ Cooperative or government organizations like that of the Forest Priority Areas and other sensitive areas or NGOs; 6. The RE and the contractors shall take photograph of the camp site campsites before the construction of any structure in order to be to compare the level of environmental degradation before and after the establishment of the camp site and to plan rehabilitation work. Any removal activities of trees for camping shall be done in the presence of Environmentalist from the Supervision Team and a Forester from Local Forestry Department; 7. Establish construction campsite with appropriate and standard sanitation facilities including an imperviously lined septic tanks to reduce possible pollution impact on ground and surface water resources; 8. Dispose all the wastes from the camp properly in a designated and authorized places; 9. The contractor shall take all necessary measures and precautions to avoid any nuisance or disturbance to inhabitants arising from the execution of works; 10. If the campsites are not going to be used or going to be demolished, the contractor shall reinstate (the reinstatement activities shall include stockpiling the top soil during camp construction, removing all concretes/slabs and all scrap metals from the workshops, loosening the compacted soils, and spreading of the top soils) to its original state; 11. The RE shall order the Camp administrator for the planting of tree seedlings in the camp yard for beautification purpose.
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Air Pollution
1. In cases where haul routes pass through towns or major settlements, the contractor shall prepare construction traffic management plans, for approval by the Engineer, which set out clearly the steps which will be taken to minimize the impacts of his haulage traffic, including but not limited to the regular watering of un-surfaced sections to suppress dust and the speed limits; 2. The Contractor shall inspect and service all the transport and the construction machinery, to the satisfaction of the Engineer, so that their emissions shall not pollute the air; 3. Parts of the Crusher Plant from where dust would rise shall be covered; 4. The contractor shall reduce dust from construction sites, access roads and detours by watering at least three times a day when the same are located in sensitive areas, towns and villages; 5. The Contractor shall prevent generation of air pollutants by watering during crushing and screening of aggregates; 6. The Contractor shall locate construction plants such as stone crushing plants away from the settlement areas, hospitals and schools; 7. The Contractor shall avoid burning of materials such as tiers, plastic, rubber products or other materials that creates heavy smock or nuisance odor; 8. The Contractor shall avoid disposing of any volatile chemicals to the air; 9. The Contractor shall any vehicle with an open load carrying area used for transporting potentially dust producing materials should have properly fitted side and tail boards. Materials having the potential to produce dust should not be loaded to a level higher than the side and tail boards and should be covered with a clean tarpaulin in good condition; 10. The contractor shall provide safety equipment such as goggle, masks and other protection measures; 11. The RE shall supervise and monitor the contractor’s compliance of the contractors with the above conditions.
Disruption of Services
The contractor shall be liable for any damage to services resulting from his or his subcontractors' actions. Any damage caused to services by the contractor or subcontractors should be made good without delay at the contractor's cost.
Protected Areas
Work shall be halted and relevant authorities shall be notified, principally by the contractor immediately in the event of accidental discovery of archaeological remains or any other artifacts of national or international interest.
Soil and Water Pollution
1. The contractor shall dispose all sanitary and other wastes, at all camps and sites, safely in such a way as will not result in any form of soil or water pollution or hazard to human or animal health;
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2. The contractor shall take all reasonable precautions to prevent spillage and leakage of materials with the potential to pollute soil and water resources. The measures shall be implemented in an effective way throughout the life of the base camp; 3. The contractor shall be responsible, at his own cost, for cleaning up any pollution caused by his activities, to the satisfaction of the Engineer, and the payment of full compensation to those affected by the pollutants.
Erosion and Gully Control
1. The contractor shall provide adequate cross sectional area to drainage structures to allow sufficient passage for the discharge and also shall minimize the effect of discharge from structures to the downstream side in the form of gully formation. Thus, the contractor shall introduce energy dissipaters, for safe disposal of the discharge, along the course on the downstream side; 2. The Contractor shall protect unstable slopes with stabilizing structures such as retaining walls; wire basketry, gabions etc. as permanent installation on risk slopes; 3. The contractor shall implement Bioengineering techniques to protect and stabilize unstable slopes and also shall use appropriate local variety grass species together with a physical engineering measures as soon as possible after completion of the works; 4. Install cut-off drains above cut slopes; 5. The contractor shall provide riprap, grass turfing on erosion prone slopes of high embankments and fill areas, toes and banks of the streams to avoid/restrict erosion, 6. The contractor shall remove all dangerous and loose boulders and rocks from cut faces; 7. The contractor shall rehabilitate existing roadside gullies and landslides at particular locations and also other places even outside the ROW when the RE approves that the gullies will be extended towards the pavement or road; 8. Limit disturbance to natural vegetation above cut slops; 9. The contractor shall pave roadside drains above 5% slope gradients and construct all energy-dissipating structures at the drainage outlets and discharging points; 10. The contractor shall provide cross drainage structures as close as possible to reduce the amount of flow from side ditches and to let the flood join to the nearest stream easily without scouring the side walls; 11. The contractor shall plant local variety grass species and replant slope embankments and erosion prone areas and water until the grasses and trees area survive independently; 12. The contractor shall construct the different physical erosion control measures such as paved side drain, check dams, miter drains, and other energy dissipating structures such as chutes, cascades, etc.
Occupational Health and Traffic Safety
1. The contractor shall make every effort to minimize road safety hazards and inconvenience to other road users, resulting from the passage of his or his subcontractors' haulage vehicles, and shall impose and enforce compliance with speed limits;
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2. All detours shall be constructed to the specified standard stipulated in contract document and shall be watered as per the contact specifications to suppress the dust that is a cause of many accidents to mainly road users; 3. The contractor shall provide workers especially working on hazardous sites like quarry and crusher sites with protection materials like masks, goggles, gloves, etc; 4. The contractor shall prepare a detailed safety management plan approved by the Engineer; 5. The contractor shall provide diversions with suitable and reflecting road signs; provide barricades and delineators and flagmen to guide the traffic. For regulation of traffic, the flagmen shall be equipped with red an d green flags; 6. At the points where traffic is to deviate from its normal path, the lane width path for traffic should be clearly marked with the aid of pavement markings, painted drums or similar devices. At night, the passage shall be delineated with lanterns or other suitable light source; 7. One-way traffic operation should be established whenever the traffic is to be passed over part of the carriageway inadequate for two lane traffic. This should be done with the help of temporary traffic signals or flagmen kept positioned on opposite sides during all hours. The flagmen shall equipped with red and green flags; 8. The contractor shall provide alternative pedestrian routes where these are interrupted; 9. The Design Engineer shall consult the local people as to where to construct the different engineering facilities like parking bays, foot paths and etc as per the respective Towns Master Plans. For instance, these facilities are important for various reasons at Market Places to avoid possible traffic accidents and for safe mobility; 10. The contractor shall use clear, labeled properly and meaning full traffic signs and speed limits, especially at road crossing of the people and conjunction of animals; 11. The contractor shall provide traffic awareness, especially at schools, churches and other places at certain period of the construction time and accident protection measures “concrete or Slabs shall be put at schools, churches and etc; 12. The Design Engineer shall identify all high traffic accident areas and safety measures shall be proposed at all these areas; 13. The Design Engineer shall propose Protection Fence between the roadway and footpath to protect animals and human beings from possible traffic accident; 14. The contractor shall prepare “Traffic Management Plan” for the entire or sections of the road project, that should be approval by the RE and ERA EMSB for review and comment.
General Health
1. The contractor shall ensure the availability of first-aid service to the workers; 2. The contractor shall undertake, through his dedicated staff or a sub-contractor for this activity, prevention and control of the spread of STDs, especially the HIV/AIDS pandemic, in the workplaces of the contract; 3. The contractor or construction activities shall be aware that the road traverse through malaria endemic areas and be prepared to avoid possible health risk through environmental health and hygiene management of camp sites and availing clinic, chemically treated mosquito nets and medicines for the work force;
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4. The contractor shall not induce malaria outbreak by creating temporary & permanent water holding areas which favor mosquito breeding; 5. The contractor shall restore borrow pits and quarry areas to avoid breeding sites for mosquito; 6. The contractor shall provide clinics with all necessary medications in major construction camps, and First Aid Kits at all working sites; 7. The contractor shall minimize dust emission by watering the road during construction at the settlement areas at least 3 times a day (in the morning, before lunch time and before the end of working hour); 8. Explosives and chemicals should be stored under proper security at a safe distance from the road and any inhabited premises; 9. Give warning each time of his intention to blast and should station personnel on the roads and elsewhere with flags, horns and whistles and prevent persons , animals and traffic entering danger zone; 10. The contractor shall take care when selecting campsites in such a way that it should not invite close interaction with local community; 11. The contractor shall provide safe water supply & appropriate waste disposal facilities including the provision of sanitary latrines in the construction camp; 12. The contractor shall provide health education mainly focusing on the HIV control and prevention, void discrimination in work places due to HIV/AIDS and provide counseling service. This activity shall be executed as a sub contract by local NGOs and relevant institution or NGOs. The contractor shall provide free counseling and distribute condoms & leaflets to workforce and vulnerable group of nearby communities; 13. The contractor shall provide education to personnel of the contractor about safety procedures and emergency response plans associated with their task.
Use of Child Labor
The contractor shall abide to the Ethiopian and international laws that limit the minimum age for labor. That is, he shall not recruit children for the type of labor not suitable for their age.
Tree Planting
1. The contractor shall compensate for the loss of mature trees by planting at least 10 seedlings for every tree that will be removed during road widening, detours and borrow area clearing and manages their growth until they reach at least a height of 1 meter before handing them over to the client; 2. The contractor shall confine clearing of vegetation to what is absolutely necessary. All trees and shrubs which are not required to be cleared or removed for construction purposes should be protected from any damage that would be caused by the contractor’s construction operations and equipment; 3. The contractor shall not locate campsites quarries and borrow pits and detour roads in a forest areas; 4. Farmers shall be given adequate time to harvest their trees before clearing. 5. Transplant trees, which are transplantable; 6. The contractor shall take maximum care and never cut endangered and indigenous tree species;
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7. The contractor shall aware construction work force to not cut tree for any purpose without prior approval of Environmental supervisor and local forestry department; 8. The contractor shall save big trees located on roadside by shifting the centerline of the road to the other side, in campsites, and also in material sites; 9. The contractor shall take the exact number with the tree species type to be removed in the presence of the Environmentalist from the Supervision Team and Forester from the Local Forestry Department; 10. The contractor shall take photographs of these sites before starting clearing and keep it as official documents in a separate folder; 11. The contractor shall forbid his workforces from deliberately and discriminate cutting down trees, involving in any trade activities or illegally transporting forest products. The contractor shall take the responsibility for his misbehavior of workforces and involvement in any trade activities by his workforces or transporting of any forest products by construction vehicles.
Grassing
The contractor shall grass all embankments and cut slopes susceptible to erosion with appropriate grass species and shall ensure the survival of the grasses before handing over to the client.
Spoil Disposal
The contractor shall dispose off all unnecessary and spoil material at the appropriate sites, approved by the Engineer, on land not required for any activity by the local people for agriculture, grazing, or any other public services. Spoil materials shall also not be disposed on areas of aesthetic value.
Preparation of Site EMP
The contractor shall prepare, for approval by the Engineer and final acceptance by the client, a detailed Site Environmental Plan (SEP) related, but not limited to, interventions:
• For the base camp, prior to its construction, which also covers other work sites, the SEP must make specific and adequate provision for the disposal of sanitary and other wastes in such a way that it will not result in any form of pollution or hazard to human or animal health; • For stockpiling of topsoil from borrow pit areas and redistribute over the entire surface after reinstating the sites when no more needed; • For reinstating quarry sites to a shape close to their original contour and approved by the Engineer; • For protecting the water resource against pollution • For protecting the flora and fauna against deforestation and pouching respectively; • For not affecting protected areas along the route corridor; • For handling RoW issues; and • Other issues or problems that would be encountered on site; • Information provided in the SEPs should include, but not be limited to the following:
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− a site plan showing the location and proposed extent of the borrow pit, quarry sites, access road and any other facilities which would be installed − details of all landholdings, vegetation and land use − measures which will be taken to minimize erosion caused by access road construction and drainage system operation − measures which will be taken to reinstate the site − measures should be taken to reinstate all sites and make the borrow pits and quarry site safe on completion of exploitation, and to rehabilitate any agricultural land which has been affected by detours access roads construction and operation The Engineer should satisfy himself, prior to approval of the SEPs that all reasonable precautions have been or will be taken into account to minimize adverse environmental impacts.
In the case of interventions for camps, quarry sites, borrow pits, crusher sites, etc, the sites shall be photographed prior to exploitation so that monitoring of reinstatement would be effective.
Impact from Quarry sites, Borrow Areas and Detour Roads
1. The contractor shall select quarry and borrow sites that are far from settlement and environmentally sensitive areas after approval by RE, ERA EMSB and local authorities; 2. The contractor shall not select quarry and borrow sites near and at river bed; 3. The contractor shall not establish quarries and borrow pits in forested areas; 4. The contractor shall reinstate all quarries and borrow sites and access roads after the completion of the road construction works, any material sites shall not be left open unless otherwise approved by ERA EMSB and RE upon request from locals to have the sites open permanently. The reinstatement works shall include the following activities; • The contractor shall take photographs of the proposed borrow areas, quarry sites and detour roads before the commencement of the works; • The contractor shall take lists of all the tree species found in the proposed quarry sites, borrow areas and detour roads and the exact number of trees to be affected in the presence of Environmentalist from the Supervision Team and a Forester from the Local Forestry department; • The contractor shall preserve top soils for later use to refill borrow sites and quarry areas and do not mixes top soils with subsoil; • Borrows and quarries shall be reinstate (which include dumping unnecessary materials and excess cuts, landscaping/leveling/shaping, spreading the top soil uniformly over the surface, constructing spillways if in case the sites are deep enough to hold water and putting a barrier all around the sites to prevent accidents on animals and human beings) after completion of the works; • after reinstating, plant appropriate tree species (indigenous trees) or grasses to recover the original vegetation and to improve the aesthetic value of these sites; • provide proper drainage to avoid storage of water in quarry and borrow sites to reduce malarial out break through reduction of mosquito breeding sites;
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• Access roads to these sites shall be reinstated (execute the following activities, preservation of the top soils and stockpiling the top soils, removing the applied selected/foreign materials, loosening the compacted soils and spreading the top soil) to productive state when construction is completed.
Impact on Water Resources and Wetlands
1. The contractor shall avoid dumping of solid and liquid wastes from the construction areas and camps into streams, rivers and wet lands; 2. The contractor shall not block natural flow of streams, rivers and wetlands; 3. The contractor shall not select quarry sites in river beds and river banks; 4. The contractor shall re-grass cut slopes and areas and fill sections to avoid downstream sedimentation and water quality deterioration; 5. The contractor shall avoid polluting of rivers or streams during concreting work from cement slag; 6. The contractor shall not clean/wash construction equipment in to wet lands, streams and rivers, and discharge waste chemicals into the streams, if in case this problem happens, the contractor, at his own expense, shall be obliged to the clear water until it reaches its original quality level or consumable; 7. Servicing of plants, equipment and vehicles shall be carried out at a workshop area. The workshop area should be equipped with secured storage areas for fuels, oils and other fluids. The storages should be constructed in such a way as to contain any spillages, which would occur. Similar storage should be constructed to store used fluids prior to their disposal in a designated and authorized place. Waste oils from various plants and equipment shall be collected in drums and send it to oil reprocessing companies and never dispose them into wetlands, streams and rivers; 8. The contractor shall avoid conflicting with water demands for domestic and livestock consumption & give priority for domestic and livestock consumption, and not use water from low discharge streams in this case the contractor shall fulfill his water requirements for campsites and construction purposes by developing own water sources; 9. Avoid locating camp sites near the water sources and ground water recharging areas; 10. Careful handling of explosives and residue of fuel to avoid health risk and water pollution; 11. The contractor should ensure that all the existing stream courses and drains within and adjacent to the site are kept safe and free from any debris; 12. Avoid harvesting of fish or other aquatic organisms without the permission of responsible authority or organization; 13. The contractor shall officially handover all developed water sources at any locations to the Local water Department, if the water sources are to be handed over to the locals.
Impact on Fauna
1. The contractor shall forbid his workforces from deliberately killing wild animals, hunting wild animals for food or sport purposes, involving in any trade activities of dead or live wild animals or parts;
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2. The contractor shall maintain road side forest that would serve as wild life habitat and corridor; 3. The contractor shall abstain from encroaching into areas of wildlife habitats and other sensitive areas; 4. The contractor shall restore affected areas (e.g. quarries and borrow pits and access roads to those sites) through replanting programme; 5. The contractor shall install warning signs and speed control measures at all animal- crossing sites as identified by the Design Engineer; 6. The contractor shall create awareness among his drivers to give priority for road crossing animals and abstain from running after them or chasing the animals; 7. The contractor shall aware his drivers to put off light and give priority for road crossing nocturnal animals during the night time.
Compensation for Injury
The Contractor shall in accordance with the Laws of Ethiopia, and any other Regulations in force from time to time in Ethiopia, pay compensation for loss or damage suffered in consequence of any accident or injury or disease resulting from his/her work to any workman or other person in the employment of the Contractor or any Sub-Contractor.
Epidemics
In the event of any outbreak of illness of an epidemic nature, the Contractor shall comply with and carry out such regulations, orders and requirements as would be made by the Government or the local medical or sanitary authorities, for the purpose of dealing with and overcoming the same.
Passage and Control of Traffic
The Contractor's attention is drawn to Specifications covering the Passage and Control of Traffic, and in particular, to the requirement for the submission of a Program for Passing of Traffic, to be included in the Health and Safety Plan, as required following the award of the Contract.
Reinstatement and Compensation for Damage to Persons or Property
The Contractor shall reinstate all properties, whether public or private, which are damaged as a consequence of the construction and maintenance of the works, to a condition as specified and at least equal to that prevailing before his first entry on them.
If in the opinion of the Engineer the Contractor shall have failed to take reasonable and prompt action to discharge his obligations in the matter of reinstatement, the Engineer shall inform the Contractor in writing of his opinion, in which circumstances the Employer reserves the right to employ others to do the necessary work of reinstatement and to deduct the cost thereof from any money due or which shall become due to the Contractor.
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Water for construction
Water use for the construction purpose is one of the main sources of conflict in the road construction projects. Particularly the issue is serious where there is high water deficit along the construction project. But there is no as such acute water shortage along the envisaged Nekempt-Bure Design-Build-Maintain Road Project. There are more than 10 perennial and seasonal rivers, some of which are large rivers like Anger and Abay. Not only has the availability mattered for likely cause of the conflict. In most cases road construction contractor do not want to go far to collect water for construction since it incur cost. As a result they compete on near and unrealizable sources with the community.
Therefore, the contractor shall develop his own water source where there is shortage of water even for domestic use. The water withdrawal quantity of the constructor shall be based on the requirement of the community. Priority shall be given for the local community.
• The contractor should develop ground water for domestic use and handover to the local community during the project decommissioning phase; • When the capacity is high the contractor can use by developing the existing springs with the community. Priority shall be given for the local community; • The contractor shall not block the natural flow since there will be someone who depend on the steams for domestic use as well as for irrigation in addition to the impact on the normal functioning of the ecology; • The contractor shall use Big Rivers which quantity cannot be changed for construction purpose. • Ponding or clogging the water for construction purpose shall be based on the agreement of the local community, local administration and with the knowledge of environmental inspector and engineer. • Even if it is from the big river, the use shall be Ethical in such a way it will not have impacts on the downstream community and ecology.
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REFERENCES 1. EPA. EIA Guideline Document (2000). 2. EPA. Procedural EIA Guideline (2003). 3. ERA, Draft Road Safety Audit Manual, 2004 4. ERA. Environmental Procedures Manual, 2002 5. ERA. HIV/AIDS Policy, 2004 6. ERA. Resettlement/Rehabilitation Policy Framework,2002 7. FDRE, A Proclamation for the Establishment of Environmental Protection Organs (Proclamation No. 295/2002). 8. FDRE. Proclamation for the Establishment of ERA, Proclamation No. 80/1997. 9. FDRE. Proclamation for to Provide for the Expropriation of Land Holdings for Public Purposes and Payment of Compensation (Proclamation No. 455/2005) 10. FDRE. Proclamation on Rural Land Administration and Land Use (Proclamation No. 456/2005). 11. FDRE. The Constitution of Federal Democratic Republic of Ethiopia, 1995 12. FDRE. Environmental Impact Assessment Proclamation (Proclamation No. 299/2002). 13. FDRE. Environmental Pollution Control Proclamation (Proclamation No. 300/2002). 14. FDRE. The Conservation Strategy of Ethiopia, 1996 15. FDRE. The Environmental Policy of Ethiopia, 1997. 16. FDRE. A Proclamation to Provide for the Definition of Powers and Duties of the Executive Organs of the Federal Democratic Republic of Ethiopia. Proclamation No. 691/2010. 17. Glasson, J. et al. (1999). Introduction to Environmental Impact Assessment, 2nd ed. SPON Press. London. 18. Masters, G. M. (2003). Introduction to Environmental Engineering and Science. Prentice-Hall of India Private Limited. Eastern Economy Edition. New Delhi-110 001. 19. MoLSA. (2007). The Occupational Safety & Health Directive. Addis Ababa. 20. Wiss, J.F. Construction Vibrations: State of the Art. Journal of the Geotechnical Division. ASCE, v. 107. no.GT2. Proc. Paper. 16030, Feb. 1981, pp. 167-181. 21. World Bank. (1997). Roads and the Environment: A Handbook. World Bank Technical Paper No. 376. Washington, D.C. 22. World Bank. Safeguard Policies. Washington, D.C.
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A N N E X E S
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Annex 1: List of Contacted Persons Name Position Mr. Merga kene'a Ayana Wereda, Chief Administrator Mr. Tadele Takele Gida Ayana Environmental Protection Team Leader Mr. Merga Bakele Public Affairs Gida Ayana Mr. Getachew Siyum Representative of Rural Road of Gida Ayana Mr. Emiru Negasa Rural Road of Gida Ayana Wereda Mr. Firomsa Legese Meteorology Representative of GidaAyana Station Mr. Mesela Goda Mayor, Ayana Town Mr. GetahunTolera Disaster Prevention and Preparedness Office, Gida Ayana Mr. Bekele Gerbi Speaker, Ayana Wereda Council Mr. FikaduNemera AyanaWereda Land Administration Office Chief Mr. Amanu Hirpa Elders AyanaWereda Mr. Dereje Tadese Trader AyanaWereda Miss Zewuditu Geleta AyanaWereda Dweller Miss Bekelu Tekle AyanaWereda Dweller Mr. Gudisa Yadeta Finance Office Chief AyanaWereda Miss SuseMerga Water Department, Ayana Mr. Regasa Duguma Deputy Mayor, GidaAyana Town Miss Alemitu Amenu Dweller, GidaAyana Town Miss Abebu Amenu Dweller, GidaAyana Town Mr. Gudina Gobena Dweller, GidaAyana Town Mr. Mulugeta Feyisa Nekemte Town Administrator/Deputy Mayor Mr. Tarekegn Gemechu OPDO Representative of KiramuWoreda Mr. Teshome Sibhat Representative of KiramuWereda Administration Office Mr. Tesema Youth Representative of KiramuWereda Mr. Tsegaye Hailu Representative of Political Affairs of KiramuWereda Mr. Jemera Desalegn Experts of Water and Soil Conservation of KiramuWereda
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Annex 2: Site Photo Gallery
Anger River - upstream km 42 +461 Road Width at Anger Gutin town, km 65 +000
Proposed Quarry Site at km 80 +700, RHS,100m Cut section at Ficho Hill)
Land cover on the Ghindo-Ayana route Lebu River - upstream at km 115 +000 New bridge in the re-alignment section
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Quarry site at km 126+300 Werabesa River @ km 128 + 300, downstream
Consultation at Agamsa town Consultation at Kuci town, at km 225 + 550
Nekemte - Bure Bridge within Abay Gorge,at km 200 +400 Road width at Alefa village, at km 248
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Annex 3: Summary of Public Consultation
Consultation during Feasibility Study Along the project road, a first meeting was held with Gida-Ayana’s town authority representatives on January 27 and in this occasion they explained that their request for the road realignment was already officially submitted to the Ethiopians Roads Authority in 1998, 1999 and more recently in 2006 during the design activities carried out by CORE.
The above matter was discussed on Wednesday 1st of February with ERA’s Western Regional Contract Management Directorate (Ato .Nuru Daud and Ato. Malka Bekele) and object of a letter addressed to ERA’s Director General Ato. Zaid Wolde Gebriel dated February 2nd 2012. In the same letter, it was also underlined that the option of the Gida-Ayana town realignment, was somehow out of the contract’s scope of works, as in fact this will concern a new road design but, most important, it was requested that ERA’s decision was to be made as soon as possible, in order to avoid-minimize any possible impacts on the Consultant’s work program also considering that the topo-surveying activity was already in the area. ERA’s decision to follow the new alignment was then communicated by letter MM3/89/18-1563 dated February 13 2012.
Table: List of meetings
Description Date Comments Introduction meeting at the January 12, The project team leader (G.CESARONI) western Regional Directorate 2012 met the Western Regional Contract Management Directorate: Presentation meeting with January 23, The Company’s surveyor (A.MERHAZION) Nekemt district engineer 2012 met the District engineer in Nekemt ATO.Efrem Afere Presentation meeting with January 25, The Company’s surveyor (A.MERHAZION) Bure town authorities 2012 met Bure’s authorities ATO. Berahun Tadesse to discuss the Master plan and the end of project location. Presentation meeting with January 27, The Company’s surveyor (A.MERHAZION) Gida-AYANA town authorities 2012 met Gida’s authorities ATO.Mosissa Godo to discuss the road alignment in this area and record their request Meeting at western Regional February 1st The project team leader (G.CESARONI) Directorate together with the Surveyor A.Merhazion met ATO NURU (AG.DIRECTOR) and ATO MALKA (PR.ENGINEER) to discuss about the Gida-Ayana realignment option
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A. Consultation during Environmental Impact Assessment Study Public consultation meetings and interviews were held at selected woreda centres and with the woreda administrations at their respective offices and localities as the situation allowed. Consultations meetings were held in the Nekempt town administration office, affected kebeles of Sasiga woreda, Guto Gida woreda administration office, Gida Ayana worede administration office, Kiramu woreda administration office, Amuru woreda administration office and Bure woreda administration office. The participants of the meetings were woreda administrators, representative of different bureaus, elders, religious leaders, youth and women representatives, project affected persons, NGOs representatives. The minutes of the meetings formally held were attached as annexes. Issues discussed and briefings given include the following topics;
• Knowledge about the intended road project; • Attitude of the community on the road project implementation; • Major benefits of the road improvement project; • Major adverse impacts that may be caused due to the road project implementation, especially of the roadside settlers and properties in the ROW; • Possible compensation and needs for resettlement of people in those towns and villages; • Road design in the major towns like Ayana and Kiramu was raised and discussed; • Other mitigation measures proposed for the other adverse impacts.
At the first instance on most of the meetings, the participants underlined as the upgrading of the road is a long time question of the society. The upgrading of the road is the prime question of the local people forwarded to the government officials on different forums. It was an issue during the past elections. But it remains unanswered still and they thanked the federal government, the regional government, ERA and the consulting firm their reconsideration of the project.
The consultation meetings demonstrated communities’/ stakeholders’ positive view about the project. The community and the respective woreda administrations showed willingness to cooperate in administering and handling the compensation and resettlement issues for the affected group, in spite of all the adverse impacts (dislocation of houses and people, damages to properties in the right of way). Regarding environmental concerns, the community has weighed both positive and adverse consequences of the project and gave their opinions freely.
It is pointed out that access to market places and availability of transport facility will improve the price for their products, which at present are undervalued due to difficulties in transporting their goods to central markets. Almost all of the weredas traversed by the road project are surplus woredas. Be it woredas in East Wollega Zone, Amuru Woreda of Huru Guduru or Bure of Amhara Regional state, all these woredas are surplus producer. Cereals, oil crops, honey, fruits are highly produced in these woredas. In terms of the livestock again all the woreda has high population of the livestock regardless of different animal diseases challenging this sector due to lack of adequate medication. But there is no reliable road to transport the agricultural products
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be it crops, cereals, fruits or animal products to the central market. As a result the development of the area far lagged behind.
Figure 12: Public consultation at administrative weredas
Photo: Public consultation minutes of meetings
Mud during the rainy season and dust during the dry season created inconvenience to the local people. Due high dust problem there were incidence of respiratory diseases in the villages and towns crossed by the road. Indeed, there were incidences of accidents created by invisibility due to the dust. According to the consultations held with the three influenced kebeles in Sasiga woreda (Tokuma Tsega, Beraso Jarso and Anbelta) health diseases like asthmatics, respiratory diseases, eye diseases) and accidents due to dust was raised similarly. Lack of transportation is one of the impacts due to car owner apprehension of breakdown of spare parts.
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On the consultation held in Gida Ayana and other villages and town in the woreda, the elders remembered the establishment year of the woreda which was 1813 i.e. before the capital of the country Addis Ababa. They also regretfully mentioned the bypassing of the Ayana by existing road due to absence of consultation with people and without their consent. The Gida Ayana raised same question since the Emperor Hailasilase.
They have stressed the importance of connecting Ayana. They said this road will not fully achieve the objective by passing Ayana on the existing route. The participant also confirmed the best option for the section is diverting from the existing at Gendo (Gida Gudina kebele), then through Ayana joining the existing road at Ejere (Ejere Kebele). No complains at all. The other comments given by the participant was they requested ERA to make double carriage way, waking way and parking lanes in Ayana. Kiramu woreda representative was raised the same question.
Kiramu wereda participants discussed on the same and strengthened the same arguments by the former woredas. Indeed, they requested ERA to provide double lane, walkway and parking although it was explained to them the road design and number of carriage ways will be determined by the number of traffic and the town master plan. They have mentioned as Kiramu does not have master plan so far. Their question should not be looked over due to the absence of the master plan. Other environmental issues particular to Kiramu was the large gullies on the outskirt of the town. They have fear of aggravation of the gullies by the road construction projects. They also mention it can be used as spoil disposal with proper treatment after levelling.
Consultation in Amuru woreda on other hand gave high weight to the problem of transportation. People and commodity have been transported together due to absence of the transportation. On 35 kuntal ISUZU car about 200 people transported. Some of the participants said we have denied our constitutional right of producing property like a vehicle having the capacity. They mentioned absence of road as a cause for poor living standard in the rural area in contrary to the productivity.
There are high numbers of investors in the woredas traversed by the road. But a lot of investors were discouraged by the road condition which will have its own impact on the local job opportunity and economic development.
Concerning the adverse impacts of the project they thanked ERA for pre-informing them. The local administrations promised to avail replacement land for the land loss, for the house loss and for business house loss provided that ERA will be pay the compensation. They also positively responded not to do ant activity in ROW after the day of consultation in the Woreda. All minutes of meetings were annexed.
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B. Additional Consultation Undertaken During the Review Stage • Consultation with local community and local administration A public consultation was undertaken at three representative towns of the Oromia and Amhara Regional States through which the road construction project extends. The public consultations/minutes of meeting on Nekempt-Bure Design-Build-Maintain Road Project is summarized as below.
Two public consultations were conducted at Gida Ayana and Agamsa towns representing respectively the East Wallaga and Horo Guduru zones of the Oromia Regional State and the third public consultation was held at Kuch town of the Amhara Regional State.
The group discussions were facilitated by the Consultant and the discussion points include:
• Briefing about the government plan to construct the road to the residents of the towns, nearby farmers, community elders and town/Woreda/Kebele administratives about Nekemte – Bure Road Project; • Discussions on the positive and negatives impacts of the project and the measures to be taken proactively in order to minimize/mitigate the potential negative impacts of the project; • The attitude of the local community towards the proposed project; • Anticipated positive impacts of the project on socio-economic life of the community; • Anticipated adverse impacts of the project on socio-economic life of the community; • The requirement of community participation at different stages of project activities; • The means to avoid and/or mitigate anticipated adverse impacts of the proposed project; • The experience of the local community in similar development projects; • Factors to be considered for successful accomplishment of the project.
Although the group discussions were held in different areas, very similar opinions were expressed with regard to the points of discussion mentioned above. Accordingly the summary of all residents of the towns, nearby farmers, community elders and woreda/town/Kebele administrative personnel agreed on the following major points with regard to Nekemte – Bure Road Project:
• All the participants of the consultations expressed that the construction of the road has of paramount importance for the development and wellbeing of the society in terms of economic, cultural and political values. They are all eagerly waiting for the implementation of the project as the road construction will solve many of their current persisting socio-economic problems such as lack of access to health services, educational facilities, poor connectivity with other regions/towns thereby decreasing the earnings of the society as a result of lack of ease of access to market to sell their agricultural products; • All the participants also agreed that compensations have to be paid for all people whose properties (including but not limited to buildings, housings, farm lands, grazing lands, tree plantations, etc) will be demolished due to construction of the road as per the national law;
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• It was also agreed that no one is going to exercise/carry out any development activities such as construction, tree planting and farming within the premise of 15 – 25 meters from the centre of the road along both sides of the road and/or on the envisaged width of the Master Plan of town sections; • The participants expressed that they are all committed to work towards the implementation of the mitigation measures for the potential economic, and environmental impacts of the project with the contractors/ consultant(s); • All participants of the meetings pled that the road width at the town sections must be to the standard in order to avoid accidents and for future development of the towns.
Besides mentioning the positive impacts, with regard to the negative impacts the following points were also mentioned.
• Impacts of such as dust pollution are causes of health problems such as eye diseases so must be minimized particularly during construction; • Loss of farmland and/or grassing land on temporary and permanent bases because of possible realignments, detours, quarry sites and access roads and campsites; • Demolishing of housing units including permanent property in residential areas; • Problems related to construction workers who may be cause of adultery, robbery, abuse of resource and cultural distortion; • Accelerated vehicle accidents on human, livestock and property during the construction period; • The increase in mobility of the people increases the number of rural-urban migrants in the newly growing towns along the road; • The increase in mobility of the people will introduce new habits to the towns in the project area. The introduction of harmful practices, for example, “raping”; • The implementation of the road will result the spread of commercial sex and HIV/AIDS expansion in the project areas. More transport encourages more people to travel, and HIV can spread further and faster; • Transport can connect areas of high and low prevalence. Implementation of the road and other infrastructure often involves mobility of construction workers, engineers and communities. This brings people into situations, which increase their vulnerability to HIV transmission. However, the negative impacts of HIV/AIDS can be minimized by changing or sustaining people’s behaviour, Change the conditions that affect people’s behaviour and create enabling environment that protect the spread of HIV/AIDS.
With regard to mitigation measures, the points that were emphasized by the consulted group include:
• Appropriate compensation for project affected persons; • Timely orientation and information to construction workers about the local norms and expectations to be fulfilled; • Promote the local community to participate in project activities with a sense of responsibility; • Give high attention for the roadside trees, particularly for the indigenous wood land trees / natural forest area the residential areas;
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• The community has good experience being involved in development projects, mainly affected persons should be informed for physical and psychological preparation before the commencement of construction; • Priority should be given to local community for employment opportunity; • Community representatives should be included in the committee to be formed for facilitating compensation and reconciliation if any conflict arises between project and the community.
• Consultation with NGOs Consultation was also made with two NGOs intervene alongside the Nekempt-Bure Design- Build-Maintain Road Project and their attitudes on the implementation is summarized as below.
Table: Summary of consultation with NGO
Contact Person & Address Description and Reflections of the No. Name of NGO Functionalities of the NGOs on the Name & Telephone No. NGO Project Responsibility (Mob.)
1 SLM Funded by the World • The NGOs • Mr. Tayachew +251 910 86 60 25 Bank based on expressed that Atinafu, SLM (Sustainable bilateral agreement some of the micro local Land with the government of water shades (5 coordinator in case of SLM) Management) Ethiopian, SLM is are accessed • Teshager carrying out the through Nekemte Yadete, following major – Bure Road. National activities in the project • They commented Resource +251 912 07 87 6 area: that the level of Management the services that Coordinator • Rehabilitation of they are providing degraded lands, to the community • Providing trainings will be to farmers, improved/upgrade • Providing small d if the road is scale irrigation asphalted. systems, • They also • Establishment of reflected that the nursery sites, accidents arising • Distribution of from the improved seeds, current/existing and road will be • Construction of reduced if the Kebele – to – project is Kebele access implemented. It roads also reduces the
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Contact Person & Address Description and Reflections of the No. Name of NGO Functionalities of the NGOs on the Name & Telephone No. NGO Project Responsibility (Mob.)
2 AGP AGP is also a WB health risks of Michael +251 910 85 21 34 (Agricultural funded NGO operating field experts due Teklehaimanot, Growth in the project area with to dust. AGP local • Program) very similar functions Implementation of coordinator the project also as SLM and with facilitates the relatively wider range delivery of supply which include the and inputs for the following: projects that the NGOs are • Training, providing to the • Small scale society. irrigations, • Distribution of farm • Generally, the tools, NGOs concluded • Provision of office that their overall furniture and activities will be facilities for farmers’ smoothened due training, to implementation • Demonstrations of of the road irrigations schemes, project. • Dissemination of new agricultural technologies, • Construction of Kebele – to – Kebele access roads.
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Consultation with the Gidayana town residents, community elders and local administration
Consultation with community elders, residents and local administration at Agamsa town
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Consultation with the Kuchi town administration, residents and community elders
Discussion with East Welega Zone Consultations with Gidayana wereda administration Administrator
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Annex 4: Minutes of Public Consultation Translation of public consultation
Date: April 24, 2013
Facilitators 1. Mr. Nega Abraha –Environmentalist 2. Mr. Miheretu Jaleta- Environmental Engineer
Agenda of the meeting 1. Nekemet-Bure road project identification and selection of feasible routes 2. Support and cooperation mechanism for the study and for the construction
Consensus and agreements reached
Participants of the consultation after having made long discussion have unanimously agreed on the following points.
The proposed upgrading of the road design has to consider issues, such as, construction cost of the road by taking into account the physical, environmental and Socio economic features of the project area and its importance from administrative point of view. Giday Ayana woreda Administration commits itself to provide full support and willing to cooperate during the construction works.
Project affected persons will be provided compensation and resettlement options as per the law. The woreda administration commits itself to control that no construction works or plantation of trees is carried out within the 30 meters ROW limit and the cut-off date is maintained from the date of the completion of the road survey works.
The public is highly concerned about the commencement of the project road construction works and expects the construction works for the upgrading of the project road to start without much delay.
Generally, the public will cooperate for the implementation of the proposed road construction and ready to implement the proposed mitigation measures for the negative impacts and reinforcement measures for the positive impacts; and work closely with the selected contractor. The upgrading of the project road will bring significant economic and social development to the town of Agemesa since it is located at a junction for two roads, namely, Nekemete- Bure and Amuru –Abomisa.
The upgrading of the project road will contribute in improving the health problem of the local community. Currently the health condition of the community is severely affected due to the dust that is generated from the road.
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List of Participants
No. Name Responsibility Telephone No. 1 Beklee Abate Elder 0917838994 2 Alemu Feyisa Elder 0925775558 3 Abdisa Debeleo Elder 4 Sori Muleta Elder 0913729569 5 Bekele Bekeri Elder 0925774391 6 Alemayhu Aga Elder 0924458558 7 Sori Segini Resident 0917852745 8 Amsalu Eticha Resident 0917041361 9 Dereje Feyisa Resident 0917076587 10 Tsegaye Dufenii Resident 0917072786 11 Hirko Abdissa Resident 0913997379 12 Obsi Kenate Resident 0913866250 13 Bayisa Mekonen Resident 0913927554 14 Huluka Feyisa Resident 0913994215 15 Merga regassa Resident 0923443758 16 Adissu Abiwa Resident 0913250849 17 Tesfaye Geneti Farmer 0913021229 18 Guda dinisa Civil Servant 0934035500 19 Bikila Jembere Civil Servant 0934838086 20 Teshalu Feyisa Kebele Administration 0917873813 21 Abebe Kebede Kebele Administration 0912719103 22 File Dugassa Town Administration 0925837406 23 Takele Kebede Town Administration 0913735532
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Annex 5: Impact Mitigation measures of Nekempt-Bure road Project
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Project Location
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr
Accessibility and mobility would be The Road should be maintained timely (on DRMC, ERA/DED yearly estimated budget enhanced in the Project Area contributing to regular basis) during operation to keep depending on work load the enhancement of socio-economic welfare accessibility and mobility to the level required. of the people
The Road contributes to (new) induced Investors interested in the area should be Local Administrations N/A development in the area. encouraged through provision of incentives and at different levels, facilitating the formalities through increased Investment Office bureaucratic efficiency.
The Road requires additional (expropriated) • The design should provide the minimum Designer, ERA, • Part of Design Cost; land when upgraded possible land acquisition (for ex., the RoW Local Administration • Cost to be included in width can be made 30 m in urban areas and RAP 20 m in rural settings); and • Adequate compensations should be paid for properties on land to be taken inevitably Properties of project affected people-PAPs • The design should consider minimum Designer, ERA, • Part of Design Cost; (in rural and urban areas) could be expropriation of properties like houses; Local Administration • Cost to be included in expropriated • Adequate compensations should be paid for RAP properties to be expropriated; and • Resettlement of affected PAPs should be conducted as per the existing Laws and Legislations Vegetation within the RoW of the Road • The right-of-way (RoW) should be kept to the Designer, ERA, Included in Design and would be removed (minor deforestation) minimum practicable (like reducing to Contractor, RAP costs; minimum of 20 m) especially in forest areas; Supervisor • Adequate monetary compensation should be made for commercial trees to be removed within the RoW of the Project Road or access roads; and • Planting (esp. indigenous) tree species (by the
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr
contractor) in lieu of those cut Impediment to movement of wildlife and • Public awareness (esp. for drivers) should be Local Wildlife Office, N/A accidents involving wildlife (although no conducted for cases wildlife are encountered Contractor, parks and sanctuaries and only relatively along the road; Supervisor • few wildlife species along the road corridor) Appropriate traffic signs should be installed at such critical sites; and • The enforcement should be implemented seriously
Impact on wetlands The road, to the extent possible, should avoid Designer Part of Design Cost; the wetlands along the route corridor
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Project Design
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr
Improvement in Health (Eye and Respiratory Upgrading the road from gravel to asphalt Designer, DRMC, • Part of design cost Diseases) surface and maintaining it on sustainable basis ERA/DED • To be] yearly estimated budget depending on work load The Road requires additional (expropriated) The design should provide the minimum Designer, ERA Part of design cost land when upgraded possible land acquisition (for ex., the RoW width can be made 30 m in urban areas and 20 m in rural settings)
Properties of project affected people-PAPs The design should consider minimum Designer, ERA Part of design cost (in rural and urban areas) could be expropriation of properties like houses expropriated
Modification or disruption of natural drainage Although the Road is existing, construction of Designer Part of design cost pattern of the area drainage structures (including bridges) should be made with minimum effect on the aquatic Good housekeeping life (in case the flow direction of rivers should during implementation be made temporarily).
Change in landscape and aesthetics No change in landscape is expected as the Designer Part of design cost road more-or-less follows the exiting alignment.
Impediment to movement of wildlife, livestock • The design should consider installation of Designer Part of design cost and people (especially while crossing the speed reduction measures such as speed Road) humps and rumble strips in villages and potential or existing wildlife crossing sites, if there are any, without compromising safety of the vehicular traffic
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated Cost, Birr
• Appropriate traffic signs should be installed at critical sites accordingly Initiates or aggravates soil erosion on fresh • The design should provide slopes as gentle Designer Part of design cost cuts, embankments, quarries, borrows, as possible access roads, detours, etc. • Recommend minimum number of quarries and borrow pit areas • The design should consider physical structures like check dams in primary and turn-out ditches, retaining walls for unstable slopes, aprons, ripraps, check dams, etc. after culvert outlets. Vegetation removal along the Road (within • The right-of-way (RoW) should be kept to the Designer Part of design cost right-of-way), access roads, detours, minimum practicable especially in forest quarries, borrow areas, etc. areas • The design should consider preserving indigenous isolated/individual trees close to the road (on both tangent as well as curve sections) • Access roads and detours should follow, as much as possible, corridors without or with minimum vegetation cover • Quarry sites and borrow pits should be located, to the extent possible, at places without or with minimum vegetation cover With improvement of the riding quality of the Traffic calming structures such as rumble strips Designer Part of design cost road after implementation, traffic accidents and humps should be designed for major are expected to increase due to drivers being towns and populated villages. tempted by the improved road surface.
Impact on wetlands The road, to the extent possible, should avoid Designer Part of Design Cost; the wetlands along the route corridor
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Construction
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
Construction creates job opportunities for The contractor should be advised towards Contractor, Supervisor, N/A the local labor contributing to poverty local labor preference for appropriate jobs Local Labor Office, alleviation (with preference and encouragement to ERA14 women depending on the suitability of the jobs)
15 Initiates or aggravates soil erosion on fresh • Exposed slopes on cuts and embankments Contractor, Supervisor, 5,500,000 cuts, embankments, quarries, borrows, should be stabilized with grassing ERA access roads, detours, etc. measures; • Quarry sites and borrow pits should be reinstated timely (not at the end of the Project contrary to the usual practice) to an acceptable and safe slope (close to the original landscape as much as possible) Formation of gullies Structures such as check dams and scour Contractor, Supervisor 1,500,000 checks should be constructed (from cheap and local materials like stones wood, etc.) on the downstream side of culverts and along turn-out ditches
16 Deforestation along the Road, access • Avoid unnecessary deforestation beyond Contractor, Supervisor, 1,000,000 roads, detours, quarries, borrow areas, etc. the RoW of the permanent and ERA, Local Agriculture temporary/service roads and the areas Office required for quarry sites and borrow pits. • If cutting of an indigenous tree is inevitable, the contractor should plant 10 (survived) seedlings for each tree cut.
14Most of ERA’s roles in this EMP are to follow-up ensuring that the proposed mitigation measures have been implemented. 15A 50-50 cut and embankment is assumed with an average slope of 1:2 16Trees expected to be removed, beside the main RoW width, from camps, detours, access roads, quarry and borrow pit are distributed along the project length assuming 50 trees per km.
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
17 Pollution of surface and ground water as a • The contractor should limit most of the Contractor, Supervisor, 2,500, 000 result of earthwork operations and improper earthwork to the dry season ERA, Regional EPA handling of hazardous materials • Used oil and lubricants from garages should be collected in sealed containers (through the proposed process and disposed for recycling or reuse; • Fuel, lubricants and oils should be stored in containers that do not leak * Conflict on the Water • Providing and developing shallow wells as Contractor 1,000,000.00 alternatives particularly near the town section where there are water deficit Encroachment into forest areas in search of The contractor staff should obtain fuel wood Contractor, Supervisor N/A fuel wood from commercial sources
Poaching (for bush meat) The contractor should prohibit the workers Contractor, Supervisor N/A from poaching and the Engineer (supervisor) should follow-up on the implementation of same.
Conflict between local and migrant workers The contractor should be advised towards Contractor, Supervisor, N/A local labor preference for appropriate jobs Local Administration (mostly the unskilled labor) and settle, as immediately as possible, any dispute in an amicable way possible
Spread of HIV/AIDS in and around A firm (such as a local NGO) should be given Contractor, Sub- 3,000,00018 construction sites due to presence of large a sub-contract for activities (ranging from contractor, Supervisor, number of concentrated workers in one awareness creation to conducting voluntary Local Administration,
17 At least two vehicle washing and servicing areas, for each lot (assumed two lots or contracts), are assumed to have the proposed oil separation schemes; and includes running cost and waste water analysis laboratory expenses 18 Assuming three contracts; and assuming a lump-sum of birr 1,000,000 per contract *the cost of providing shallow water well based on the local market is about 30,000.00ETB. 18 shallow wells are required near the main towns. 1, 000,000.00 lump sum required for this item.
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
area (labor camps) counseling and testing-VCT) to prevent and Local Health Office control of the spread of HIV/AIDS at workplaces
Spread of diseases related to poor condition • Camps and workplaces should be kept Contractor, Supervisor, 200,000 of sanitation in construction site(s) clean Local Health Office • Workers should be given awareness for training/awareness; (knowledge) on basic sanitation and • Water should be made potable (at least through boiling if there are no other means of treatment) • Wastes of all types should be disposed 5,000,000 properly for water treatment
19 Traffic accidents as a result of poor traffic • Roadway should not be reduced or Contractor, Supervisor, 500,000 management activities in construction blocked with stockpiles or windrows for Local Police site(s). long time • Flagmen should be assigned to let the traffic flow safely especially at narrow/critical sites • Slippery and other dangerous spots should be maintained or corrected frequently Possibility of water logging in quarry sites • Water in such sites should be inspected Contractor, Supervisor, Part of construction cost and borrow pits becoming the breeding regularly against stagnation Local Health Office (with provision of ground for mosquitoes that cause malaria • Water in quarries and borrow pits should transport for the local (already the number one health problem in be spilled away as the contour allows Authorities if involved • the area) Quarry sites and borrow areas should be during site visits) reinstated immediately after exploitation
19 Salary for ddeploying a total of 30 flagmen (for three contracts) for (assumed) three years implementation period
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Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
Spoil materials on vegetation and grazing Material for spoil or later use should not stay Contractor, Supervisor Part of construction cost lands, if kept for a long time, jeopardize the for a long time covering vegetation and life of the vegetation underneath. should be removed in short period and the Engineer should supervise closely
Problems associated with noise, vibration • Heavy duty machinery should be operated Contractor, Supervisor Part of construction cost and air pollution especially from heavy duty near settlements during day times only construction machinery • Effect of vibration on structures of special importance should be well considered • Structures should be compensated for impacts from vibrations • Vehicles of the contractor should be serviced timely Improper waste (solid as well as liquid) • Latrines and septic tanks should be sealed Contractor, Supervisor, 1,500,000 management will cause health problems not to leak into the soil Local Health Office • Solid wastes should be disposed properly For construction of (to landfill, incineration, etc.) generally latrines at different sites following waste disposal hierarchy • Reuse of materials like plastic bags should be practiced as it contributes to waste reduction • Clinical wastes should be burned in exclusive chambers Change in landscape and aesthetics due to Spoil materials should be disposed at Contractor, Supervisor Part of construction cost cuts, spoil materials, etc. selected sites (preferably as land fill to waste land), and agreed by the Engineer, not to block sceneries
Design Consultant 151 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
Consultancy Services for Design Review, Preparation of Concept Design and Ethiopian Roads Authority Tender Document For Nekempt – Bure Road DESIGN-BUILD- MAINTENANCE Project Final ESIA
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
With improvement of the riding quality of the Traffic calming structures such as rumble Contractor, Supervisor 750,000 road after implementation, traffic accidents strips and humps should be constructed in are expected to increase due to drivers major towns and other populated villages on being tempted by the improved road the Road surface.
Impact on wetlands The wetlands should not be considered as Contractor, N/A possible sources of water Office/Bureau of natural resources
Total Construction Phase 21, 450,000.00
Design Consultant 152 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
Consultancy Services for Design Review, Preparation of Concept Design and Ethiopian Roads Authority Tender Document For Nekempt – Bure Road DESIGN-BUILD- MAINTENANCE Project Final ESIA
Operation
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr
Vehicle Operating Costs are expected to Road maintenance should be done DRMC, ERA-DED Annual Budget decrease as a result of improved road regularly to avoid further deterioration depending on prevailing (surface) condition. (basics of road maintenance policy) and condition adverse effect on vehicle performance
Relatively high emission due to increased • Vehicles should be serviced regularly Transport Authority, 500,000 number of vehicular traffic due to improved and adequately DRMC, ERA-DED, road • Trees should be planted20 along road Local Agriculture (for tree plantation) sides especially in and at the outskirts of Office urban areas as they have a filtering effect
Noise would be a problem especially for Trees should be planted (by the DRMC) on DRMC, ERA-DED, The above plantation will those close to the road during the night time road sides especially in urban areas as Local Agriculture also serve this purpose they somehow contribute to reduction in Office noise level (depending on their species) when grow up
There is a possibility that accidents increase • Humps and rumble strips provided DRMC, ERA-DED, 750,000 due to improved riding quality of the road that should be maintained as required and Transport Authority, tempts drivers to (over) speed new ones on new sites if identified as Local Police, Local (for additional humps requiring in this phase Education Office, and rumble strips) • The principles of Engineering, Education Mass Media and Enforcement (the three major Es) should be practiced at different areas and levels Spills from hazardous materials like fuel and Adequacy of vehicles transporting Transport Authority, Annual budget based on
20The planting and growth of the trees should be managed by the (DRMC)
Design Consultant 153 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc
Consultancy Services for Design Review, Preparation of Concept Design and Ethiopian Roads Authority Tender Document For Nekempt – Bure Road DESIGN-BUILD- MAINTENANCE Project Final ESIA
Predicted Impacts Enhancement/Mitigation Measures Responsible Body Estimated cost, Birr oil during transportation would cause soil hazardous materials should be checked at DRMC, ERA-DED, maintenance contamination their origins; Mass Media requirement of damaged or vandalized traffic Appropriate traffic signs should be erected signs and installation of to inform and warn vehicles about the road additional signs as they are using; required
Awareness /education should be given to drivers engaged in transportation of hazardous materials
Runoff (discharge) from pavement or • Constructed (existing) structures should DRMC, ERA-DED 1,000,000 drainage structures would cause or be maintained regularly aggravate erosion through formation of • New structures should be constructed for (for new structures) gullies in longitudinal or transverse directions new areas where erosion has already commenced • Gully sides/slopes may be used for growing trees or perennial fruit trees, etc., especially where land is scarce Total Operation Phase 3,250,000.0021
21This cost is a one-time investment for the proposed actions and excludes annual budgets that will (should) be allocated based on the extent of requirement of the corresponding action.
Design Consultant 154 DESIGN REVIEW CONSULTANT AIC PROGETI in JV with Engineer Zewdie Eskinder Co. PLC ETHIO Infra Engineering Plc