Federal Democratic Republic of Ethiopia

E2986 v2

FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

Public Disclosure Authorized ETHIOPIAN ROADS AUTHORITY

Public Disclosure Authorized ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT OF AMBO-WOLISO ROAD PROJECT

Public Disclosure Authorized

Final

Public Disclosure Authorized March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) i Ambo - Wolisso Road Project

TABLE OF CONTENTS Page

LIST OF ABBREVIATIONS ...... I EXECUTIVE SUMMARY ...... I 1 INTRODUCTION ...... 1 1.1. Project Background...... 1 1.2. Objectives of the Consultancy Services and the ESIA Study ...... 1 1.3. Approach and Methodology of the ESIA Study ...... 1 2 DESCRIPTION OF THE ROAD PROJECT ...... 5 3 ENVIRONMENTAL POLICY AND LEGAL FRAMEWORK ...... 7 3.1 The Constitution of FDRE ...... 7 3.2 Relevant National Policies and Strategies ...... 7 3.3 The World Bank Safeguard Policies ...... 11 3.3.1 OP/BP 4.01 Environmental Assessment (EA) ...... 11 3.3.2 OP/BP 4.12 Involuntary Resettlement ...... 12 3.4 Environmental Framework Legislations ...... 13 3.4.1 Proclamation on Establishment of Environmental Protection Organs ...... 13 3.4.2 Proclamation on Environmental Impact Assessment ...... 14 3.4.3 Proclamation on Environmental Pollution Control ...... 14 3.4.4 Proclamation on Development, Conservation and Utilization of Wildlife ...... 14 3.4.5 Proclamation on Forest Development, Conservation and Utilization ...... 15 3.4.6 Proclamation on Expropriation of Land Holdings and Payment of Compensation 15 3.4.7 Proclamation on Rural Land Administration and Land Use ...... 15 3.4.8 Proclamation on Research and Conservation of Cultural Heritage ...... 16 3.4.9 Proclamation on Ethiopian Water Resources Management ...... 16 3.4.10 Proclamation on Public Health ...... 16 3.4.11 Proclamation on Establishment of Oromia Land and Environmental Protection Bureau ...... 16 3.4.12 Proclamation on Oromia Rural Land Administration and Use ...... 17 3.4.13 Regulations on Payment of Compensation for Property Situated on Landholdings Expropriated for Public Purposes ...... 17 3.5 International Conventions and Protocols ...... 17 3.6 Environmental Assessment Guidelines...... 18 3.6.1 EPA’s EIA Guidelines ...... 18 3.6.2 ERA's Environmental Procedure Manual ...... 18 3.6.3 ERA’s Standard Technical Specifications ...... 19 3.7 Institutional and Administrative Framework ...... 19 3.7.1 Federal and Regional Administration ...... 19 3.7.2 Environmental Protection Authority ...... 20 3.7.3 Sectoral Environmental Unit ...... 20 3.7.4 Regional Environmental Agencies ...... 20 3.7.5 Ethiopian Roads Authority ...... 21 4 DESCRIPTION OF BASELINE CONDITION ...... 22 4.1 Physical Environment ...... 22

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) ii Ambo - Wolisso Road Project

4.1.1 Physiography ...... 22 4.1.2 Geology ...... 23 4.1.3 Soils and Erosion ...... 24 4.1.4 Climate ...... 26 4.1.5 Drainage and Water Resources ...... 27 4.1.6 Land Use and Land Cover ...... 29 4.2 Biological Environment ...... 34 4.2.1 Vegetation and Flora ...... 34 4.2.2 Fauna ...... 39 4.3 Socio-economic Environment ...... 40 4.3.1 Location ...... 40 4.3.2 Demographic Features ...... 41 4.3.3 Social Services ...... 43 4.3.4 Water supply ...... 49 4.3.5 Travel Pattern, Transport and Communication Services ...... 50 4.3.6 Tourist Attraction Sites ...... 50 4.3.7 Economic Activities ...... 51 4.3.8 Gender Issues ...... 54 5 PUBLIC AND STAKEHOLDERS CONSULTATIONS ...... 57 5.1 Overview of the Consultation process ...... 57 5.2 Positive Impacts of the Project ...... 57 5.3 Expected Negative Impacts ...... 59 5.4 Issues to be considered in the Design and Implementation of the Project ...... 59 5.5 Contributions Expected from Stakeholders ...... 59 5.6 Social Acceptability of the Project ...... 59 6 POTENTIAL IMPACTS AND MITIGATION MEASURES ...... 61 6.1 Positive Environmental and Social Impacts ...... 61 6.1.1 Positive Environmental Impacts ...... 61 6.1.2 Positive Socio-economic Impacts ...... 61 6.2 Negative Impacts on Physical Environment ...... 67 6.2.1 Loss of Land under Various Uses ...... 67 6.2.2 Soil Erosion, Compaction and Contamination...... 68 6.2.3 Impacts on Landscape Quality and Slope Stability ...... 69 6.2.4 Impacts on Water Resources ...... 70 6.2.5 Impacts on Water Supply Systems and Competition for Water ...... 72 6.2.6 Air and Noise Pollution ...... 73 6.3 Negative Impacts on Biological Environment ...... 74 6.3.1 Impacts on Vegetation and Flora ...... 74 6.3.2 Impacts on Fauna ...... 78 6.4 Road and Traffic Safety Issues ...... 79 6.5 Negative Impacts on Socio-economic Environment ...... 80 6.5 Exposure to HIV/ADS and other sexually transmitted disease (STDs)...... 82 6.6 Increase of women’s vulnerability ...... 83 6.7 Pressure on local health facilities...... 83 6.8 Impacts due to Construction Camps ...... 83 6.9 Impacts on Physical Cultural Resources ...... 84 7 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLANS .. 85 7.1 Environmental and Social Management Plan ...... 85 7.1.1 Institutional Arrangement and Responsibilities for Implementing EMP ...... 85 7.1.2 Living Document/Updating of the EMP ...... 87

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) iii Ambo - Wolisso Road Project

7.1.3 Consequences to Contractor upon Failure to Implement EMP...... 87 7.2 Environmental and Social Monitoring Plan ...... 105 7.2.1 Environmental Monitoring Plan ...... 105 7.2.2 Social Monitoring Plan ...... 109 7.3 Environmental Mitigation, Management and Monitoring Cost Estimate ...... 115 8 CONCLUSIONS AND RECOMMENDATIONS ...... 117 8.1 Environmental Aspects ...... 117 8.2 Social Aspects ...... 118 LIST OF REFERENCES ...... 120 APPENDICES ...... 123 APPENDIX 1: LIST OF CONSULTED PERSONS AND ORGANIZATIONS ...... 124 APPENDIX 2: MINUTES OF PUBLIC CONSULTATIONS ...... 126 APPENDIX 3: ENVIRONMENTAL CLAUSES FOR CONTRACTOR ...... 129 APPENDIX 4: ADDITIONAL INFORMATIVE PHOTOS ...... 136

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) i Ambo - Wolisso Road Project

LIST OF ABBREVIATIONS

AEC Associated Engineering Consultants AIDS Acquired Immune Deficiency Syndrome ARDO Agriculture and Rural Development Office asl above sea level CSC Construction Supervision Consultant 0C Degree Celsius EIA Environmental Impact Assessment EI Environmental Inspector/Supervisor ESIA Environmental and Social Impact Assessment EMP Environmental Management Plan EMSB Environmental Monitoring and Safety Branch of ERA ESMP Environmental and Social Management Plan EPA Environmental Protection Authority EPE Environmental Policy of Ethiopia ERA Ethiopian Roads Authority FDRE Federal Democratic Republic of Ethiopia ha hectare HIV Human Immune Virus IUCN The International Union for Conservation of Nature and Natural Resources km kilometre LHS Left Hand Side m metre mm millimetre NRS National Regional State OBoLEP Oromia Bureau of Land and Environmental Protection PAP Project affected people RAP Resettlement Action Plan RE Resident Engineer RHS Right Hand Side ROW Right of Way

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) i Ambo - Wolisso Road Project

EXECUTIVE SUMMARY 1. Introduction This ESIA study was carried out as part of the contract agreement signed between ERA and AEC for the consultancy services for ESIA study, Detailed Engineering Design, and preparation of RAP and Tender Documents for the Ambo - Woliso Road Project. Its main objective was to ensure that the proposed road project is environmentally and socially acceptable. The ESIA study was based on review of national environmental policy, strategy, legislations and guidelines; review of relevant former studies in the project area and pertinent literature; collection of relevant secondary data from zonal and woreda levels government offices; field surveys along the project road and collection of primary baseline data; and conducting consultations with key stakeholders at zonal and woreda levels and the communities along the project road.

2. Description of the Road Project The Ambo – Wolisso road is located in Ambo, Wenchi and Woliso Woredas of the Oromia National Regional State. The existing road is about 63 km long and is low-level gravel surfaced rural road. The project road is a short cut to link Ambo and Woliso, which are capital towns of West Shewa Zone and Southwest Shewa Zone respectively. It is also very useful as it connects two trunk roads, namely Addis - Weliso – Jimma and Addis – Ambo – Nekemte roads. Moreover, the road provides easy access to highly populated and agriculturally productive areas of the Ambo, Wenchi and Woliso Woredas, as well as to areas which have high potential for tourism development like Wenchi crater lake.

The existing project road has no sufficient longitudinal and crossing drainage structures. The existing crossing drainage structures have single lane carriageway (about 4m) and it is not sufficient to accommodate two vehicles going in opposite direction at a time. The road-upgrading project will follow the existing alignment in general. However, it will involve improvements in both horizontal and vertical alignments, widening of the road width, replacement of substandard cross drainage structures and provision of new structures, provision of proper side ditches, erosion protection structures, shoulders, parking lanes and pedestrian walkways in towns and villages, and asphalt pavements. However, it may be necessitate some departures to horizontal and vertical curves due to prevailing terrain conditions.

3. Environmental Policy and Legal Framework The Constitution of the FDRE, adopted in August 1995 through Proclamation No. 1/1995, is a prime legal document that has provisions, which have direct policy, legal and institutional relevance for the appropriate implementation of environmental protection and rehabilitation action plans to avoid, mitigate or compensate the adverse effects of development actions. The concepts of sustainable development and environment rights are entrenched in the rights of the people of Ethiopia through Articles 43 and 44, which state among others the right to development and the right to live in a clean and healthy environment.

The Environmental Policy of Ethiopia (EPE) is a major policy document concerning environmental protection and it supports Constitutional Rights through its guiding principles. The EPE has an overall policy goal to improve and enhance the health and quality of life of all Ethiopians, to promote sustainable social and economic development through sound management and use of

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) ii Ambo - Wolisso Road Project natural, human-made and cultural resources and their environment as a whole. The EIA policies are included in the cross-sectoral environmental policies and they emphasis the early recognition of environmental issues in project planning, public participation, mitigation and environmental management, and capacity building at all levels of administration.

The FDRE has adopted several legislations and regulations that are aimed to foster environmental protection and sustainable social and economic development. Among these, the most relevant ones include the Proclamation on Establishment of Environmental Protection Organs, Proclamation on EIA, Proclamation on Environmental Pollution Control, Proclamation on Expropriation of Land Holdings and Payment of Compensation, and Regulations on Payment of Compensation for Property Situated on Landholdings Expropriated for Public Purposes. The former Proclamation assigns responsibilities to organizations for environmental development, management, regulations and monitoring activities at both federal and regional levels. It also re-establishes the federal EPA as an autonomous public institution of the FDRE. It also empowers every Sector Ministry or Agency to establish or designate an Environmental Unit and each regional state to establish an independent regional environmental agency or designates an existing agency.

The EIA Proclamation makes an EIA mandatory for specified categories of development activities and is the legal tool for environmental planning, management and monitoring. The proposed road project has been assigned under the category of projects likely to have significant negative impacts and thus requires EIA. Therefore, in accordance to this legislation, EIA has been conducted to determine the project’s potential impacts and to develop appropriate mitigation measures and environmental management plan (EMP) to prevent, reduce or offset the significant negative impacts to acceptable levels. In addition, other pertinent legislations, the EPA’s EIA Guidelines, ERA’s Environmental Procedures Manual, and Environmental Institutions have been reviewed and incorporated into the ESIA Report.

4. Description of the Baseline Condition 4.1 Physical Environment The project road generally traverses over the western highlands characterized by hilly to mountainous terrain and a flat lying topography. Geologically, the project corridor is dominantly covered by Tertiary - Quaternary volcanic rocks, among which basalt is the major rock unit covering extensive part of the project route corridor. Tuff is very localized and exposed from km 15 to km 35, and layers of pumice are noted in the exposed faces and cuts. Predominantly three types of soil formations, including black clay, reddish brown clay and tuff, cover the large extent of the project route. There is serious water erosion problem along several sections of the project road being associated with high rainfall intensity, sloping topography and lack of erosion control measures.

The mean annual rainfall of the route corridor ranges from 1200 to 1600mm. The major rainy season occurs in the month of June - September (Kiremt) and ranges from 800 to 1200mm. The other seasonal rainfall amounting to 400 to 600mm occurs in the months between February and May. The mean annual temperature along the route corridor ranges from 150C - 200C. Most section of the road is located in a high land area and mostly runs on or close to a ridge line or catchment divide. Thus, it does not encounter major rivers. However, it crosses some perennial rivers and streams, which are located in the lowland part of the project area. The streams

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) iii Ambo - Wolisso Road Project crossed by the road include Teltele River at km 6.10, Melka Haro River at 26.80, Walga River at 57.80, Kela River at 61.00 and Ejersa River at 61.70. The project road passes through densely populated and intensively farmed areas. Approximately 65% of the project road traverses intensively and moderately cultivated areas whereas 16.5% passes through towns and villages, and 15% through areas dominantly covered by shrub lands, bush lands or woodlands or dense remnant trees.

4.3 Biological Environment The climax vegetation of the project area has been extensively cleared to give way for agricultural activities and establishment of human settlements. Thus, only some patches of natural vegetation and scattered trees are remained in the project corridor. The approximate sections of the road corridor that have significant natural vegetation cover include km 10 – 15, km 21– 26, km 28 – 33, km 42 – 43, km 46 – 50 and 58 – 58.70. The major indigenous trees found in the route corridor include Juniper (Yeabesha Tid), Hagenia (Koso Zaf), Acacia (Girar), Albizia (Sassa), Cordia (Wanza), Croton (Bisana), Erythrina (Korch), and Vernonia (Girawa). Since most part of the project corridor is densely populated and intensively used for agricultural activities, it has little undisturbed habitats that could support wildlife resources. As a result only the wildlife adapted to disturbed habitats are found in the area. The wild animals reported to be found in some parts of the road corridor include Common Monkey, Anubis Baboon, Common Jackal, Warthog, Bush Pig, Colobus Monkey, Grey Duiker and Abyssinian Genet. In addition, nocturnal and burrow animals such as Hyena, Crested Porcupine and Aardvark were said to be observed in the area.

4.4 Socio-economic Environment As per dada obtained from zonal Finance and Economic Development Departments, there are a combined total 508,649 populations in rural and urban communities of 3 Weredas and two zonal capitals planned to be connected by the project road respectively. The rural and urban populations are accounting 73 and 26 percents respectively. There are a total of 178,310 populations in Ambo town and Ambo Wereda and these account 8.6% of the total population size of West Showa zone. Similarly, there are a combined total 330,339 populations in Wenchi, and Weliso Weredas as well as Weliso town and these account 31% of total population size of South Western Showa zone. The majority of the population in the project area belongs to Oromo ethnic group adhering Orthodox Christianity faith.

Agriculture is the main stay for the majority of population in the project area and it provides the largest share for livelihood of the population. Mixed farming is a common practice in the area involving dominantly crop production and livestock rearing though both are carried out at private level in a traditional way. Nonetheless, Wereda Agriculture and Rural Development Offices are aspiring to acquaint farmers with modern production systems by distributing in puts (improved seeds and fertilizers) and giving training via extension package.

5. Public and Stakeholders Consultations In parallel with field surveys and data collection, consultations with various stakeholders were carried out at key locations along the project road, including at Ambo, Chitu and Woliso towns. During the consultations, important information on potential positive as well as negative

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) iv Ambo - Wolisso Road Project environmental and social impacts were obtained together with their possible mitigation measures. In addition, useful recommendations on issues that need to be considered in the engineering design and implementation of the project were obtained. In all the consultations, the participants pledged to participate actively in the forthcoming consecutive project phases and promised to promote public participation, to maintain peace and stability in the project area, and to provide land required for campsites and construction material sources. As shown in all the consultations, the proposed road upgrading project is highly accepted by all the local communities and other key stakeholders.

6. Potential Environmental Impacts and Mitigation Measures 6.1 Positive Environmental and Social Impacts Positive environmental impacts: The major positive environmental effects of the reconstruction and upgrading of the Ambo - Woliso road together with integration of environmental mitigation measures include minimization of dust pollution and erosion prevailing on the existing road, and minimization of impacts on water quality resulting from erosion of particles from the road surfaces. In addition, it will bring improvement of sight distance/visibility for drivers and pedestrians which will reduce accident risks for both motorized and non-motorized traffic and improve traffic safety, and better safety for pedestrians and non-motorized vehicles related to provision of pedestrian walkways and parking lanes in town and village sections. Positive socio-economic impacts: The basic positive impact of the proposed project will be creating efficient and effective road transport access and reduction of costs of transport. It will also contribute to improved transport services and to increasing levels of travel and transport. Improvement of the project road is expected to further improve market opportunities, provide access to improved and better social service facilities, create improved communication, improve the supply of agricultural inputs, enhance investment and employment opportunities, contribute to income generating activities, and improve the situation of women by getting better access to transport and other facilities. The improved road will create subsequent increase and utilization of agricultural inputs and services that will result in increased production, higher farm gate prices for local produce, resulting in higher incomes to the farming households. It is also expected that employment opportunities for the local labor force will be created contributing for reduction of poverty. The project road, in its short and medium term will create impacts such as reductions in vehicle operating, transport and time costs for public passenger and freight transports and for private vehicle users, and improvement in the availability of transport facilities and services. In the long term, development impacts and incentive will be created that will bring about economic growth and changes in the livelihood conditions of the people residing in the project area.

6.2 Negative Impacts The main potential negative environmental and social impacts and their key mitigation measures include the following: (i) Loss of land under various uses: The proposed road upgrading activities will result in loss of land under various uses mainly due to widening of the road width and alignment improvements. to meet the requirement of the recommended design standard. Most of the possibly affected land is under crop production and livestock grazing. Proposed mitigation measures include selection of road design option that will involve less land requirement like adopting a 30m ROW or even less width instead of 50m width, limiting land acquisition and earthmoving activities to the imperative area necessary for the road works, restoration of

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) v Ambo - Wolisso Road Project

areas affected due to temporary activities, and payment of compensation for loss of farmlands, grazing areas and properties. (ii) Soil erosion, compaction and contamination: Implementation of the road project is likely to cause increased soil erosion during the construction phase. It is mainly related to cutting in soil and earthmoving activities that will distract the soil structures and eventually expose it to runoff erosion. In addition, the soils in the areas adjacent to the road and other active construction sites can be affected due to compaction by heavy equipment used in the construction works and dump trucks used for transportation of construction materials. Besides soil erosion and physical damages, soils in the impact areas could be affected due to contamination by hazardous substances like oils, fuel and detergents resulting from accidental spillage, leakage of equipment and vehicles, or improper disposal of used oils. These impacts can be minimized by implementing the road works during the dry season, applying half-way construction method, construction of effective drainage structures (paved side-drains, diversion drains, check dams, sufficient turnouts), reducing the time surface remains bare following completion of works, planting of appropriate plant species on erosion-prone slopes, and preventing soil pollution by hazardous substances through careful handling and appropriate disposal of used oils through approved wastes agency. (iii) Impacts on landscape quality and slope stability: Along the sections located in hilly terrain like km 21 - 26 and km 28 – 32, the road upgrading activities may involve cutting in adjacent slopes and disposal of excavation materials on downslope. This may result in formation of scars on cut slopes or spoiled landscape at spot where disposal of surplus materials is practiced. Other activities that may result in disfiguring of the landscape include operation of quarries and borrow pits, and establishment of contractors’ site facilities such as campsites, workshops and construction materials processing sites. Some geological hazard can be expected along a few stretches such as along km 22 – 26 and km 28 – 32 where loose geological formation, mainly pumice, is observed. Therefore, deep cutting in such vulnerable areas may induce some slope instability problem like land-sliding at some spots. Recommended mitigation measures include planting of appropriate grass, shrub or tree species on cut slopes and embankment/fill slopes, avoiding indiscriminate disposal of surplus or unsuitable excavation materials by depositing it only at approved disposal sites, and use of existing material sources and materials processing sites that have been used by former road projects and natural clearings/open lands for contractor’s site facilities. Additional measures include restoration of borrow sites and areas of contractors’ site facilities through back- filling, landscaping and re-establishing vegetation cover, designing and constructing appropriate slope stabilizing structures like retaining walls or gabions at the vulnerable sections, and controlling surface water infiltration to reduce seepage forces by providing adequate side drains, interceptor drains, etc. (iv) Impacts on water resources: The proposed road and drainage works and may cause some adverse impacts including increased sedimentation and water pollution of the streams and other watercourses intercepted by the project road or in its vicinity. In addition, water quality of streams, groundwater or other water sources could be impacted due to contamination through spillage of pollutants like fuel and oil, or due to improper disposal of used oil, as well as due to uncontrolled discharge of sewage and other fluid wastes at campsites. Recommended mitigation measures include execution of the potentially impacting road and drainage works during the dry season, avoiding disposal of surplus excavated materials on

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) vi Ambo - Wolisso Road Project

river banks or in river courses, proper handling of oils, fuel, used oil, detergents etc. to avoid water pollution, avoidance of leakages from vehicles and construction equipment by regular and effective maintenance, and provision of satisfactory solid and liquid wastes disposal facilities at construction camps. (v) Impacts on water supply systems and competition for water: The project road intercepts about six irrigation canals and several water supply pipelines. Implementation of the proposed road project may damage to about six irrigation canals and several water supply pipelines, and this situation may result in interruption of irrigation water flows and drinking water supply. In addition, the project may affect a protected spring water source and a pipeline conveying the water to a distribution point at about km 56.70, and unprotected spring water source at about km 29.00. Proposed mitigation measures include designing and implementing the project by shifting the centreline to RHS to protect the spring water source found at km 56.70 LHS, replacing the affected water pipelines and distribution points by new ones, and avoidance of withdrawal of water for the road works or campsite requirements from sources used by the local community unless its sufficiency is approved by the local authorities. (vi) Air and noise pollution: During construction phase, air and noise pollution are likely to be significant resulting from increased traffic flows, diversion of traffic to gravel surfaced detour roads, operation of heavy duty machinery, and operation of quarries, borrow sites and materials processing plants. The recommended mitigation measures include restriction of traffic speeds and spraying of water regularly on dusty roads, use of modern and well- maintained equipment, regular maintenance of machinery, plants and vehicles, siting of aggregate production plants and bitumen mixing plants at a minimum distance of 3km from sensitive receptors, application of a well-designed traffic management plan, carrying out noisy construction activities during normal working hours. (vii) Impacts on flora: Implementation of the proposed road project is likely to cause loss of many remnant indigenous trees as well as plantation trees found on the roadsides. The stretches or spots which have potentially affected trees include km 0.30 – 1.00, km 15.50 – 15.70, km 25.20 – 26.50, km 28.60 – 28.80, km 29.50 – 30.00, km 33.40 – 33.60, km 34.20 – 34.30, km 43.00 – 44.00, km 47 – 51.20, km 54.60 – 57.20, and 58.10 – 58.70. Major potentially affected tree species include Acacia (Girar), Hagenia (Kosso), Juniper (Yeabesha Tid), Albizia (Sassa), Erythrina (Korch), Eucalyptus (Bahir Zaf), and Cuppressus (Yeferenj Tid). Recommended mitigation measures include adhering to exacting principles of design, adopting reduced ROW and widening/improving the road to one side only, restricting earthworks to the area absolutely necessary for the road works, and applying ‘half-width’ construction method for sections having important indigenous or exotic trees or vegetation that would be affected if detour road were constructed. Additional measures are avoiding side-tipping of spoil/excess excavation materials on down-slope where it can affect vegetation/trees, and implementing replanting program to compensate for trees removed. (viii) Impacts on fauna: Implementation of the proposed road project will cause minor impacts on wildlife except on birdlife. During construction, the bird species residing in the habitats adjacent to the project road are likely to be disturbed by noise generated from the operation of heavy equipment, noisy plants and construction vehicles. These disturbances may affect nesting and the breeding success of the bird species. Potential impacts on wildlife will be

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) vii Ambo - Wolisso Road Project

minimized or compensated for by adopting the mitigation measures recommended for the impacts on flora and fauna. (ix) Impacts on road and traffic safety: During construction, there will be increased traffic volume on the project road and commensurately this may result in increased accident risks to the roadside communities, road users and domestic animals. Since the road construction works will take place during the road in operation, traffic accidents may occur due to complete or partial closure of the road and use of detours with narrow width and/or poor sight distance to drivers esp. in villages and towns. In particular, the dump trucks transporting construction materials could create more safety risks for road users and villagers. Since the road project is located in a densely populated area, risks due to traffic accidents could be an important issue unless necessary mitigation measures are implemented. Proposed mitigation measures include provision of necessary information such as speed limits, direction, hazard locations, sensitive sites by putting appropriate signals, assigning traffic regulators to control traffic flows at critical sections or periods where/when traffic safety is a serious issue, awareness training of operators of equipment and construction vehicles in traffic safety measures, and establishment of speed limits and controls for construction vehicles and discipline for the drivers. (x) Socio-economic impacts: The key adverse social impacts include loss of farmlands and crops, demolishment of housing units used either for residential or business purposes, impacts on public utilities (water supply, electric and telephone poles), impacts on social services (churches, health units), spread of HIV/AIDS and other STDs, and pressure on local services and facilities, and impacts on settlements. The specified negative impacts could be mitigated by effecting compensation for affected housing units, social services, farmlands and crop losses based on the existing legal frameworks and regulations provided for these sorts of interventions. In addition, the promotion of training and awareness creation on HIV/AIDS and other STDs would help to tackle the threat of the specified problems. Further, in order to avoid pressure on the local services like health and water supply, there has to be statement in the contract document urging the Contractor to construct the specified types social services in the camp for its project workers. 7. Environmental and Social Management and Monitoring Plans 8.1 Environmental and Social Management Plan Environmental and Social Management Plan (ESMP) is needed to ensure that the mitigation measures specified in the ESIA will actually be complied with when the project is approved for implementation and properly implemented. Therefore, a detailed ESMP that comprises the mitigation and monitoring measures to be applied during the following phases of the project together with responsibilities for their implementation and time framework is prepared and provided in section 7.1 of the ESIA Report. The proposed ESMP indicates the main environmental and social impacts, key corresponding mitigation, offset or compensation measures, recommended time framework for implementation of the mitigation measures, organizations/ parties responsible for implementation of the mitigation plan, organizations/ parties responsible for monitoring of the proper implementation of the mitigation plan, and where necessary, cost estimate of the mitigation plan.

8.2 Environmental and Social Monitoring Plan

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) viii Ambo - Wolisso Road Project

Environmental and social monitoring will be required both during the implementation and operation phases of the project to ensure the proper implementation of the ESIA recommendations. Environmental monitoring helps to detect the scale and extent of impacts caused by the project over time and to assess whether mitigation actions have been properly and timely implemented and are working as expected. Monitoring of environmental parameters will identify potential problems from the road development activities and will allow for prompt implementation of effective corrective measures. Details of the recommended environmental monitoring program are provided in section 7.2 and it includes the major issues/indicators/parameters to be measured/ monitored, frequency of monitoring, responsibilities for the monitoring activities, and cost estimate.

8.3 Environmental Mitigation Management and Monitoring Costs Most of the mitigation measures recommended in the Chapter 6 and 8 will not incur separate costs since they are a matter of good engineering practices, or they are engineering features, which will be part of the construction items. They can be implemented following proper organization/planning of works and construction methods, which shall be specified in the tender document, technical specifications and construction contract documents. The environmental and social mitigation, management and monitoring costs of the planned road project is estimated to be about 6.8 Million Ethiopian Birr. This does not include the costs of the items referred to be included in engineering cost estimates, and the costs related to compensation of affected private and public properties that are considered to be part of the Resettlement Action Plan (RAP). 8. Conclusions and Recommendations 8.1 Environmental Aspects As revealed in this ESIA study, the envisaged upgrading of the Ambo – Woliso Road is expected to involve improvements in the engineering features of the road including improvement of horizontal and vertical curves, widening of the road width, provision of shoulders, provision of parking lanes and pedestrian walkways in towns and villages, new drainage structures and replacement of substandard structures, proper side ditches and erosion protection structures, and asphalt pavements. These improvements are anticipated to bring several benefits in terms of environmental protection and road and traffic safety issues during the operation phase. These include avoidance of dust pollution and erosion problem prevailing on the existing gravel road, minimization of erosion from roadside ditches and diversion drains, and reduction of sedimentation of rivers and streams and impacts on water quality. In addition, it is likely to improve sight distance/visibility for drivers and pedestrians, which in turn will reduce accident risks for both motorized and non-motorized traffic, and facilitate traffic flows. Moreover, it will bring better safety for pedestrians and non- motorized vehicles in relation to provision of pedestrian walkways and parking lanes in town and village sections.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) ix Ambo - Wolisso Road Project landscape quality esp. at quarries and borrow pits and slope instability at a few spots along the road. Most of the potential impacts will occur during the construction period and thus, they are short-term in nature. Most are expected to be medium in magnitude and moderate or high in significance. Nonetheless, they can be mitigated to acceptable levels with good engineering design and proper construction methods, as well as through application of appropriate environmental mitigation measures. Therefore, it can be concluded that there are no serious environmental issues that will prevent the proposed Ambo - Woliso road upgrading project from proceeding to the implementation stage as long as the recommended mitigation measures are properly considered and timely implemented.

To ensure implementation, it is strictly recommended that the proposed mitigation measures shall be included in the detailed engineering design or in the tender documentation, either as contract and/or special technical specification clauses as appropriate. In addition, adequate budget shall be allocated for the mitigation, management and monitoring actions not included in the obligations of the Contractor and the Construction Supervision Consultant, and necessary institutional/specialist arrangement is made for their implementation before the commencement of the construction works. Further, a well-planned monitoring programme should be instituted in order to follow up the proper implementation of the EIA recommendations and their effectiveness, as well as incidence of any unforeseen issues.

8.2 Social Aspects

The Ambo – Woliso road influence area has limited socio-economic infrastructure. Among others, the road network in the areas is very weak, and thus, the major means of transportation is pack animals. Hence, the expansion of road and transport services is one of the key development measures that must be taken to promote accelerated and sustainable agricultural development in the project area. Thus, it is deemed that the development of the project will create better and improved market opportunities for the sale of agricultural products and consumer goods.

Public consultation held with different groups of the local community and government officials (at Wereda Levels) as well as professional experts working in the project area asserted that in need of the project and expressed their interest enthusiastically and pledged a promise as they would take part along the project implementing agency in the construction process.

The construction of the project road would create some negative impacts on the local population unless proper mitigation measures are adopted. The negative impacts are mainly related to the destruction of housing units, expropriation of farmlands, impacts on public utilities, and spread of HIV/AIDS and other STDs. The negative impacts can be managed with proper mitigation measures. The extent of disruption and damage to the natural, economic and cultural resource base depends on the design of the project and methods of its construction. Therefore, the design of the road should consider the socio-economic and environmental issues to avoid and/or minimize the damages to be caused due to the project implementation. Besides, in the processes of implementing the proposed project, the intervention should take into consideration people expectation and should be designed and negotiated with the concerned groups and their participation should be ensured. Further, all other issues, which are expected to ensure the sustainability of the project, have to be considered in the forth-coming design and construction phases of the project.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 1 Ambo - Wolisso Road Project

1 INTRODUCTION

1.1. Project Background In line with the road sector development program, the FDRE, represented by Ethiopian Roads Authority (ERA) has allocated sufficient budget for the consultancy services for the ESIA study, Detailed Engineering Design, and preparation of RAP and Tender Documents for the Ambo - Woliso Road Project. Hence, ERA requires the services of a Consultant with relevant experience. Therefore, ERA has entered into contract agreement with Associated Engineering Consultants to perform the aforementioned consultancy services. The consultancy service agreement was signed on May 07, 2010 while the date of commencement of the service was on June 15, 2010.

This ESIA study was carried out as part of the contract agreement. It was undertaken in accordance with the requirements of the general EIA Guidelines of Ethiopia prepared by the Federal EPA and the ERA’s Environmental Management Manual (2008) prepared for the road sector. This Report presents the findings of the ESIA study essentially following the requirements stated in the TOR of the consultancy services as well as the requirements of the EIA Guidelines stated above.

1.2. Objectives of the Consultancy Services and the ESIA Study Objectives of the Consultancy Services

The main objectives of the consultancy services are:

i. To carry out Environmental and Social Impact (ESIA) Study ii. To carry out Detailed Engineering Design iii. To prepare a Resettlement Action Plan (RAP) iv. To prepare complete sets of tender documents that will serve as a basis for tendering the project on procurement method based on International Competitive Bidding (ICB) or National Competitive Bidding (NCB) as agreed by the Client, using FIDIC Conditions of Contract. Objectives of the ESIA Study

The main objective of this ESIA study is to ensure that the proposed Ambo – Woliso road project is environmentally and socially acceptable. It is aimed at ensuring that the potential environmental and social impacts of the planned road project are properly identified and adequately considered during the design, implementation and operation phases so that it does not cause serious adverse effects.

1.3. Approach and Methodology of the ESIA Study

General

The approach and methodology followed for obtaining the primary and secondary data and information required for description of the baseline environmental and socio-economic conditions,

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 2 Ambo - Wolisso Road Project prediction and evaluation of potential environmental and social impacts and development of mitigation and management plans include the following:  Review of national environmental policy, strategy, legislations and guidelines,  Review of relevant former studies in the project area and pertinent literature,  Collection of relevant secondary data from zonal and woreda levels government offices,  Field surveys along the whole section of the project road and collection of site specific primary baseline data and identification of possible environmental and social issues,  Conducting consultations with key stakeholders at zonal and woreda levels and the communities along the project road including the project affected people,  Making impact analysis (identification, prediction and evaluation) using acceptable methods,  Developing suitable environmental mitigation, management and monitoring plans that would help to minimize or manage potential impacts to acceptable level.

Review of Relevant Policies and Legislations

In carrying out environmental and social impacts of development projects, it is necessary to understand and follow the national environmental policy and conservation strategy, as well as pertinent legislations and EIA procedures. In view of that, Ethiopia’s environmental policy and national conservation strategy, relevant legislations and EIA guidelines were obtained and reviewed. Then, the requirements of the policy and legal framework were followed in conducting this ESIA study and producing this Environmental Statement. A concise description of the policies, laws and guidelines reviewed is presented in Chapter 2 and their list is provided at the end of the main body of this report.

Review of Previous Studies and Literature

A number of former studies in the project area were collected from zone and woreda government organizations. Additional pertinent documents and literature were obtained from the Consultant’s Archive. All these were reviewed and relevant data and information presented in the documentation was extracted and used in the baseline description. The full list of the documents consulted is given in the list of references.

Field Surveys and Data Collection

Succeeding the review of the policy and legal framework and initial review of available previous studies, the ESIA team conducted a field visit to the project area with the main objective to undertake the following major tasks: - To collect relevant secondary data from zone and woreda government offices, - To conduct consultations with the key stakeholders including the project affected community, and

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 3 Ambo - Wolisso Road Project

- To survey the project road environment, collect primary baseline data and identify environmental and social issues likely to arise with implementation of the proposed road project.

Important secondary data were collected from administration and sectoral government offices of West and Southwest Shewa Zones and woredas connected by the project road. These offices include Zone and Woreda Administration Offices, Agriculture and Rural Development Offices, Land and Environmental Protection Offices, Water and Mines Resources Development Offices, Finance and Economic Development Offices, Health Offices and Education Offices.

In parallel with the secondary data collection, the ESIA team conducted intensive field surveys along the entire length of the project road. Through this activity, the team collected detailed baseline data on environmental and social characteristics of the direct impact zone of the project, and identified possible environmental and social impacts of the planned road project. In addition, interviews and discussions were made with officials and key experts as well as members of the local community met along the road. Moreover, formal meetings or public consultations were made at key locations along the project road. Details of the stakeholders consultations are discussed in section 1.3.5 below.

Stakeholders Consultations

During the environmental field visit, the key stakeholders at zone and woreda levels were contacted in order to inform them about the envisaged road-upgrading project, consult them and obtain relevant information on existing conditions or constraints of the study area. In addition, their opinions, information and concerns about potential environmental and social issues and their mitigation measures were gathered through informal discussions and interviews. The information and ideas obtained during the consultations are considered in the impact analysis and the key findings are briefly discussed in Chapter 5, and the list of consulted persons and organizations are given in Appendix 1.

In addition, formal meetings were held at three key locations along the project road. These include Ambo, Chitu and Woliso towns, which are woreda centers for the woredas directly connected by the road. The key stakeholders participated in the consultation meetings include woreda and kebele administrators, heads or representatives of sector offices, and representatives of the local community.

Information related to existing environmental and socio-economic features of the project influence area, as well as the attitudes of the consulted parties towards the envisaged project were obtained during the consultations. These information and opinions have been considered in the impact analysis and development of mitigation, management and monitoring plans. The details of the consultation process and the key findings are described in Chapter 5, and the minutes of the meetings are presented in Appendix 2.

Impact Analysis

Following the analysis of the baseline data and the stakeholders’ opinions, potential positive as well

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 4 Ambo - Wolisso Road Project as negative environmental and social impacts of the construction and operation of the proposed road project have been identified, predicted and analyzed for significance. The identified impacts have been evaluated being classified as impacts on physical, biological, and socio-economic environments.

The identified potential environmental and social impacts have also been analyzed for their status (beneficial/adverse), magnitude, geographical extent, duration in time, likelihood of occurrence, and potential for effective mitigation. The combination of these parameters have been summarized in an all-encompassing measure of “significance”, which is the basis for impact assessment and prioritization of mitigation. Corresponding to the significance of impacts, appropriate mitigation measures have been recommended to prevent or minimize the adverse impacts. The details of the impact analysis are presented in Chapter 6.

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2 DESCRIPTION OF THE ROAD PROJECT

The existing Ambo – Woliso road, which is about 63 km long, is low level gravel surfaced rural road. It is located in West and Southwest Zones of the Oromia National Regional State. More specifically, it connects three rural woredas, namely Ambo, Wenchi and Woliso Woredas, and two urban woredas, Ambo Town and Woliso Town Woredas. The existing road was said to be constructed in 1973 E.C. by ERA.

The start of the project is at Ambo Town, which is 105 km from Addis Ababa along the Addis – Ambo – Nekempte trunk road. The project starts by branching off to the left from Ambo town and traverses in the south direction to Wolisso Town passing through Darian and Chitu towns. Important towns and junctions traversed by the project route are listed in Table 2.1 below.

Table 2.1 Important Towns/Villages/Junctions along the Road

S. Name Station Notes No.

1 Ambo Town 0+000 – 3+100 Zonal and Woreda Capital

2 Altufa 15+000 -15+970 Kebele Centre Village

3 2nd Town in Wenchi W. & has public utilities Haro Wenchi 26+000 – 27+600 (telephone, water supply, health center & school)

5 Darian 37+800 – 40+000 Kebele Centre & has public utilities as above

6 Sonkele 45+900 – 46+300 Kebele Center

7 Chitu 51+600 – 53+000 Woreda Town/Capital

9 Woliso 60+300 – 62+266 Zonal and Woreda Capital

The project road is very useful mainly to connect the two trunk roads, namely Addis - Woliso – Jimma and Addis – Ambo – Nekemte roads. In addition, the road will improve access to highly populated and agriculturally productive areas of the Ambo, Wenchi and Woliso Woredas. In addition, it will improve access to Lake Wenchi, a crater lake, formed by volcanic action and it has a high potential for eco-tourism. The Lake Wenchi access road intersects the existing road at Haro Wenchi town.

The road has very limited traffic composed of mainly pickups and small and medium buses. Rarely, small trucks traverse the route. The traffic is also limited to short distances around the towns of Ambo and Woliso.

The project road has an average width of 6m. Most of the existing pavement is found in a very bad condition. Only the first 1km section of the existing road in Ambo town is surfaced with asphalt pavement. The asphalt section of the road was constructed with a Telford base placed directly on sub-grade and a thin layer of crushed aggregate material acting as leveling course, surfaced with double surfaced asphalt layer of 15 - 20 mm thickness.

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The project road especially the gravel surfaced part of the road located near the beginning and end of the project has been frequently maintained for ease of riding. However, the escarpment section of the road between Km 15 to Km 33 has received less maintenance as compared to the other sections. The gravel loss of the road is severe and most section of the road show exposed big size rocks despite recent maintenance work.

The upgrading of the road could attract considerable amount of diverted and generated traffic from the two main high ways. Presently this road is serving very limited traffic mainly small and medium buses in the vicinity of the towns of Ambo and Wolisso.

Despite the best shorter route to reach on either sides of the main highways, heavy trucks and trailers are avoiding the route due to the steep grades and tight curves and are using the longest route through Addis Ababa.

The existing roads need improvement both in vertical as well as horizontal alignment. There are very sharp horizontal curves without sufficient passing and stopping sight distances in the mountainous and escarpment sections.

The road-upgrading project will basically follow the existing alignment. However, it will involve improvements in both horizontal and vertical alignments, widening of the road width, replacement of substandard cross drainage structures and provision of new structures, provision of proper side ditches, erosion protection structures, shoulders, parking lanes and pedestrian walkways in towns and villages, and asphalt pavements. However, it may be necessitate some departures to horizontal and vertical curves due to prevailing terrain conditions.

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3 ENVIRONMENTAL POLICY AND LEGAL FRAMEWORK

The policies, legislations and guidelines which govern the way in which environmental and social assessments are conducted in Ethiopia, and the framework in which the environmental and social management of the proposed road works would be undertaken have been identified and reviewed during the EIA process. These are briefly described in the following sections.

3.1 The Constitution of FDRE The Constitution of Ethiopia, adopted in August 1995 through Proclamation No. 1/1995 , contains a number of articles, which are relevant to environmental matters in connection with development projects, and forms the fundamental basis for the development of specific environmental legislative instruments.

In the section, which deals with democratic rights, Article 43 gives the right to people to improved living standards and to sustainable development. Article 92 of Chapter 10 (which sets out national policy principles and objectives), includes the following significant environmental objectives: • Government shall endeavour to ensure that all Ethiopians live in a clean and healthy environment as stated in Article 44, • Development projects shall not damage or destroy the environment, • People have the right to full consultation and the expression of views in the planning and implementation of environmental policies and projects that affect them directly, and • Government and citizens shall have the duty to protect the environment.

3.2 Relevant National Policies and Strategies

Environmental Policy of Ethiopia The Environmental Policy of Ethiopia (EPE) of the Federal Democratic Republic of Ethiopia (FDRE) was approved by the Council of Ministers in April 1997. It is based on the Conservation Strategy of Ethiopia (CSE), which was developed through a consultative process over the period 1989-1995. The policy has the broad aim of rectifying previous policy failures and deficiencies, which in the past, have led to serious environmental degradation. 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 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.

Environmental Impact Assessment (EIA) policies are included in the cross-sectoral environmental policies. The EIA policies emphasis the early recognition of environmental issues in project planning, public participation, mitigation and environmental management, and capacity building at all levels of administration.

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The policy also establishes the authority of the Environmental Protection Agency (EPA) to harmonize Sectoral Development Plans and to implement an environmental management program for the country. It also imparts political and popular support to the sustainable use of natural, human-made and cultural resources at the federal, regional, zonal, Woreda and community levels.

Conservation Strategy of Ethiopia Since the early 1990s, the Federal Government of Ethiopia has undertaken a number of initiatives to develop regional, national and sectoral strategies for environmental conservation and protection. Paramount amongst these was Conservation Strategy of Ethiopia (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 approved by the Federal Government, and it is an important policy document. 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 policies, action plans and programmes, 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 priority actions plan 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.

Sectoral Policies The Government of Ethiopia has issued several sectoral and cross-sectoral policies that considers environmental issues for sustainable development. Among these, the ones which are most relevant are described below. i) Water Resource Policy The Ministry of Water Resources formulated the Federal Water Resource Policy in 1998 for comprehensive and integrated water resource management. The overall goal of the water resources policy is to enhance and promote all national efforts towards the efficient and optimum utilisation of the available water resources for socio-economic development on sustainable bases. The document includes policies to establish and institutionalise environment conservation and protection requirements as integral parts of water resources planning and project development. ii) Wildlife Policy The Wildlife Policy was developed in 2006 by the Ministry of Agriculture and Rural Development. The prime objective of the policy is to create conducive environment for the preservation, development and sustainable utilisation of Ethiopia’s wildlife resources for social and economic development and for the integrity of the biosphere/ biodiversity. It covers a wide range of policies and strategies relating, amongst others, to wildlife conservation and protected areas with four categories from the highest protection ranking ‘National Park’, followed by ‘Game Reserve’ and ‘Sanctuary’ to ‘Controlled Hunting Area’.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 9 Ambo - Wolisso Road Project iii) National Biodiversity Conservation and Research Policy The National Biodiversity Conservation and Research Policy, adopted in 1998, provides policy directives with regard to conservation, development and sustainable utilization of the genetic resources and essential ecosystems of the country as well as the need to build national capacity to collect, evaluate, conserve and utilize the country’s biodiversity. The need to regulate access to genetic resources through various measures, including legislation and building appropriate institutional structures and mechanisms is also emphasized. Moreover, strengthening capacity for information collection and documentation, encouraging networking and generally integration of biodiversity conservation, research and development elements in education and general awareness programmes are considered important. iv) National Population Policy This Policy 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 combined with an increase in economic returns. With specific reference to natural resources, the main objectives of National Population Policy 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 accommodating capacity of the environment by taking appropriate environmental protection and conservation measures. v) Ethiopia’s Health Policy Ethiopia’s health policy was issued in 1993, with the aim of giving special attention to women and children, to neglected regions and segments of the population, and to victims of man-made disasters. The priority areas of the policy are in the field of Information Education and Communication (IEC) of health to create awareness and behavioral change of the society towards health issues, emphasis on the control of communicable disease, epidemics, and on diseases that are related to malnutrition and poor living condition, promotion of occupational health and safety, the development of environmental health, rehabilitation of health infrastructures, appropriate health service management system, attention to traditional medicines, carrying out applied health research, provision of essential medicines, and expansion of frontline and middle level health professionals. vi) National HIV/AIDS Policy and ERA’s HIV/AIDS Policy at Work Places Ethiopia is one of the countries in the world that is facing HIV/AIDS pandemics. Having understood the magnitude of the HIV/AIDS pandemic and its paramount impacts on the socio- economic development of the country, the FDRE issued a Policy on HIV/AIDS in 1998, which calls for an integrated effort of multi-sectoral response to control the epidemic. The National HIV/AIDS Policy urges communities at large, including government ministries, local governments and the civil society to assume responsibility for carrying out HIV/AIDS awareness and prevention campaigns. The general objective of the policy is to provide an enabling environment for the

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 10 Ambo - Wolisso Road Project prevention and control of HIV/AIDS in the country. In order to address the problem and coordinate the prevention and control activities at national level, in 2000 National AIDS Council was established under the Chairmanship of the country’s President, and in 2002 HIV/AIDS Prevention and Control Office was established.

The transport sector, to which ERA belongs, is among the most susceptible sectors for the spread of HIV/AIDS. It was in recognisance of this that ERA has issued Sectoral Policy for HIV/AIDS in the Work places of ERA in June 2004. The policy acknowledges that HIV/AIDS is a reality in the work places, which may have detrimental effects on its work force. The policy is prepared with the objectives of developing and implementing an effective workplace programme. Some of the policy objectives of ERA´s HIV/AIDS policy are to create awareness among its employees and promote effective ways to managing HIV/AIDS and to create supportive environment for those affected. The principles of the policy are to ensure that employees living with HIV/AIDS have the same right and obligations; to avoid discriminations and stigmatization of employees with HIV/AIDS to receive equal treatment; seek to minimize the social and development consequences, provide support counselling and educational services to infected and affected employees; to establish and maintain an employee assistance programme and ensure sustainable resource for the prevention and control. vii) National Policy on Women This Policy was issued in March 1993 emphasizing that all economic and social programs and activities should ensure equal access of men and women to the country’s resources and in the decision making process, so that they can benefit equally from all activities carried out by the Federal and Regional Institutions. Among the main policy objectives is that laws, regulations, systems, policies and development plans that are issued by the government should ensure the equality of men and women, and that special emphasis should be given to the participation of rural women.

ERA’s Resettlement/Rehabilitation Policy Framework ERA’s resettlement/rehabilitation policy framework (RPF), issued in February 2002 and revised in December 2006, contains various elements that ERA should follow regarding compensation procedures. The RPF also clarifies the principles of reinforcement measures for the positive social impacts and mitigation measures for addressing negative social impacts induced by road projects. The policy framework stresses the need to consult and compensate project-affected persons (PAPs) in relation to resettlement/relocation, and for loss of assets and properties that are affected due to construction of road projects.

Regarding compensation procedures and establishing compensation rates, ERA establishes compensation committees at project area level by enlisting representatives from government offices and representatives of PAPs. The compensation committees have the function of conducting the registration of affected properties and the number of PAPs and determining the compensation rates.

If a dispute arises regarding the amount of compensation to be paid to the project affected persons, recourse is available to the courts. However, aggrieved PAPs will also have a chance to make their complaints to the Right of Way (ROW) agent, the consultant and finally to the compensation committee.

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3.3 The World Bank Safeguard Policies The World Bank has 10 environmental, social, and legal Safeguard Policies, of which the ones that are likely triggered by the proposed Ambo-Woliso Road Project are described concisely below.

3.3.1 OP/BP 4.01 Environmental Assessment (EA)

Environmental Assessment is one of the 10 environmental, social, and legal Safeguard Policies of the World Bank. Environmental Assessment is used in the World Bank to identify, avoid, and mitigate the potential negative environmental impacts associated with Bank lending operations. In World Bank operations, the purpose of Environmental Assessment is to improve decision making, to ensure that project options under consideration are sound and sustainable, and that potentially affected people have been properly consulted.

As stated in the Bank’s Safeguard Policies, Environmental Assessment is used in the World Bank to identify, avoid, and mitigate the potential negative environmental impacts associated with Bank lending operations. The Bank classifies a proposed project into one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. The four categories are:

Category A: If a proposed project is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. EA for a Category A project examines the project’s potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the “without project” situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. The Category A designation may be equated to the Schedule 1 designation in Ethiopian EIA guideline document (EPA, 2000).

The proposed Ambo-Woliso road upgrading project would fall under Category A because it is expected to bring a number of significant negative environmental and social impacts. Hence, it has been subjected to an ESIA study in order to identify potential impacts and propose mitigation measures that are capable of avoiding or reducing the potentially significant adverse impacts to acceptable levels. In addition, an Environmental and Social Management Plan (ESMP) that encompasses the mitigation, monitoring and institutional measures to be implemented during the project construction and operation phases has been prepared and included in Chapter 7 of this ESIA Report. It is expected that the ESMP would be part of the project implementation plan (PIP).

Category B: A proposed project is classified as Category B if its potential adverse impacts on human populations or environmentally important areas - including wetlands, forests, grasslands, and other natural habitats - are less adverse than those of Category A projects. These impacts are site-specific; few if any of them are irreversible; and in most cases mitigatory measures can be designed more readily than for Category A projects. The scope of EA for a Category B project is narrower than that of Category A EA. Like Category A EA, it examines the project’s potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance.

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Category C: A proposed project is classified as Category C if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project.

Category FI: A proposed project is classified as Category FI if it involves investment of Bank funds through a financial intermediary, in subprojects that may result in adverse environmental impacts.

3.3.2 OP/BP 4.12 Involuntary Resettlement The objective of this policy is to either avoid or minimize involuntary resettlement where feasible, exploring all viable alternative project designs, assist displaced persons in improving their former living standards, income earning capacity, and production levels, or at least in restoring them, encourage community participation in planning and implementing resettlement, and provide assistance to affected people regardless of the legality of land tenure.

This policy may be triggered by the Ambo-Woliso Road Project since its implementation is likely to displace several families residing along the road, particularly along the section in Ambo town and along the section between about km 33 and km 40. To address this issue, the accurate number of families that will be affected by the road project need to be identified after completion of the detailed engineering design and a resettlement action plan (RAP) is prepared and implemented in order to rehabilitate the affected families. 3.3.3 OP/BP 4.11 Physical Cultural Resources: The objective of OP/BP 4.11 on Physical Cultural Resources is to avoid, or mitigate, adverse impacts on cultural resources from development projects that the World Bank finances. Cultural resources are important as sources of valuable historical and scientific information, as assets for economic and social development, and as integral parts of a people's cultural identity and practices. The loss of such resources is irreversible, but fortunately, it is often avoidable.

3.3.4 Operational Policy 4.04: Natural Habitats seeks to ensure that World Bank-supported infrastructure and other development projects take into account the conservation of biodiversity, as well as the numerous environmental services and products which natural habitats provide to human society. The policy strictly limits the circumstances under which any Bank-supported project can damage natural habitats (land and water areas where most of the native plant and animal species are still present).

 Specifically, the policy prohibits Bank support for projects which would lead to the significant loss or degradation of any Critical Natural Habitats, whose definition includes those natural habitats which are either:

 legally protected,

 officially proposed for protection, or

 Unprotected but of known high conservation value.

 In other (non-critical) natural habitats, Bank supported projects can cause significant loss or degradation only when

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i. there are no feasible alternatives to achieve the project's substantial overall net benefits; and

ii. Acceptable mitigation measures, such as compensatory protected areas, are included within the project.

3.3.4 Operational Policy/Bank Procedure 4.36 (forests policy): The Bank's current forests policy aims to reduce deforestation, enhance the environmental contribution of forested areas, promote forestation, reduce poverty, and encourage economic development. Combating deforestation and promoting sustainable forest conservation and management have been high on the international agenda for two decades. As forests are home to at least half of all life forms on earth, and as two- thirds of the planet's original forest cover has gone, the biodiversity of the planet has been seriously affected. There is, however, growing recognition that wise forest management is critical to sustainable development, particularly where the local or national economy is based directly on the use of forest resources. In addition, forest ecosystems have major impacts on soil, water, and coastal marine productivity over very large areas. They also have a significant influence on the global carbon cycle, which plays a crucial role in local and global climate regulation.

 The Bank has finalized its revised approach to forestry issues, in recognition of the fact that forests play an increasingly important role in poverty alleviation, economic development and for providing local as well as global environmental services.  Success in establishing sustainable forest conservation and management practices depends not only on changing the behavior of all critical stakeholders, but also on a wide range of partnerships to accomplish what no country, government agency, donor, or interest group can do alone. The new Forest Strategy suggests three equally important and interdependent pillars to guide future Bank involvement with forests:

 Harnessing the potential of forests to reduce poverty,

 Integrating forests in sustainable economic development, and

 Protecting vital local and global environmental services and forest values.

The forestry policy should be read in conjunction with the Natural Habitats OP/BP 4.04.

3.4 Environmental Framework Legislations This section describes briefly the legislations that are aimed at advancing environmental protection and sustainable use of natural as well as man-made resources.

3.4.1 Proclamation on Establishment of Environmental Protection Organs This Proclamation (No. 295/2002) came into effect in 20002 and its objective was to assign responsibilities to separate organizations for environmental development and management activities on one hand, and environmental protection, regulations and monitoring on the other, in order to ensure sustainable use of environmental resources, thereby avoiding possible conflicts of interest and duplication of effort. It is also intended to establish a system that fosters coordinated but differentiated responsibilities among environmental protection agencies at federal and regional levels.

The Proclamation re-established the EPA as an autonomous public institution of the FDRE. It also empowers every Sector Ministry or Agency to establish or designate an Environmental Unit

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(Sectoral Environmental Unit) that shall be responsible for coordination and follow-up so that the activities of the ministry or competent agency are in harmony with this Proclamation and with other environmental protection requirements. Furthermore, the Proclamation stated that each regional state should establish an independent regional environmental agency or designates an existing agency that shall be responsible for environmental monitoring, protection and regulation in their respective regional states.

3.4.2 Proclamation on Environmental Impact Assessment This Proclamation (Proc. No. 299/2002) was issued in December 2002 with the aim to make an EIA mandatory for specified categories of activities undertaken either by the public or private sectors and to ensure EIA as a legal tool for environmental planning, management and monitoring.

The Proclamation elaborates on considerations with respect to the assessment of positive and negative impacts and states that the impact of a project shall be assessed on the basis of the size, location, nature, cumulative effect with other concurrent impacts or phenomena, trans-regional context, duration, reversibility or irreversibility or other related effects of a project. Categories of projects that will require full EIA, not full EIA or no EIA are provided. To effect the requirements of this Proclamation, the EPA has issued a Procedural and Technical EIA Guidelines, which provide details of the EIA process and its requirements.

3.4.3 Proclamation on Environmental Pollution Control This Proclamation, Proc. No. 300/2002, is mainly based on the right of each citizen to have a healthy environment, as well as on the obligation to protect the environment of the Country and its primary objective 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. These inspectors (to be assigned by EPA or regional environmental agencies) are given the authority to ensure implementation and enforcement of environmental standards and related requirements.

3.4.4 Proclamation on Development, Conservation and Utilization of Wildlife This Proclamation (No. 541/2007) came into effect in August 2007 and its major objectives are to conserve, manage, develop and properly utilize the wildlife resources of Ethiopia; to create conditions necessary for discharging government obligations assumed under treaties regarding the conservation, development and utilization of wildlife; and to promote wildlife-based tourism and to encourage private investment. Under its Part two, the Proclamation provides the categories of Wildlife Conservation Areas to be designated and administered by the Federal Government, Regional States, Private Investors, and Local Communities.

Part three of the Proclamation contains provisions related to economic activities that may be undertaken within a wildlife conservation area, wildlife resource based tourism, and trading in wildlife and their products. Finally, Part four of the Proclamation comprises Miscellaneous Provisions that include Powers and Duties of the MoARD, Regional States and Wildlife Anti- Poaching Officers, Penalty, Repeal and Savings, and Inapplicable Laws.

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3.4.5 Proclamation on Forest Development, Conservation and Utilization Proclamation No. 542/2007, issued in September 2007, provides for the development, conservation and sustainable utilization of forests in satisfying the needs of the society for forest products and in the enhancement of national economy in general. It provides the basis for sustainable utilization of the country’s forest resources. The Proclamation categories types of forest ownership as private forest and state forest. The Proclamation then goes on to give some specific direction for the development and utilization of private and state forests. Part two of the Proclamation contains provisions for the Promotion of the Utilization of Private Forest, while Part three gives provisions for Conservation, Development and Administration of State Forest. Lastly, Part four comprises Miscellaneous Provisions that, among others, include prevention of forest fire, production and movement of forest products, prohibitions, forest guards and inspectors of forest products movement, and powers and duties of the MoARD and Regional States.

3.4.6 Proclamation on Expropriation of Land Holdings and Payment of Compensation This Proclamation, Proc. No. 455/2005, issued in July 2005, deals with appropriation of land for development works carried out by the government and determination of compensation for a person whose landholding has been expropriated. It includes provisions on power to expropriate landholdings, notification of expropriation order, responsibility for the implementing agency, and procedures for removal of utility lines. According to the Proclamation, the power to expropriate landholdings mainly rests on Woreda or urban administration authorities. Article 3 (1) of the Proclamation states that a Woreda or an urban administration shall, upon payment in advance of compensation in accordance with this Proclamation, have the power to expropriate rural or urban landholdings for public purpose where it believes that it should be used for a better development project to be carried out by public entities, private investors, cooperative societies or other organs, or where such expropriation has been decided by the appropriate higher regional or federal government organ for the same purpose.

In addition, the Proclamation deals with determination of compensation having articles on the basis and amount of compensation, displacement compensation, valuation of property, property valuation committees, complaints and appeals in relation to compensation. As per this Proclamation, a land holder whose holding has been expropriated shall be entitled to payment for compensation for his property situated on the land for permanent improvements he made to such land, and the amount compensation for property situated on the expropriated land shall be determined on the basis of replacement cost of the property. For houses in urban areas, the amount of compensation should not be less than the current market value of construction. In addition to the amount of compensation for the property expropriated, the Proclamation also gives a provision for cost of removal, transportation and erection.

3.4.7 Proclamation on Rural Land Administration and Land Use This Proclamation, Proc. No. 456/2005, came into effect in July 2005, and its objective was to conserve and develop natural resources in rural areas by promoting sustainable land use practices. In order to encourage farmers and pastoralists to implement measures to guard against soil erosion, the Proclamation introduces a Rural Land Holding Certificate, which provides a level of security of tenure. The MoARD is charged with executing the Proclamation by providing support and coordinating the activities of the regional authorities. Regional governments have an obligation to establish a competent organization to implement the rural land administration and land use law.

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According the Proclamation where land, which has already been registered, is to be acquired for public works, compensation commensurate with the improvements made to the land shall be paid to the land use holder or substitute land shall be offered. The Proclamation imposes restrictions on the use of various categories of land, for example wetland areas, steep slopes, land dissected by gullies, etc.

3.4.8 Proclamation on Research and Conservation of Cultural Heritage Proclamation No. 209/2000 provides legal framework for Research and Conservation of Cultural Heritage. The Proclamation establishes the Authority for Research and Conservation of Cultural Heritage (ARCCH) as a government institution with a juridical personality. In addition, it has provisions for management, exploration, discovery and study of Cultural Heritage and miscellaneous provisions.

As defined in the Proclamation, the objectives of the Authority (ARCCH) are to carry out a scientific registration and supervision of Cultural Heritage; protect Cultural Heritage against man- made and natural disasters; enable the benefits of Cultural Heritage assist in the economic and social development of the country; and discover and study Cultural Heritage.

Article 41 of the Proclamation is on Fortuitous Discovery of Cultural Heritage and Sub-Article (1) states that, any person who discovers any Cultural Heritage in the course of an excavation connected to mining explorations, building works, road construction or other similar activities or in the course of any other fortuitous event, shall forthwith report same to the Authority, and shall protect and keep same intact, until the Authority (ARCCH) takes delivery thereof. Connected to this, Sub-Article (2) states that, the Authority shall, upon receipt of a report submitted pursuant to Sub-Article (1) hereof, take all appropriate measures to examine, take delivery of, and register the Cultural Heritage so discovered.

3.4.9 Proclamation on Ethiopian Water Resources Management Proclamation No. 197/2000, issued in March 2000, provides legal requirements for Ethiopian water resources management, protection and utilization. The aim of the Proclamation was to ensure that water resources of the country are protected and utilized for the highest social and economic benefits, to follow up and supervise that they are duly conserved, ensure that harmful effects of water use prevented, and that the management of water resources is carried out properly.

3.4.10 Proclamation on Public Health The Public Health Proclamation (No. 200/2000) entered into force as of March 9, 2000. Objectives of the Proclamation include enhancing popular participation in implementing the country’s health sector policy, promoting attitudinal changes through primary health care approach and promoting healthy environment for the future generation.

3.4.11 Proclamation on Establishment of Oromia Land and Environmental Protection Bureau 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 Mach 2009. The main objective of the Proclamation was to establish the OBoLEP that shall administer and

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 17 Ambo - Wolisso Road Project regulate the urban and rural land and prepare land use planning of the region in an organized manner under one executive, and regulate implementation of any development with the knowledge of land use planning and environmental protection. The Proclamation provides details of the powers and duties of the authority.

3.4.12 Proclamation on Oromia Rural Land Administration and Use In line with the powers given to regional governments, the Oromia NRS issued this Proclamation (Procl. No. 55/2002). The main objectives of the Proclamation were to establish systems that promote a sustainable use of rural land and to create a conducive environment for rural land administration. Among others, the Proclamation defines the use right, security and obligation of the land users in accordance with the land use and administration policy, and institutional arrangement for implementation of the Proclamation.

3.4.13 Regulations on Payment of Compensation for Property Situated on Landholdings Expropriated for Public Purposes Regulations No. 135/2007, came into force in July 2007, deal with payment of compensation for property situated on landholdings expropriated for public purposes. These Regulations were issued by the Council of Ministers pursuant to Article 5 of the Definition of Powers and Duties of the Executive Organs of the FDRE Proclamation No. 471/2005 and Article 14(1) of the Proclamation No. 455/2005 (discussed under 2.2.7) with an objective of not only paying compensation but also to assist displaced persons to restore their livelihood.

The Regulations contain provisions on assessment of compensation for various property types (including buildings, fences, crops, trees and protected grass), permanent improvement of rural land, relocation of property, mining license, burial ground, and formula for calculating the amount of compensation. In addition, it has provisions for replacement of urban land and rural land, displacement compensation for land used for crops, protected grass or grazing, and provisional expropriation of rural land. Further, the Regulations contain provisions that specify properties for which compensation is not payable and regarding furnishing of data to compensation committee, records of property, evidence of possession and ownership, and valuation costs.

3.5 International Conventions and Protocols 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 on Environment. The Government has established an Environmental Protection Authority, and this Authority is designated as focal point for the implementation of these conventions and protocols. These Conventions and Protocols are as follow:  Convention concerning the Protection of World Cultural and Natural Heritage, ratified in 1972.  International Plant Protection Convention.  Convention on International Trade in Endangered Species (CITES), ratified in 1989.  Vienna Convention on Ozone Layer Protection (1990);  Montreal Protocol for Substances Depleting the Ozone Layer (1990);  United Nations Convention on the Law of the Sea.  Framework Convention on the Law of the Sea.  Framework Convention on Climate, ratified in 1994.

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 Convention on Biological Diversity, ratified in 1994.  African Convention on the Conservation on Natural Resources.  Convention on Desertification, ratified 1997.  Convention on Biodiversity (Rio convention) (1997);  Framework Convention of United Nations on Climate Change (1997); and  Convention on the Control of Trans-boundary Movement of Hazardous Substances.

3.6 Environmental Assessment Guidelines

3.6.1 EPA’s EIA Guidelines In order to implement the EIA legislation, EPA has prepared and issued a number of environmental guidelines. Among these are the technical and procedural EIA guidelines, which were issued in 2000 and 2003 respectively. They are intended to guide developers, competent agencies and other stakeholders in carrying out EIAs. The procedural guideline details the required procedures for conducting an EIA, the permit requirements, the stages and procedures involved in EIA process, and the roles and responsibilities of parties involved in the EIA process. It also includes the categories of projects (schedule of activities) concerning the requirement of EIA, and list of project types under each category.

The technical guideline specifies tools particularly standards and guidelines that may be considered when engaging in the EIA process, and details key issues for environmental assessment in specific development sectors. The Guideline provides the categories, the relevant requirements for an EIA and lists project types under each category. In accordance with this Guideline, projects are categorised into three schedules: Schedule 1: Projects which may have adverse and significant environmental impacts and therefore require a full Environmental Impact Assessment. Schedule 2: Projects whose type, scale or other relevant characteristics have potential to cause some significant environmental impacts but are not likely to warrant a full EIA study. Schedule 3: Projects which would have no impact and do not require an EIA.

Road projects that are likely to have significant environmental and social effects would fall into Schedule 1. The Ambo – Woliso Road Project is considered as Schedule 1 because it is believed to bring some significant environmental and social impacts. The EIA laws and guidelines of Ethiopia require the preparation of environmental impact statement (EIS)/EIA report and its submission to the EPA or REA for projects requiring EIA. The legal documents also state that an EIS should contain sufficient information that enable the determination of whether or under what conditions the project should proceed.

3.6.2 ERA's Environmental Procedure Manual In order to standardize environmental procedures for design of new roads and rehabilitation of existing roads, the ERA, in consultation with the EPA, has prepared an Environmental Procedures Manual for the use and technical guidance of design personnel of the ERA and consultants preparing projects for the Authority. In the Manual two project categories are described as follows:

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Category I Projects: Projects requiring a full EIA study These are projects that are likely to have significant impacts on the environment. Therefore, a self- standing EIA is required that in turn requires specific Terms of Reference for its fulfillment. Projects of such nature may include new/upgrading of major roads, new/upgrading of regional roads, and other works of similar extent. Category II Projects: Projects requiring an initial EIA These are road projects that have the potential to cause some significant environmental impacts but not likely to warrant a detailed EIA study. These are projects like rehabilitation of roads, and other works of similar extent. According to this manual, the Ambo – Woliso Road Project should be subjected to a full scale environmental and social assessment study, i.e. Category I Project. The Manual outlines standard methods and procedures for a step-by-step approach to environmental management activities to be conducted during each phase of the road project cycle, including the preparation and supervision of works contracts as well as the execution of road construction, rehabilitation and maintenance works.

3.6.3 ERA’s Standard Technical Specifications ERA prepared the Standard Technical Specifications (2002) which specifies among others acceptable environmental standards for the preparation of the road project design and contract document. The standard under division 1600 deals with environmental protection and mitigation measures. It mainly covers landscape preservation, temporary soil erosion control, preservation of trees and shrubbery, preservation of water pollution, abatement of air, dust, noise and lighting pollution, preservation of historical, archaeological and cultural remains and clean up and disposal of waste materials. Moreover, under division 1400 it deals with accommodation, sanitary arrangements, water and other social services. These standards specified regarding the social and environmental protection have been used appropriately in the preparation of this ESIA study.

3.7 Institutional and Administrative Framework

3.7.1 Federal and Regional Administration The Federal Democratic Republic of Ethiopia (FDRE) was formally established on August 21, 1995. The FDRE comprises of the Federal States with nine Regional State members. The new government structure takes power from the center to regions and localities. The relative roles of government at the different levels (Federal, Regional and Local) in terms of power and duties, including on fiscal matters, have been defined by the Constitution, Proclamations Nos. 33 of 1992, 41 of 1993, and 4 of 1995. Under these proclamations, duties and responsibilities of Regional States include planning, directing and developing social and economic programs, as well as the administration, development and protection of natural resources of their respective regions.

The duties and responsibilities of the Regional States include planning, directing and developing social and economic programs as well as the administration, development and protection of natural resources of their respective regions. The basic administrative units in each Regional Government are the Woredas, which sub-units are the Kebeles. Further, based on their authority and

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 20 Ambo - Wolisso Road Project responsibilities the regional governments have established Sectoral Bureaus, Commissions and Authorities.

3.7.2 Environmental Protection Authority The National Environmental Protection Authority (EPA) was re-established under Proclamation No. 295/2002 as an autonomous public institution of the Federal Government of Ethiopia entrusted with the protection and conservation of natural resources in Ethiopia. The general role of the EPA is to provide for the protection and conservation of the broad environment, through formulation of policies, strategies, laws and standards, which foster social and economic development in a manner that enhance the welfare of humans and the safety of the environment sustainable.

The EPA is the Competent Agency at the Federal level in Ethiopia. It is, therefore, the responsibility of this authority in the EIA process to: • ensure that the proponent complies with requirements of the EIA process; • maintain co-operation and consultation between the different sectoral agencies throughout the EIA process; • maintain a close relationship with the proponent and to provide guidance on the process; and • evaluate and take decisions on the documents that arise from the EIA process.

3.7.3 Sectoral Environmental Unit The Proclamation No. 295/2002, requires at the Federal level each sectoral ministry to establish in- house Environmental Protection Unit to ensure harmony with respect to implementation of the environmental proclamations and other environmental protection requirements. This Unit forms a lower level inter-sectoral co-ordination structure.

3.7.4 Regional Environmental Agencies In accordance with the principles of government decentralization and the Proclamation no. 295/2002, each national regional state shall establish an independent Regional Environmental Agency or designate an existing agency that shall, based on the Ethiopian Environmental Policy and Conservation Strategy and ensuring public participation in the decision making process, be responsible for:  coordinating the formulation, implementation, review and revision of regional conservation strategies; and  Environmental monitoring, protection and regulation.

The Proclamation also states that regional environmental agencies shall ensure the implementation of federal environmental standards or, as may be appropriate, issue and implement their own no less stringent standards. Finally, the Proclamation states that regional environmental agencies shall prepare reports on the respective state of the environment and sustainable development of their respective states and submit them to the EPA.

For the Oromia NRS in which the Ambo - Woliso Road Project is located, the Oromia Bureau of Land and Environmental Protection (OBoLEP) is responsible for environmental protection matters in the Region. The Bureau is responsible for the review and approval of EIA of development

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 21 Ambo - Wolisso Road Project proposals under the mandate of the Regional Government and follow-up of the implementation of EIA recommendations of such proposals. Therefore, project proponents in the Region should operate in close cooperation with the Bureau to ensure that the adverse environment effects of development proposals are properly identified and their mitigation or management actions incorporated in the project design or planning and implemented at the right time. Similar to the federal level, an Environmental Impact Study Report should be prepared by the project proponents and examined, commented and approved by the OBoLEP.

3.7.5 Ethiopian Roads Authority The Ethiopian Roads Authority (ERA) was established in 1951 through Proclamation No.63/1963 with responsibilities for the construction, improvement and maintenance of the Country’s road network. ERA is a legally autonomous agency and is in charge of the planning, construction and maintenance of trunk and major link roads, while responsibility of rural roads has been decentralized to regional Rural Road Authorities (RRAs). The highest body in the management hierarchy of ERA is the board.

ERA was re-established by Proclamation No. 80/1997 and its objectives are to develop and administer highways and to ensure the standard of road construction and to create a proper condition on which the road network is co-ordinately promoted. Article 6 of the Proclamation provides the powers and duties of the Authority. Sub-article 18 guarantees the ERA to use, free of charge, land, quarry materials and such other resources required for the construction and maintenance of highways, camps, storage of equipment and other required services. This is, however, provided that ERA shall pay compensation in accordance with the law for properties on the land it uses.

ERA’s environmental monitoring and safety branch (EMSB) ERA’s Environmental Monitoring and Safety Branch (EMSB) was established in January 1998 as Environmental Management Branch (EMB) under the Planning and Programme Division of the Engineering and Regulatory Department. EMSB’s major responsibilities are setting and implementing ERA’s environmental guidelines in support of the national level requirements. The EMSB holds the capacity of advisory, co-ordination and supervision aspects that are pertinent to the road environmental impacts and implication assessment as well as co-ordination with the respective ERA district offices.

Right-of-Way (ROW) Branch The Right-of-Way Branch, which is under the Construction Contract Administration Division, is responsible for making available the required land for road/highway construction and maintenance, the establishment of materials sources (borrow pits and quarries) and camp sites and for implementation of Resettlement Action Plans (RAP).

Right-of-Way Branch in liaison with the respective regional/local authorities, Woreda councils, Kebele administrations and community representatives establishes the required compensation for structures, crop, vegetation and others, and effects payments to the project affected people.

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4 DESCRIPTION OF BASELINE CONDITION

4.1 Physical Environment

4.1.1 Physiography

The project route alignment generally traverses over contrasted physiographic regions, which were formed during past geotectonic evolution of the Main Ethiopian Rift (MER) formation and later on modified to the present topographic scene by prolonged geo-morphological processes, such as weathering and faulting. The project road generally traverses over the western highlands characterized by hilly to mountainous terrain and a flat lying topography. The Longitudinal Profile of the route corridor is shown in Figure 4.1 below.

Based on morphological features, the project corridor can be classified into three distinct physiographic regions. These are Mountainous, Hilly and Lowland Terrain. The mountainous landform is typical between km 15 and km 26, km 29 and km 32, and km 39 and km 45 comprising about 32% of the project road corridor. Generally this terrain is characterized by mountain slopes, ridges and valleys mostly covered by Tuff. In this section, the route alignment in some sections is on the ridge and in some sections negotiates the mountain and hillsides. The topographic elevation varies between 2700 to 3400 meters above sea level.

The hilly terrain is common between and covers about 18% of the route corridor. It is a transition between the mountainous and flat lying terrain mostly covered by basalts. The topographic elevation varies between 2500 to 2200 meters above sea level.

The lowland terrain physiographic region characterized the area towards the town of Wolisso and constituting about 50% of the route alignment. This region is dominantly covered by young volcanic rocks. Its topography varies between 2040 to 2060 meters above sea level. Photos 1 and 2 depict some topographic features of the road environment.

Figure 4.1 Longitudinal Profile of the Project Route Corridor

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Photo 1: A N-S view of a section of the project Photo 2: A view of the road section running along road running over flat terrain, view at about km 8. a ridgeline, S-N view at about km 22.50.

4.1.2 Geology According to the geological map and field observation, the project corridor is dominantly covered by Tertiary - Quaternary volcanic rocks. Among the Tertiary - Quaternary volcanic rocks, basalt is the major rock unit covering extensive part of the project route corridor. It is thickly inter bedded and significantly vary in texture and composition both laterally and vertically. Usually the basalt is characterized by hilly to deeply dissected landscape, sometimes covered by thin to thick residual soils. Good exposures are seen alongside cuts, stream banks and hillsides and as outcrop in the plain part of the route.

Generally the basalt is predominantly dark gray in color, fine-grained, aphanitic to porphyritic in texture, moderate to strongly weathered and thinly to thickly jointed and slightly to strongly fractured. Most outcrops are excellent candidates, for natural gravel, few for crushing aggregate and masonry stones depending on their state of weathering, fracturing and jointing patterns. The basalt is predominantly observed around the beginning and end of the project road.

Tuff is very localized and exposed from km 15 to km 35. It forms the mountainous section of the road with sharp pointed hills and steep side slopes. It is noted in the form of ash and welded form. In addition, layers of pumice are also noted in the exposed faces and cuts.

The Ignimbrites, which are results of pyroclastic deposits, are found in the form of small series of hillocks at km 26.6 away from the road corridor. They are jointed and slightly to moderately weathered. The geological formation of the Ambo – Wolisso road corridor is shown in Figure 4.2 below.

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Figure 4.2: Geological Map of Ambo – Wolisso Road Project (after Mengesha et., al. 1996) Scale 1: 2,000,000

LEGEND

4.1.3 Soils and Erosion

Predominantly three types of soil formations cover the large extent of the project route. These include black clay, reddish brown clay and tuff. These are the residual and volcanic (pyroclastic) formations. The residual soils are soils formed by in situ weathering and decomposition of rocks. The volcanic formations are those transported and deposited by the action of volcanic activity. Rocky subgrade is common at some sections between the town of Darian and Wolisso. Details of the soil extension along the route corridor are summarized in Table 4.1 below.

There is serious water erosion problem along several sections of the project road. The main causes of the problem are high rainfall, topography (sloping terrain), and lack of erosion control measures. The sections that have serious erosion problem include the following: - Km 10.10 – 10.20 and km 11.50 – 12.20: in RHS ditch along sloping sections,

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- Km 18.00 – 21.00: on the road and in LHS ditch along a steep sloping section, - Km 24.20 – 26.00: on the road and in LHS/RHS ditch along a steep sloping section, - Km 28.50 – 31.70: on the road and in LHS/RHS ditch along a sloping section, - Km 41.00 – 44.70: in LHS/RHS ditch along a sloping section, - Km 45.00 – 45.10: a deep and wide gully in LHS ditch draining into natural water course, - Km 46.50 – 48.50: in LHS/RHS ditch along a sloping section, - Km 50.20 – 50.50: in LHS ditch, and - Km 53.00: in diversion drain on a sloping terrain on LHS.

Photos 3 and 4 show examples of sections of the road with serious gully erosion problem.

Table 4.1 Visual Sub grade soil Extension along the Route Corridor

Station (km) Field Visual Description Remark From Up to 0+000 0+300 Whitish fine grained clayey silt (tuff) 0+300 1+750 Black silty clay 1+750 2.750 Slightly to moderately weathered basalt Medium to hard 2+750 8+250 Black silty clay 8+250 10+000 Light brown silty clay 10+000 38+250 TUFF (decomposed, slightly to highly weathered) Soft to medium 38+250 39+750 Light brown silty clay 39+750 46+250 Reddish brown silty clay 46+250 48+250 Boulders and pebble size rocks (average 150mm below Medium to hard surface) 48+250 49+250 Reddish brown silty clay 49+250 49+750 Black silty clay 49+750 50+750 Rock (pebble to boulder size) mixed with reddish brown Soft to medium silty clay 50+750 52+250 Black silty clay 52+250 56+250 Reddish brown Silty clay 56+250 58+500 Black silty clay 58+500 63+000 Grey silty clay

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Photos depicting Examples of Sections with Serious Erosion Problem

Photo 3: Unchecked gully erosion in RHS ditch Photo 4: Severe gully formation in RHS ditch and along a sloping section at about km 12.00. in adjacent slope at km 25.50; erosion is also significant on the carriageway.

4.1.4 Climate

Climatic conditions in Ethiopia are largely governed by altitudinal variations control 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 they occur in months of October - January, February - May and June - September respectively.

As per the meteorological data presented in the National Atlas of Ethiopian (1988), the project alignment falls into Warm Temperate Climate I. This is characterized by the heavy rains in the summer and distinct dry months in winter. The elevation covered by this type of climatic group includes range of elevation between 1750 and 3200 above mean sea level.

The mean annual temperature along the route corridor ranges from 150C - 200C (National Atlas of Ethiopia, 1988). The hottest months are from April to May and the coldest months are from June to October.

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4.1.5 Drainage and Water Resources The Ambo-Woliso road is located in two major drainage systems. The first 24km section, i.e. from Ambo town to about km 24, drains towards north contributing to the Guder river system, which is a sub-basin of the Abay river basin. While the section from km 24 to end of the project drains towards southeast to the Gibe river system. Thus, the project road crosses the catchment divide between the Abay and Omo-Gibe river basins.

Since most section of the road is located in a high land area and mostly runs on or close to a ridge line or catchment divide, it does not encounter major rivers. However, it crosses some perennial rivers and streams, which are located in the lowland part of the project area except one stream. These streams include Teltele River at station 6+100, Melka Haro River at 26+800 (see Photo 5 below), Walga River at 57+800, Kela River at 61+000 and Ejersa River at 61+700. In addition, the project road crosses a number of smaller streams, springs, irrigation canals and minor drainage channels. Of these, the prominent streams are Senkole R. at 45+600, Dedebia R. at 50+500, Rufael R. at 52+600 and Boreftu R. at 54+2000. From station 6+000 to 26+000 and from 27+000 to 45+000 the road alignment does not encounter any prominent stream as it mostly travels on ridge line or close to catchment divide. The other important water body in the project corridor is Wenchi Crater Lake, which is about 4km off the road to the east direction at station 26+000. At station 54+100 – 54+400, the road traverses a semi-wetland or water-logged area which is currently provided with a substandard culvert; thus, there is overflow of runoff water on the road as observed during the environmental field survey (see Photo 7 below).

Most of the rivers and streams crossed by the project road are used as sources of water for human and livestock consumption. In addition, most of them are used for irrigation development. Of the rivers crossed by the project road, Walga, Ejersa and Kela Rivers are diverted at several points and used to develop a relatively large area of irrigable land in the flat plain along the rivers. There is a modern diversion scheme on Walga River at about 5km upstream of the bridge on the project road. In addition, there are several traditional diversion schemes on Walga, Ejersa and Kela rivers both at upstream and downstream of the road crossing points. Further, there are about 6 irrigation canals that cross the project road through pipe culverts; all of them are located between Woliso and Chitu towns. In addition to irrigation water source, Walga river is used as a major source of sand for construction works in the region (see Photo 6).

At station 55+700 there is a very important spring water source which is capped just on the LHS edge of the road and crossed to the RHS through a pipeline and distributed to users through a public fountain located at about 14m distance from the road (see Photo 8). Besides a drinking water supply source for the local community, it is an important source of water for irrigation development and livestock water supply.

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Photos Illustrating Hydrology and Drainage

Photo 5: Melka Haro River at about km 26.40 Photo 6: Walga River at about km 56.80 used as passing through Haro Wenchi town. source of sand for construction; this activity has created job opportunity for young people.

Photo 7: Inadequate pipe culvert and overflow of Photo 8: Community water supply point on flood water on the road at st. 54+100 – 54+4000. roadside (RHS) at about km 55.50; its source is protected spring on LHS edge connected by a pipeline crossing beneath the road pavement.

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4.1.6 Land Use and Land Cover Over 90% of the Ambo – Woliso road alignment passes through one of the densely populated and intensively farmed parts of the West Shewa and South-West Shewa Zones of the Oromia NRS. It is only the afro-alpine region, which is sparsely settled by human population due to the unfavorable climate for human habitation. Yet, the afro-alpine region, located between km 20 and km 26, is heavily used for livestock grazing and some cultivation (of wheat and barley). The corridor of most part of the remaining sections, i.e. km 0.00 – km 20 and km 26 – end of project, is intensively used for crop cultivation, tree plantations and human settlements. On the basis of observations and data collected during the field visit, the land use and land cover patterns along the project alignment is summarized in Table 4.2 below. According to these data, approximately 49% (30km) and 16.5% (10km) of the project road traverses intensively cultivated areas and moderately farmed areas respectively whereas 16.5% passes through towns and villages, and 15% (9.5km) goes through areas dominantly covered by shrub lands, bush lands or woodlands or dense remnant trees. In the high land/Dega agro-climate part of the project area, the cropping pattern is characterized by cereals-enset mixed farming system. Cereals, dominantly wheat and barley, are mixed with Enset plantation in which Enset is mostly co-dominant with the cereal crops. This farming system also contains root crops mainly potatoes at significant levels. Approximately 37km (60%) length of the project road, i.e. from about km 11 to km 48, is located in this agro-climatic zone. In the middle altitude/Weina Dega agro-climatic zone, the cropping pattern is characterized by cereals, which is dominated by teff and maize and other important crops include sorghum, noug and potatoes. In addition, vegetables such as onion, potatoes and tomatoes are cultivated through irrigation during dry season particularly in the region between Chitu (km 53) and Woliso towns. Roughly the first about 11km and the last 14km sections of the project road are situated in the Weina Dega agro- climatic zone. The land use and land cover patterns of the woredas of the project area (Ambo, Wenchi and Woliso Woredas) is presented in Table 4.3. As these data indicate, the land use system in the woredas is very intensive. In 2002 E.C., cultivated land comprised around 74%, 61% and 55% of the total surface area of Ambo, Wench and Woliso Woredas respectively. Whereas areas covered by forests, bushes and shrubs composed of only about 2%, 10% and 5% for Ambo, Wench and Woliso Woredas respectively. The intensity of land use is also reflected by the area of land used for construction activities that reach up to around 23% of the woreda’s total area.

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Table 4.2: Land Use and Land Cover of the Road Alignment Station (Km) Land Use/L. Cover Notes From To Dominant Significant Town Narrow road section; dense residential and business houses 0.00 1.00 Trees section on both sides, and trees are significant. Town Involves minor improvement in existing route that involves 1.00 2.60 Trees, C3 section major cut and some fill. Crops: Teff (1) & maize (2); dense EP mixed with Acacia EP, GL, 2.60 3.40 C2 decurrens, Cuppressus etc. on both sides; Smd = moderately Smd dense settlements along the road Crops: Teff (1), maize (2), noug (3), sorghum; GL = patches 3.40 10.00 C1 EP, GL, Ssc of grasslands; Ssc = scattered settlements Crops: Wheat (1), teff, barley; WL/JT = moderately dense C2, 10.00 12.30 GL, NF remnant trees/woodland dominated by Juniper; FL = Patch WL/JT of remnant natural forest on RHS along Kersa & Boji rivers. Crops: Wheat (1), barley, potatoes & Enset; * Dense EP on EP*, Smd, LHS & patches on RHS interspersed by settlements & 12.30 14.80 C1 NF** farmlands; **Juniper dominated natural forest partly mixed with EP on RHS along Cheleki River, Crops: Wheat (1), barley, Enset & potatoes; *Yae-Chebo C2, 14.80 15.80 CP, EP village dense houses along the road, it has school, church, Village* kebele office; CP = Cuppressus plantation Crops: Wheat (1), Barley, Enset; moderately dense settlements along the road, EP interspersed by settlements, 15.80 19.50 C1* Smd, EP Enset plantation & farmlands for annual crops mainly wheat or barley. Crops: Wheat (1), Barley, Enset; **Cuppressus plantation 19.50 20.50 C1* CP** mixed with Eucalyptus trees & some Hagenia trees on RHS 20.50 20.90 GL C3, SHL SHL = Shrub-land predominantly Erica sp. Crops: Wheat (1), Barley, Enset; SHL = shrub land 20.90 22.40 C2, GL SHL predominantly Erica sp. (Asta). SHL/BL = Afro-alpine agro-climate covered Erica dominated shrub-land & bush land with scattered Hagenia C3, Hagenia 22.40 26.00 SHL/BL trees; Crops: Wheat & Barley on steep slopes; Many trees Hegenia trees on RHS edge stabilizing the fill-slope (see Photo 14 under section on vegetation); Erosion is serious. 26.00 27.60 Town Haro Wenchi town/village C2, SHL/ Crops: Wheat, Barley & Enset; Erica dominated shrub-land 27.60 32.50 BL & bush-land, Hagenia is the major tree; Erosion is serious Crops: Wheat, Barley, Enset & potatoes; Mostly dense or moderately dense settlements along the road; OTs = Other Sd/Smd, EP, 32.50 37.80 C1 trees like Juniper, Cypress, Erythrina, Cordia, Croton are GL, OTs significant; patch of large indigenous trees at km 37.80 LHS. 37.80 39.60 Village* C3, Trees * Dariyan town; h. center, water supply points & Tele

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station along the road; Enset plantation is significant. Crops: Wheat, barley, potatoes & Enset; Grassland spots are significant; Ssc = scattered settlements but moderately dense 39.60 41.80 C2, GL Ssc, EP in places along the road; EP along some stretches; Serious erosion in roadside ditches and diversion drains is evident.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) 32 Ambo - Wolisso Road Project

Table 4.2: Land Use and Land Cover of the Road Alignment (Continued) *Dense indigenous trees (like Acacia, Juniper, Croton, 41.80 42.70 WD/PL* EP Albizia, Cordia, Bersama, etc.) mixed with plantation trees mainly Cuppressus. Crops: Wheat, barley, potatoes & Enset; Dense EP on LHS 42.70 45.60 C1 EP, OTs* & along some stretches of RHS also; Major indigenous trees: Acacia, Croton, Albizia and Cordia. 45.60 46.00 Village* Trees, Enset *Senkole village – it has school, Kebele office *Dense indigenous trees: Acacia, Croton, Albizia, Cordia, 46.00 47.60 WL* C2/C3 Vernonia etc; Crops: Wheat, Teff, maize & potatoes Crops: Wheat, Teff, maize & potatoes; Indigenous trees: 47.60 49.10 C1 GL, Trees* Acacia abyssinica, Croton, Bersama, Albizia *Bush/woodland interspersed by grasslands & some 49.10 50.20 BL*/GL C3 cultivation. Major trees: Acacia, Croton, Albizia; Crops: Teff, maize

50.20 51.60 C1 EP, GL Crops: Teff & maize; Dense EP on LHS. *Chitu town, Electric poles & transformers (at km 52.10 51.60 52.60 Town* EP, OTs LHS & RHS) along the road, Tele station, H. centre, schools etc. in town. Cops: Teff (dominant), maize (2); About 6 irrigation canals Ssc, EP, cross the road. Very important protected spring at km 55.70 52.60 56.80 C1 OTs, GL – source of drinking water supply, irrigation water, washing clothes & bathing. ITs = Indigenous trees including Ficus vasta (Warka), 56.80 57.10 GL ITs Acacia spp., BL = Bush-land comprising dense shrubs and bushes mainly Euclea and Carissa, and several species scattered trees 57.10 57.70 BL GL including F. vasta, Acacia albida, A. abyssinica, Albizia, Croton. Crops: Teff (predominant); Vegetables (onion, potatoes, 57.70 59.00 C1 tomatoes) by irrigation during dry season. *Part of Woliso town with dense houses along the road, but Town 59.00 61.00 C3, EP, OTs wider RoW, Plantation & indigenous trees are significant; section* Kella (km 60) & Ejersa (km 61) rivers are crossed. Dense residential and commercial houses on both sides; Town 61.00 61.80 existing RoW is about 17-20m. The last 300m stretch is section* covered with cobble stones. Note: A wider road corridor is considered to determine the dominant land use/land cover. If only the RoW is considered plantation trees and settlements are dominant along a significant portion of the road. Legend:

EP = eucalyptus C1 = dominantly cultivated ( > 60% cover) plantation Ssc = scattered settlement

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C2 = moderately cultivated ( 40 - 60% CP = cuppressus Smd = moderately dense cover) plantation settlement C3= sparsely Cultivated ( <40% cover) NF = natural forest Sd = dense settlement GL = Grassland/grazing land Its = Indigenous trees BL = bush land OT = other trees WL = Woodland/open forestland Table 4.3: Land Use and Land Cover Woredas of the Project Area (2002 E.C.)

Area by Woreda S. Land use and land cover Ambo Woreda Wenchi Woreda Woliso Woreda No type Area (ha) % Area (ha) % Area (ha) % 1 Cultivated land 62167 74.36 28752 60.60 38524 54.85 2 Grazing land 8370 10.01 5582.3 11.76 3565 5.08 3 Forestland & bush land 1379 1.65 4770 10.05 5513 7.85 Water bodies NA NA 490 1.03 NA NA 4 Constructed/built up areas 9228 11.04 NA NA 15820 22.50 5 Investment land NA NA NA NA 471 0.67 6 Wasteland NA NA NA NA 1466 2.10 7 Others 2455 2.94 7860.7 16.56 4879 6.95 Total 83599 100 47455 100 70238 100 NA = Data not available Source: Woreda Agriculture and Rural Development Offices

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Photos Illustrating Land Use & Land Cover Patterns

Photo 9: An example of intensively farmland area Photo 10: A view of intensive land use mainly for (dominantly wheat & barley) around km 14 – 15 settlements and agriculture (cereals & Enset) in RHS. highland area around km 16 – 18 RHS.

Photo 11: An example of Enset dominated land use Photo 12: An example of dense eucalyptus (view along km 32 – 33). plantation along the road at km 12 – 13.

4.2 Biological Environment

4.2.1 Vegetation and Flora It is evident that the natural vegetation of the project area has been highly modified by human activities. The project area is one of the regions long been settled by human and is mostly densely populated and intensively used for agricultural activities. As a result the climax vegetation of the region has been extensively cleared to give way for crop cultivation, livestock grazing and establishment of settlements as well as due to over utilization for construction materials and fuel. Now, only some patches of natural vegetation and scattered trees are remained in the project corridor. The sections of the road that have significant natural vegetation cover include the following:

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- Km 10 – 12.50 mainly on RHS along Kersa and Boji rivers comprising moderately dense remnant trees dominated by Juniperus procera (Gatira/ Yeabesha Tid), - Km 12.50 – 15.00 on RHS along Cheleki river containing natural forest dominated by Juniperus procera and partly mixed with eucalyptus plantation, - Km 21.0 – 26.00: this section traverses afro-alpine agro-climate which is predominantly covered by Erica shrub-land and some scattered Hagenia trees (see Photos 13 and 14) - disturbed by heavy grazing and some cultivation, - Km 28.60 – 33.30: this section crosses sub afro-alpine agro-climate mainly covered by Erica shrub-land and bush-land and some Hagenia trees – disturbed by heavy grazing and some cultivation and settlements, - Km 43.00 – 44.00 & km 47 – 50.00: the corridor of these sections is covered by moderately dense indigenous trees like Acacia abyssinica, Albizia schimperiana, Juniperus procera, Croton macrostacyus, Cordia aficana, Bersama abyssinica and Vernonia amygdalina, and mixed with plantation trees mainly Cupressus lusitanica and Eucalyptus spp., - Km 50.10 – 51.20: the corridor of this section is covered by moderately dense woodland/ bush-land vegetation containing indigenous trees like Acacia abyssinica, Albizia schimperiana and Croton macrostacyus, - Km 58.10 – 58.70: this section crosses a patch of relatively dense bush-land dominantly covered by bushy and shrubbery plant communities mainly Euclea schimperi and Carissa edulis, but also it contains several species of indigenous trees including Ficus vasta, Acacia albida, Acacia abyssinica, Albizia schimperiana and Croton macrostacyus. Detail list of the plant species (trees, shrubs & grasses) identified from the project route is presented in Table 4.4 below. The project area is characterized by mostly steep sloping or rolling landscape and high intensity of rainfall. These situations have high potential to cause flooding and soil erosion. Therefore, the vegetation has essential roles in soil and water conservation by controlling runoff water and preventing soil erosion.

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Photos Illustrating Vegetation along the Project Road

Photo 13: A view of afro-alpine vegetation, Photo 14: A view of dense Hagenia trees on RHS & dominantly Erica shrub-land around km 20 dense Erica shrub-land on LHS around km 24. RHS.

Photo 15: Dense indigenous trees on RHS edge Photo 16: A view of Juniper trees planted/preserved of the road at a former ritual site. on steep hillside at km 34 LHS, but the underneath is cultivated for crop production due to shortage of arable land.

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Table 4.4: Main Plant Species found along Ambo-Woliso Road Local Family No. Scientific Name Name Type Notes Name (Oromifa) 1 Acacia abyssinica Laftoo Tree Fabaceae Common along km 33.5 – 59.4 2 Acacia albida Garbi Tree Fabaceae Found in the corridor of first 8km & the last about 15km. 3 Acacia decurrens Tree Fabaceae Planted exotic tree common along the road 4 Acacia saligna Small Fabaceae Planted exotic tree tree 5 Agave sisalana Alge Succulent Agavaceae Used as live-fencing& erosion control 6 Albizia schimperiana Ambabeesa Tree Fabaceae Indigenous tree b/n Chitu & Woliso 7 Arundinaria alpina Lemana Mountain bamboo, found in the highland (‘Dega’) part of the pr. area. 8 Echinops sp. Shrub Acanthaceae Koshoshila Giant one on highland 9 Echinops ellenbeckii Herbaceous Acanthaceae Koshoshila short one on middle & highland 10 Bersama abyssinica Lolchiissa Tree Melianthacea e 11 Buddleja polystachya Anfarii Shrub Loganiaceae 12 Brucea antidysenterica Komegnoo S. tree Simaoubacea e 13 Calpurnia subdecandra Cekaa Shrub Fabaceae 14 Calpunia sp. Cekaa Shrub Fabaceae Some on HL, used as live fencing 15 Carissa edulis Agamsa Shrub Apocynaceae Found along the last some 10km 16 Casuarina angustifolia Shewshewe Tree Planted exotic tree 17 Cordia africana Woddeesa Tree Boraginaceae Found along the 1st 5km & last 10km 18 Croton macrostachyus Makaniisa Tree Euphorbiaceae Found along the last some 20km 19 Cupressus lusitanica Gatira Tree Cupressaceae 2nd major plantation tree in proj. Ferenji area 20 Discopodium Mararoo Shrub Solanaceae On highland area penninervium 21 Dovyalis abyssinica Angago Shrub Flacourtiacea Planted for live-fencing e 22 Ekebergia capensis Sombo Tree Meliaceae Some trees found at km 35.5 RHS at former Ritual site 23 Embelia scimperi Hankuu Pseudolia Myrsinaceae na 24 Erica arborea Kamate Shrub Ericaeae Giant/tree heath predominant on afro-alpine zone, along km 19 –

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Local Family No. Scientific Name Name Type Notes Name (Oromifa) km 32 25 Erythrina brucei Wolensuu Tree Papilionoideae An endemic tree common in highland (‘Dega’) area, used as live fencing 26 Eucalyptus Barzafi Tree Myrtaceae Dominant plantation tree in camandulensis Dima middle altitude 27 Eucalyptus globulus Barzafi Tree Myrtaceae Planted in the highland area Adii 28 Euclea schimperi Miesa Shrub Ebenaceae Found along km 57 - 58 29 Euphorbia abyssinica Adami Tree Euphorbiaceae Some observed along km 1.0-2.10 & the last 25km. 30 Ficus sur Harbu Tree Moraceae 31 Ficus vasta Qiltu Big Tree Moraceae Canopy tree found in Ambo town and along the last 20km. 32 Ficus carica Succulent Moraceae Some along km 57.50 – 58.00 33 Ficus sp. Tree Moraceae Some trees observed at km 53 - 54 34 Gravillea robusta Tree Proteaceae Planted exotic tree common in project area 35 Hagenia abyssinica Hetoo Tree Rosaceae Highland tree mainly b/n km 15 & 30 36 Hypericum revoltum Garamba Shrub Hypericaceae 37 Jacaranda mimosifolia Jacaranda Tree Bignoniaceae Planted decorative tree 38 Juniperus procera Gatira Tree Cupressaceae Indig. tree in highland: around km15- 41 39 Justicia scimperiana Dhumugaa Shrub Acanthaceae Found in Ambo town & nearby, used as live fencing 40 Lantana camara Kasee Shrub Verbenaceae Observed at km 0.20 – 0.40 41 Maesa laceolata Abeyii S. tree Myrsinaceae 42 Millettia ferruginea Sootaloo Tree Papilionoideae Endemic to Ethiopia, some trees observed around km 42 – km 43 43 Myrica salicifolia Reejjii S. tree Myricaceae Common 44 Olinia rochetiana Nolee S. tree Oliniaceae 45 Olea europea Ejersa Tree Oleaceae Some in the highland area 46 Osyris compressa Watoo Shrub Santalaceae 47 Podocarpus falcatus Birbirsaa Tree Podocarpacea Some trees in the road corridor e 48 Premna schimperi Urggeessaa S. Tree Verbenaceae 49 Pterolobium Gora Shrub Fabaceae Commonly used live fencing stellatum along km 45 – 57. 50 Pygeum africana Omii Tree Rosaceae Some trees found along km 35 – 57 51 Rhus sp. Tatessa Shrub Anacardiaceae 52 Rosa abyssinica Inkwoto Shrub Rosaceae

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Local Family No. Scientific Name Name Type Notes Name (Oromifa) 53 Rumex nervosus Dangago HerbaceouPolygonaceae Common along the road in s highland 55 Schefflera abyssinica Luke Tree Araliaceae Some trees at km 37.80 LHs 56 Schinus molle Tree Anacardiaceae Planted decorative tree, exotic 57 Senecio gigas Bosooka Shrub Asteraceae Some on HL, endemic, km 15 - km 29 58 Senna didymobotrya Semamaki Shrub Caesalpininiod Some along the 1st 3km & last eae 20km 59 Sesbania sesban Sesbania Shrub Papilionoideae Planted fodder plant 60 Sideroxylon oxyacantha Bite Tree Sapotaceae 61 Spathodea campulata Tree Bignoniaceae Planted decorative tree 62 Syzygium guineense Badeessa Tree Myrtaceae Some trees at km 50.20 & km 57 along rivers 64 Vernonia amygdalina Eebbicha S. tree Compositae Grasses and Sedges 65 Arundo donax Shambakoo Grass Poaceae Reed 66 Cynodon dactylon Chekorsa Grass Poaceae Dominant 67 Digitaria abyssinica Warit Grass Poaceae Common 68 Eragrostis spp. Grass Poaceae 69 Pennisetum Sardoo Grass Poaceae Kikuyu Grass, common & highly clandestinum effective in stabilizing soils 70 Pennisetum Migira Grass Poaceae Major grass sp. along km 3.50 – sphacelatum km 14 & is effective in gully control 71 Sporobolus Murii Grass Poaceae pyramidalis 73 Cyperus latifolius Caafee Sedge Cyperaceae Found in wetland areas 74 Cyperus rotundus Sedge Cyperaceae Common in wetland or black soil areas

4.2.2 Fauna Since the project is densely populated and intensively used for agricultural activities and livestock grazing, it has little undisturbed habitats that could support diverse wildlife resources. Therefore, there are a limited number of wildlife species (with lower population) in the project corridor. It is the patches of some remnant forests, bush & shrub lands, and plantation forests that serve as habitats for some fauna, mainly mammals and birds. These relatively important habitats are found at the following stations (approximately): - Km 10 – 15 on RHS mainly along Kersa, Boji and Cheleki rivers comprising remnant natural forest partly mixed with plantation trees, - Km 19 – 20 on RHS along Shimela river comprising plantation forest, dominantly Cuppressus and Eucalyptus species,

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- Km 21 – 26 and Km 27 – 32 predominantly Erica shrub and bush land in places mixed with Hagenia trees in afro-alpine and sub afro-alpine habitats respectively, and - Km 57 – 58 dominantly bush-land habitat with scattered indigenous trees. Local people and experts interviewed during the field survey have indicated that the diversity and population of wildlife has always been declining due to increasing degradation of habitats in the area. The wild animals reported to be seen in the road corridor especially in the habitats indicated above include Common Monkey, Anubis Baboon, Common Jackal, Warthog, Bush Pig, Colobus Monkey, Bushbuck, Grey Duiker and Abyssinian Genet. In addition, nocturnal and burrow animals such as Hyena, Crested Porcupine and Aardvark are said to be observed in the area. None of these faunal species are endemic or threatened. Existing information on the birdlife of the project area is very scarce. However, as observed during the site reconnaissance, it contains a variety of bird species. The species commonly observed in the area along the project route include Bush Crow, Pigeons, Starlings, Guinea-fowl, Francolin, Eagle, Parrot, Vultures, and a variety of unidentified species.

4.3 Socio-economic Environment

4.3.1 Location

The road is planned to connect West Shewa and South-West Shewa zones by linking Ambo and Weliso towns which are capitals of the specified zones respectively on the existing gravel all weather road linking the specified major towns. The road passes through many small villages with settlements and two towns (Haro-Wenchi and Chitu) starting from Ambo until it reaches Weliso town. Table 4.5 describes list of villages and towns traversed by the envisaged road project.

Table 4.5: List of Villages and Towns Traversed by the Road S. List of Villages/ Chainage Zone Wereda Remark No towns 1 Ambo Town 00:00-01:00 W/Shewa Ambo Town Wereda & Zonal Zuria Capital 2 Ya’e Chibo 14:90-17:90 W/Shewa Ambo 3 Altufa 17:00-17:90 W/Shewa Ambo 4 Haro-wanchi 26:00-27:60 S/W/Shewa Wenchi 5 Merfo 28:30-28:60 S/W/Shewa Wenchi 6 Haroji 32:60-33:30 S/W/Shewa Wenchi 7 Adarie 34:90-35:30 S/W/Shewa Wenchi 8 Gugufte 35:30-36:10 S/W/Shewa Wenchi 9 Darian town 37:80-39:60 S/W/Shewa Wenchi 10 Sankolie 45:40-45:90 S/W/Shewa Wenchi 11 Chitu Town 51:20-52:60 S/W/Shewa Wenchi 12 Weliso Town 61:10-61:80 S/W/Shewa Weliso Town Wereda & Zonal capital Source: Consultant Field Survey: 2010 As can be inferred from table 4.5 and 4.6, besides to the major towns (Ambo & Weliso) the road links several rural communities falling in three Wereda namely Ambo, Wenchi and Weliso.

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Table 4.6: Road length distribution by Wereda S. no Wereda Capital Zone Chainage Distance Percent (km) 1 Ambo Ambo W/Shewa 00:00-23:00 23 37 2 Wenchi Chitu S/W/Shewa 23:00-56:80 34 55 3 Weliso Weliso S/W/Shewa 56:80-61:80 5 8 Total 62 100 Source: Consultant Field Survey July: 2010 Significant portion 55% of the road crosses Wenchi Wereda, Ambo Wereda 37% and Weliso Wereda 8%.Ambo town and Ambo Wereda are found in West Shewa zone, whereas Weliso town and Weliso Wereda as well as Wenchi wereda are in Southwest Shewa zone. For further information refer Tables 4.5 and 4.6.

4.3.2 Demographic Features

Population size Development planning would not be viable unless it takes in to account the size and type of population groups that are expected to benefit and also the kind of human resources available to plan, develop and implement programs. Nonetheless, efforts to integrated demographic variables into social and economic development process are of relatively recent phenomenon in Ethiopia. With the objectives of assessing the beneficiaries, population size and the available human resource in relation with intended road project, the demographic features of the project area considered in the social impact assessment study. The major data sources are Central Statistical Authority (CSA) and zonal and Wereda Finance and Economic Development Departments and offices respectively.

Table 4.7: Population Distribution by Weredas

Weredas urban Rural Total

Male Femal Total Perce Male Femal Total Perce Male Femal Total e nt e nt e - - - - Ambo 34,27 33,23 67,51 100 34,27 33,23 67,51 Town 6 8 4 6 8 1 54,74 54,72 1009,468. 98.8 55,30 55,49 110,7 Ambo 564 764 1,328 .2 1 7 00 5 1 976 928 1,904 1.59 55,28 62,55 117,832. 98.41 56,25 63,48 119,7 Wenchi 0 2 00 6 0 2,173 2,680 4,853 3 71,04 73,97 145,021. 96.76 73,21 76,65 149,8 Weliso 3 8 00 6 8 29,87 30,85 60,72 100 - - - - 29,87 30,85 60,72 Weliso 0 9 9 0 9

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Town 24892 259,7 508,6 Total 67,85 68,46 136,3 26.8 181,0 191,2 372,321. 73.2 3 26 9 9 28 64 57 00 123,8 118,6 242,4 11.69 912,1 919,1 1,831,267. 88.31 1,035, 1,037, 2,07 W/Shewa 40 54 94 47 20 00 987 774 50,84 55,80 106,6 10 474,1 479,6 953,791. 89.94 525,0 535,4 1,06 S/W/She 0 9 49 60 31 00 00 40 wa Source: Zonal finance and economic Development Offices: 2010 Wereda finance and economic Development Offices: 2010

The description of the population by the target zones and Weredas found in the project area indicates there are a combined total 508,649 populations in rural and urban communities of Weredas crossed by the project road accounting 73 and 26 Percents respectively. As can be inferred from table above, there are a total of 178,310 populations in Ambo town and Ambo Wereda and these account 8.6% of the total population size of West Showa. Similarly, there are a combined total 330,339 populations in Wenchi, and Weliso Weredas as well as Weliso town and these account 31% of total population size of South Western Showa zone and for further information refer table number 3.3.

Population structure Population structure in terms of age-sex composition is very important in demographic studies. According to data obtained from Finance and Economic Development Offices of weredas of the project area, out of the total population (508,649), male and female population account 248923 (49%) and 259,726(51%) respectively. Age is also very important variable in measuring potential school age population, voting population, working age population and the like. In view of this, in Ambo town where the project road starts, 43% of the population are falling under less than 15 years age group; 54.4% are under working age group (Between 15-64) and 2.8% are falling under 65 and above age group. Whereas in Ambo Wereda 47.7, of the population are less than 15 years age group and 48.7% and 3.6% are falling between 15-65 and 65 as well as above age group respectively. The details are specified under table3.4. Nonetheless, in all cases, significant portion of the population are falling under working age group population and this is one of the major social factors that derive the project to be feasible, it is deemed to pave job to significant proportion of unemployed youth.

Table 4.8: Population Size in Broader Age Category Population Size in Broader Age Group By Percent Community <15 Years 15-65 65 & Above Total Ambo Town 42.75 54.44 2.80 100 Ambo Wereda 47.68 48.7 3.62 100 Weliso Town 40.44 56.2 3.36 100 Source: Wereda Finance and Economic Development Offices, 2010

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Dependency ratio Large ratio of dependents in a population of an area indicates the burden put up on the active population. Although children are often engaged in productive activities as of age 7 particularly in rural Ethiopia, it is conventional to categorize children under 15 as dependents. On the other hand, old people above the age of 65 too are considered as dependents.

Table 4.9: Dependency Ratio Dependency Ratio Community Youth Elders Total Ambo Town 63 6 69 Ambo 98 742 105.33 Weliso Town 72 3 75 National 78.53 5.14 83.67

Source: Wereda Finance and Economic Development offices: 2010 Accordingly the youth and old dependency ratio of weredas in the project area indicates there is high dependency ratio in all weredas of the project area. As can be inferred from table above, the youth and old age dependency ratio of Ambo town is 63 and 6 respectively making the total dependency ratio 69. Similarly, the youth and old dependency ratio of Weliso town is 72 and 3 making the total dependency ratio 75 which means every 100 persons in the productive age group are responsible for additional 70 and 75 person in the provision of food, shelter and other necessities in Ambo and Weliso towns respectively and see Table 3.5

Ethnic and religious composition According to data obtained from the project area the majority of the population in the project area belongs to Oromo ethnic group adhering Orthodox Christian and the tables under are depicting thoroughly these issues.

Table 4.10: Population Distribution by Ethnic and Religious Composition Wereda Orthodox Muslim Protestant Catholic Traditional Other Total Ambo Town 74 2 21 .4 2.4 0.2 100 Wenchi 55 3 42 - - - 100 Weliso Town 77.8 16.9 4.7 0.3 0.1 0.2 100 Wereda Oromo Amhara Tigray Guragie Other Total Ambo town 73.5 18.6 1.7 3 3.2 100 Ambo 80 2.4 1.7 13.7 2.2 100 Weliso Town 80 - 13.7 6.3 100 Source: Wereda Finance and Economic Development Offices and Town Administration 2010 Similar to other urban communities, Ambo and Weliso towns are consisting of heterogeneous people in terms of ethnic and religious composition; where as the remaining Weredas are consisting of relatively homogeneous population in terms of religion.

4.3.3 Social Services The Ethiopian Government has paid greater attention and made vagarious efforts with in the elapsed tentative few years to wards scaling up the number of educational institutions, health services and safe water supply schemes especially in the rural areas, as the development in

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education, health and water supply interventions are important investment sectors for the attainment of social development in given country.

The government has also enacted a number of policies and adopted strategies to create access to education opportunities, and other related socio economic services especially for the rural community. Hence, by the relentless effort of the government and active public participation on development intervention, some Woredas, which were neglected from social services development, are on track currently to enjoy the benefits of the country’s overall socioeconomic development impacts. This situation is true for Weredas of the project area.

(i) Education Education is a process by which man transmits his experience, new findings and values accumulated over the years, in his struggle for survival and development through generation. Specially, primary education and girls’ education are important areas for linking economic growth with human development. Besides, the realization of agricultural led development industrialization and democratization would be possible with promotion of education program. This case becomes clear with the fact that as farmers got the opportunity to attend basic education, they can easily adopt agricultural technologies, improve their environment and sanitation; and manage properly their household income. In addition, the availability of skilled and semi-skilled labor could promote the proliferation of labor intensive industries.

Taking into account the role of education playing in socio economic development of the country; the Ethiopian government has paid greater attention for the promotion of education program in various regions of the country. Thus, education is one of social development sectors, which have got focus in the country in general and woredas of the project area in particular.

Educational institution The distribution of educational institutions and student enrollment rate varies among Weredas falling under the project impact zone. Table under shows the distribution of educational institution among Woredas of the project area.

Table 4.11: Number of Educational institution S. Wereda Primary Secondar Preparatory no y TVET Colleges Universit 1-4 5-8 1-8 9-10 11-12 9-12 y

1 Ambo Town 12 8 20 2 1 3 1 8 1 2 Ambo 41 26 67 - 0 0 3 Wenchi 12 19 31 1 0 0 4 Weliso 24 23 47 24 24 48 5 Weliso Town 0 6 6 1 1 2 Total 89 82 171 26 53 79 W/Shewa 684 381 106 28 14 42 5 S/West Shewa 172 187 359 13 6 19

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Source: Wereda Education Offices: 2002 Zonal Education Departments: 2002

According to information obtained from each wereda Education Office, the existing numbers of institutions are not balanced with school age population in the Wereda. In addition, the existing numbers of education institutions are not balanced with school age population in the Wereda. In addition, some of the existing schools classrooms are suffering fro lack of furniture.

Student Enrollment Ratio Gross and net enrollment ratios are indicators of the expansion of education program in a given country or area. With this regard the government of Ethiopia has made relentless efforts and carried out considerable activities for creating access to education opportunity for the rural communities in all regions of the country. Among others, a number of strategies have been designed and implemented to enhance girl’s participation in the education sector. With this sort of intervention remarkable achievements have been recorded within the elapsed few years in the country. Nonetheless to achieve the desired goals still much remains to be done in the future.

As can be seen on the table above, both gross and net enrolment ratio varies from woreda to woreda. In addition, both net and gross enrollment ratio of girls is much lower than boys in all woredas and zones of the project area.

Table 4.12 GER & NER of Primary Students at Primary School Level (1-8) GER(1-8 NER(1-8) Student Student S. Wereda Teacher Section No Male Femal Total Male Female Total Ratio (1-8) Ratio (1- e 8) 1 Ambo Town 85 106.6 95.4 34.3 41.2 37.6 1:38 1:57 2 Ambo 80 70.3 75.2 30.1 26 28 1:61 1:58 3 Wenchi 97.1 87.6 92 74.7 69.8 72.3 1:66 1:66 4 Weliso 73.6 62.8 68.3 69.7 60.6 65.2 1:58 1:59 5 Weliso Town 96.5 104.3 100.4 71.2 81.4 76.3 1:37 1:55 West Shewa 84.2 82.4 83.3 26.5 26.5 26.5 1:60 1:63 S/W/Shewa 84.1 77.1 80.7 62 59.4 60.70 1:54 1:58 6 Oromia 94.4 83.3 88.9 80.9 74.8 77.9 1:72 D/N/A National 97.6 90.7 94.2 84.6 81.3 83.0 1:62 D/N/A Source: Wereda Education offices: 2002; Zonal Education Departments:2002; inistry of Education Abstract: 2008-09

Health has great importance to country like Ethiopia to bring about meaningful development and growth. What are perhaps become more challenging are the means and strategies to be adopted in order to provide and full fill better health services to citizens. Farmers, whether educated or not, cannot engage themselves in production unless they are healthy. If, in the absence of choice, they are made to struggle to earn a living despite high morbidity, their productivity will be low and results in terms of output will not be satisfactory. Hence, ensuring the health of farmers is as a key element in the overall objective of enhancing the productive capacity of the agricultural labor force.

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The national healthy policy adopted in this respect is envisaged to establish a health delivery system that places emphasis on disease prevention and primary health care. While it is obvious that medical service (curative care) is also necessary, this cannot be the main health service option under the objective conditions in the country. Disease prevention helps to ensure the health of a person without large expenditures on medicine, medical equipment and medial expertise. On the basis of this, a number of activities carried out in the project area of which construction of health posts and training and deployment of health extension workers have been the main undertaking.

(ii) Health Service Providing access to health services has been one of the major intervention areas, which has received attention from the government. Similar to the education sector relentless efforts and a number of activities have been carried to create access to health services for the population in the country in general and the project area in particular. According to data obtained from each wereda office, a number of health services constructed in four weredas of the project area with in elapsed tentative ten years. Nonetheless, to achieve the standards set on health policy still much remains to be done.

Table 4.13: Distributions of Health Services S.No Wereda Basic Health Services Health coverage Health Health Hospital Clinic Pharmacy Drug Post Center Vendor 1 Ambo Town 95 3 1 1 12 1 1 2 Ambo 59 13 3 - - - 2 3 Wenchi 97 23 4 - - - 1 4 Wliso 71.6 37 6 - - - 1 5 Weliso d.n.a - 1 1 6 6 4 Town Total 76 15 2 18 7 9 Source: Wereda Health Offices 2010

As stated on the table above, there are 76 health posts, 15 health centers, 2 hospitals, 18 Clinics, 7 pharmacies and 9 drug vendors. The number of health posts out numbers that of other types of health services and this indicates the direction of the intervention is geared to prevention than curative activities. The hospitals are concentrated at zonal capital namely Weliso and Ambo towns.

Health personnel

Building of health service alone cannot ensure the provision adequate and efficient health services provision. The health service has to be manned with health professionals at the required number pursuance to the standard set on the National Health Policy. As to the case of weredas of the project area the numbers of health professional are stated in table 4.13.

According to information obtained from each wereda health office, there is shortage of health professionals, and even the existing and not working at their maximum capacity due to lack of treatment equipment.

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Table 4.14: Number of Health Personnel in the Project Area Health Personnel S. Wereda Doctor All Nurse Health Laboratory Health Exte- Health No Officer Druggist Technician nsion Worker Assistant 1 Ambo town 9 87 14 11 9 - 3 2 Ambo - 31 1 2 2 70 1 3 Wenchi - 36 4 3 4 44 4 Weliso - 26 3 - - 68 - 5 Weliso Town 13 93 6 - 9 - 9 Total 22 273 28 16 24 182 13 Source: Wereda Health Offices 2010 Major Disease

As elsewhere other part of the country, the major diseases prevailing in the project area are ensuing from lack of primary health care facilities.

Table 4.15: Ten Top Diseases in West and Southwest Showa Zones in 2009 West Showa South-west Showa S.N Diagnosis Number Percent Type of Diseases Number Percent o 1 Injury 2772 23.2 Deliveries 2200 42.6 2 Helminthes 1642 13.8 Trauma 600 11.6 3 URTI 1514 12.7 Respiratory 500 9.7 4 Tonsillitis 1507 12.6 Malnutrition 350 6.8 5 Tuberculosis 895 7.5 Abortion 350 6.8 6 Rheumatics 685 5.7 Gast. Intestinal 250 4.8 7 Bronco Pneumonia 884 7.4 Tuberculosis 240 4.7 8 All others 650 5.4 Mussel & Skeleton 230 4.5 9 Adenoids 821 6.9 Surg. G.Int 220 4.3 10 Genitourinary 571 4.8 Tumors 220 4.3 Total 11941 100 Total 5160 100.00 Source: West and southwest Showa Zone Health Dept.:2010

This indicates that most of the diseases prevailing in the area are potentially preventable and could be talked by promoting primary health care which is the strategy stipulated in the national health policy of the country. The existing health extension package also deemed to reduce the prevalence rate of top diseases in the country in general and the project area in particular.

HIV/AIDS

It is well known that most Ethiopian who live in the rural or urban area are highly exposed to HIV/AIDS pandemic mainly because of their low economic status and lack of access to education though the degree varies from place to place. Due to this HIV/AIDS infections are very high and alarming and still AIDS has claimed the lives of thousands and million of people, it is also knocking at every ones door. The most destructive loss due to HIV/AIDS happens when the productive part of the society who are sexually active and highly liable to the virus are infected.

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Besides, the time and the money wasted, for treatment of the victims have remarkable impact on the economy of the country.

According to data drawn from Ministry of Health indicators issued in 2007/2008, there were a total of 323,402 people living with HIV/AIDS(PLWHA) in Oromia region accounting 24% of the country. The paper also indicated that the Regional and National HIV/AIDS prevalence rate is 1.5 and 2.1 respectively. When disaggregated by sex, the figure bears 1.2 and 1.8 for Oromia and 1.7 and 2.6 for national male and female respectively. This indicates HIV/AIDS in Weliso town, the trends of HIV positive Persons for the last five years is taken in to account.

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Table 4.16: Trends of HIV/AIDs Positive Persons in Weliso Town Year in Number of Visited Persons Number of Positive Persons EC Male Female Total Male % Female % Total % 1995 194 85 279 10 3.6 4 1.4 14 5 1996 386 215 601 63 10.5 63 10.5 126 21 1997 1713 1230 2943 256 8.7 249 8.5 505 17.2 1998 3332 2680 6012 540 9 549 9.1 1089 18.1 1999 5860 3914 9774 276 2.8 266 2.7 542 5.5 2000 3803 3402 7205 280 3.9 337 4.7 617 8.6 Total 15288 11526 26814 1425 5.3 1468 5.5 2893 10.4 Source: Weliso Town Health Office and saint Luke Catholic Hospital

From the above table, we can learn that the trend of HIV/AIDS is at an increasing pace. In general according to data obtained from Weliso town Health office and St. Luke Hospital, the prevalence rate of HIV/AIDS in the town is 10.8%. This is rate is slightly more than that of the regional prevalence rate for urban centres, which is 10.7%. Similarly to look the situation of HIV/AIDS in Ambo town, the trends of HIV infected persons for the last four years is taken in to account.

Table 4.17: Trends of HIV/AIDs Positive Persons in Ambo Town Year in Number of Visited Persons Number of Positive Persons EC Male Female Total Male % Female % Total % 1998 179 129 308 11 47.8 12 52.2 23 7.5 1999 5412 3210 8622 190 42.4 258 57.6 448 5.2 2000 7100 5319 12419 199 39.2 309 60.8 508 4.1 2001 1311 1729 3040 33 29.5 79 70.5 112 3.7 Total 14002 10387 24389 433 39.7 658 60.3 1091 4.5 Source: Ambo Hospital and Ambo Town Administration Office, 2009

As can be inferred from figures specified above, the prevalence rate of HIV/AIDS in the town during the last four years is 4.5. This rate is considerable less than that of the national prevalence rate for urban centers. Increasing number of the identified HIV/AIDS risk behaviors in the specified towns are attributed to lack of awareness (unsafe sexual practice), consuming excess alcohol, harmful traditional practice (HTP), such as circumcision, rape, etc. Besides, the presence of considerable number of commercial sex workers in the specified towns, the expansion of pornographic video show, high rate of unemployment, increasing numbers of Chat addiction in the specified towns contributed to the expansion of HIV/AIDS. The risk is expected to increase in relation with the envisaged road project and appropriate mitigation measures are stipulated under section 7.2.3 of this report.

4.3.4 Water supply The availability of adequate and potable water at reasonable distance is one of the basic necessities for human survival. Besides to utilizing for drinking and keeping personal and household hygiene, potable water supply secures health by reducing water born diseases. The merit also trickles to reducing morbidity and mortality rates and the number of working hours lost for queuing and

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Ambo - Wolisso Road Project drawing water from far distance which in turn increases productivity. Nonetheless, considerable size of populations is suffering Ethiopia from lack of this vital necessity.

Table 4.18: Coverage of Clean Water Supply by Weredas S. Wereda Coverage Protected Hand Motorized Remark No in % Spring Pump Scheme 1 Ambo 58 27 28 16 2 Weliso 51 2 4 1 3 Wenchi 29.7 20 17 1 4 Ambo town 51 - - 1 River Diversion 5 Weliso Town 68 - - 1 Deep Wells Source: Wereda & Urban Water Supply Offices & services, 2010

As to the case of the project area, the majority of the populations have no access to clean water supply and suffer from diseases ensuing from consumption of contaminated water drawn from rivers, and hand dug wells.

4.3.5 Travel Pattern, Transport and Communication Services The travel and transport pattern of the population in the project area and in the region is mainly carried out by non-motorized means of transport, and in particular by walking on foot. It is estimated that more than 70% of households in the project area walk on foot to reach different social services and facilities, such as, administrative centers, courts, police stations, markets, agriculture input stores, sources of drinking water, flour mills, and fuel wood collection places.

In the project area, an estimated small percentage of population is also dependent on motorized or vehicular transport. Public transport services operate in the major towns (Weliso and Ambo) and there is a daily schedule of public transport service to the specified major towns from Addis Ababa. Large buses operate from Addis Ababa; medium buses operate between Ambo and Nekmete towns, and Weliso and Jimma towns. There are also mini buses that carry out short distances between towns located along the project road. There are taxis (mainly Bajaj) giving services in Ambo and Weliso towns. All the major towns of the project area have digital and mobile telephone access and services. The Major towns (Ambo and weliso) also have postal service and internet access.

4.3.6 Tourist Attraction Sites Ethiopia is well known with various sorts of historical, cultural as well as natural tourist attractions. Nonetheless, much of these abundant resources are not utilized effectively for promotion tourist industry due to economic reasons, lack of experience and trained personnel in the sector. Oromia is one of the richest regions in the country with natural and man made (Cultural and historical) tourist attractions. The region is endowed with a great deal of attractions which can be used and exploited for socioeconomic development of the people by development of tourism sector. Similarly there are natural tourist attraction sites in the project area. Among others Wenchi creator lake, panoramic view of wenchi wereda landscape in wenchi wereda and panoramic view of Tulu Maja (Abbo Mountain) in Weliso wereda of south West Showa zone and Huluka water fall, book-tulle and Boku-chitu ritual sites are the main tourist attraction identified in Ambo Wereda of West Showa

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Ambo - Wolisso Road Project zone. So it is deemed that the construction of envisaged road will have significant contribution for effective utilization of the specified attraction and to explore the non-identified sites.

4.3.7 Economic Activities (i) General According to recent World Bank Report, about 81% of the Ethiopian populations live on less than 2 USD a day. The average per capital income is 141 USD compared to 37,000 for UK. More than half of the GDP is dependent on agriculture, which suffers from frequent drought and poor cultivation process.

The national and regional, dominant sector of the economy agriculture is constrained by age-old production practices and structural problems. It has failed to provide even sustained incomes for the great majority of the people who are engaged in the sector and to satisfy national food requirements. Although 85% of the national population work force is engaged in agriculture, the country has not been able to feed its citizen. For thousands of years, we have been using the same poor cultivation system due to limitation in capacity of our farmers and farming practice. Besides, agriculture is characterized by smallholder subsistence production, with smallholding farmers growing crops on 96% of the land under cultivation. They produce 90% of all agricultural production mainly through low input, low-yield rain fed agriculture. The average household land holding is about one hectare and yet the average house hold size is 5 people per household. The crop production is based on rain fed agriculture and this made the majority of the population to be vulnerable for frequent food shortage and its aftermaths. In other words, a growing number of farmers are no more able to feed themselves because they are too many for the existing cultivable area and productivity is too low. Poor farmers cannot adopt more intensive production techniques because they do not have the required minimum income to purchase, the necessary inputs.

(ii) Project Area a. Agriculture Agriculture is the main stay for the majority of population in the project area and it provides the largest share for livelihood of the population. Mixed farming is a common practice in the area involving dominantly crop production and livestock rearing though both are carried out at private level in a traditional way. Nonetheless, Wereda Agriculture and Rural Development Offices are aspiring to acquaint farmers with modern production systems by distributing in put (improved seeds and fertilizers) and giving training via extension package.

Crop Production Smallholder subsistence agriculture is the main character of crop production in the area, which of course is the case for other parts of the country. Crop production is mainly rain fed and practiced in traditional style. The project area and its environs are relatively free from meager and erratic rain fall distribution, and food insecurity problem compared with other woredas of Oromia. However, the production is characterized by lack of access to modern technology, low input supply, dependency on rainfall and shortage of irrigation practice. Major Crops The agro climatic condition of the area is very suitable for the production of cereals, pulses, and oil seeds. Thus, Teff, wheat, barley, maize and sorghum for cereals and field pea, house bean, Chick pea and lentil from pulse are the major types of crops produced in three rural weredas of the project

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Ambo - Wolisso Road Project area as well as West and South West Shewa zones which are going to be linked by the envisaged road project. Ensat is also dominantly cultivated in Wenchi wereda. Crop productivity has shown significant improvements for the elapsed tentative few years in all weredas a associated with promotion of extension package and provision of agricultural inputs to the farmers.

Table 4.19: Crops productivity in West and South-West Shewa Zones Crop Type West Shewa South-West Shewa Cultivated production Productivity Cultivated Production in Productivity land in ha in Quintal Per ha. land in ha Quintal Per ha. Teff 222905 4006741 18 310085 1806987 14 Wheat 158865 5513534 35 80425.25 2222283 28 Barley 43041 81427 19 33586 87756 26 Sorghum 43041 814237 19 3435.25 81740.25 24 Maize 73589 3185979 43 22345.5 824106 37 Total 541441 14334728 26 269877 5812872 22 Pulses Field peas 12225 187639 15 16189 283858.8 18 Horse beans 29544 530258 18 4919 2150 0 \Chick peas 12237 268680 22 17267 2630 0 Lentils 2391 33851 14 35199.14 585001.8 17 Total 56396 1020427 18 73574.34 87364.6 12 Oil seed Niger seed 33257 256961 8 867..25 3814 4 Line seed 22596 21567 10 19442.12 230756 12 Rape seed 4171 49202.9 12 6396.2 25671 4 Total 60026 537731 9 26705 260241 10 Total 60026 537731 9 26705 260241 10 Total Sum 657863 15892886 24 370157 6946754 19 Sources Zonal Agriculture and Rural development Office: 2010. According to data obtained from each zone agriculture and rural development offices, although the zones productivity has been improved, in the past few years, through provision of agricultural imputes to the farmers, the productivity is still less as compared to the potential.

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b. Land Use Pattern Land use pattern is usually the function of the type of the existing socioeconomic features and farming system of the people dwelling in the project area. As can be seen in the table 16, the land use pattern is dominantly utilized for cultivation in the specified three weredas as crop production is the major means of livelihood of the people dwelling in the project area.

Table 1Land Use Patterns of Weredas in the Project Area Other Cultivated Grazing Vegetation Water Body Purposes Total Wereda ha % ha % ha % ha % ha % ha % Ambo 57220 72 8370 11 1379 2 2455 3 9228 12 78652 100 Wenchi 24490 33 5583 8 4551 6 490 1 37534 52 72,648 100 Weliso 45500 66 4754 7 4075 6 0 0 14057 21 68386 100 Total 127210 57 18707 9 10005 5 2945 1 60819 28 219686 100 Source: Wedreda Agriculture & rural Devt. Offices: 2010 c. Existing irrigation practices There are modern and traditional irrigation schemes practiced by a number of households especially in wenchi and Weliso Weredas using rivers and streams. According to data obtained from Wenchi and Weliso weredas thereis about 2943ha irrigated farm currently owned by 19593 households.

Table 4.21: Distribution of Irrigation Farm by Weredas S.No Wereda Irrigated Area HHs Remark 1 Ambo N/A N/A 2 Wenchi 928 6194 3 Weliso 2015 13399 Total 2943 19593 Source; Wenchi and Weliso Wereda: 2010 Onion, tomato, potato and other type of vegetables are produced by irrigation farming in the area. The envisaged road project will have significant contribution to assist farmers transporting their product to market centers and intensify the production.

d. Livestock As has been stated in the preceding section, livestock husbandry is one of the dominant means of livelihood of the people in the project area. All of the studied Weredas have diversified livestock population and the number of cattle population stands first for all Weredas accounting 97%. the sector is stranded by shortage of pasture grazing land), prevalence of cattle diseases, lack of veterinary clinics, lack of modern know how on livestock herding and the likes.

Table 4.22: Numbers of Livestock Livestock Wereda % Category Ambo Wenchi Weliso Total

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Cattle 114481 89732 1666008 1870221 97 Sheep 36796 29881 20931 87608 1 Goats 18381 24639 30634 73654 0 Poultry 52084 78532 89319 219935 1 Horses 8805 7876 4081 20762 0 Donkey 9660 9225 18104 36989 0 Mules 624 824 1263 2711 0 Total 240831 240709 1830340 2311880 100 Source; Agriculture and Rural Development Offices of Ambo, Wenchi and Weliso Weredas, 2010

The major livestock feed along the project area include open pasture, bushes and hay as well crop residues. There is gradual declining of grazing land from time to time. On the other hand, there has been no forage development in regular extension services. As can be seen in the table above, there are large numbers of livestock in the specified three weredas. Nonetheless, the land use pattern of the area is indicating that only 9% of the land is utilized for grazing out of the total area of the Weredas (See table 3.18) and there is critical shortage of grazing land. Therefore modern forage development is required to make the sector productive.

4.3.8 Gender Issues In Ethiopia, the Gender proportion of men and women shows that women constitute approximately 50% 0 f the population. Having almost equal proportion of men and women, the Gender disparity between men and women is believed to be very high in the country and this disparity is believed to be one of the bottlenecks for its development. FDRE Constitution gives women equal right with men, Article 35 (Rights of Women) No.1 states:

"Women shall, in the employment of rights and protections provided for by this Constitution, have equal right with men", Women make a significant contribution in the area of economic and social development of the country. However, women's contribution to the economy and social development is not recognized as such, mainly because of the economy and political power is controlled and dominated by men. Women do not receive equal opportunity in education, employment and in other social development activities. In the welfare monitoring survey carried out by CSA, it was found that women have low school enrolment rates and are also less literate than men. This and other development indicators show that women do not receive equal opportunity and access to education like that of their men counterparts.

The social impacts that will be created due to the construction of the project road affect women more than men, Among the social impacts, resettlement/ relocation of PAPs may lead to the breakdown of community social networks and this has direct impact on women more than men because women rely and depend on community and social networks for their emotional, family and practical supports. Since the different social impacts affect and are reflected more on women than men, there is a need for women to be consulted concerning the proposed mitigation measures to address those negative impacts. FDRE constitution, on Article 35, No.6 states that: "women have the right to full consultation in the formulation of national development policies, the designing and execution of projects, and particularly in the case of projects affecting the interests of women". Women have equal right to ownership of property and enjoy equal treatment in the inheritance of

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Ambo - Wolisso Road Project property. Hence, compensation payments and other measures related to resettlement/relocation shall be done equally for women and men; and it will also take into consideration the interest women as enshrined in FDRE constitution on its Article 35, No.7 that states women have "... the right to acquire, administer, control, use and transfer property. in particular, they have equal rights with men with respect to use, transfer, administration and control of land. They shall also enjoy equal treatment in the inheritance of property” women also have different roles and relations and division labor than men. The gender roles and division labor is shown in the following paragraphs.

Gender Roles and Relations: Men and women have different roles and responsibilities in the project road corridor and its influence zone. Men traditionally have more socially recognized power and authority in decision-making, control and access over resources. Women have limited access and control over resources and in decision making either at household or community level.

Gender Division of Labor: Men are mostly engaged in productive (agricultural activity) and also in other socio - political responsibilities also. Women on the contrary play triple roles and responsibilities. Women are mainly responsible for productive, reproductive and also social activities. Women play significant r ole in agricultural production in the project influence zone and in the corridor generally. This is also true f or the country and other parts of Africa. It is estimated that in rural Africa women account for more than 7 0% of agricultural activity.

The different roles and responsibilities assumed by women and men in the project road corridor imply that they have differing transport needs and requirements. The transport needs of women and men obviously vary in accordance with tasks and roles in their everyday life. There is high demand for travel and transport by women both for within and outside their village travel. Hence, it is highly crucial that the construction and upgrading of the project road gives sufficient emphasis and proper attention to Gender related issues and specifically addresses the transport demands of women.

Women play very important role in travel and transport. The demand for travel and transport by women either for household or community activities is very high. Travel and transport related activities carried out by women include: domestic travel and transport, agricultural transport and transport related to social services. In a study carried out by ERA in 1999 on village level travel and transport (VLTT), it is estimated that the women in Ethiopia are responsible for some 76% of the time and about 86% of the effort made for transport (domestic transport is the highest).

A study made to introduce IMT in selected woredas shows that women perform major travel and transport related activities mainly for domestic (fuel wood, water collection, etc), market, agricultural and social purposes. Walking on foot is the common mode of transport followed by pack animals in rural and semi urban parts of Ethiopia. According to the VL TT study "fuel, water, food, etc, accounts 73% of the trips and 61 % of the travel time and 93% of the transport effort". Women are also responsible to carry out significant transport activities that are related to reproductive and productive activities. In Ethiopia, "women work from 13-17 hours a day grinding grain, fetching water, collecting fire wood, preparing manure for fuel, cooking food, raising children, taking care of domestic animals and managing the family".

In the project road corridor, women’s transport needs are mainly related to:

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* Travel for domestic activities: This is travel to collect fire wood, travel to water points, travel to grinding mills, etc. * Travel for economic activities: It includes, travel to markets, travel to farm fields, travel t o saving and credit associations, cooperatives, etc. * Travel to social service facilities: It includes, travel to health facilities and traditional healers, women associations meetings, etc. * Travel for social and communal activities: This is travel to places of worship, to funerals, visiting the sick, visiting of families and friends, etc.

The construction of the project road is expected to provide some sort of assistance and support to women in improving their condition in their productive, reproductive and socio political activities.

Productive activities: it is expected to provide and introduce women with labor and time saving tools and equipment, and at the same time improve their productive capacity. This could be realized with improved road network and communication. Hence, the construction of the project road is expected to contribute towards this.

Reproductive activities: It would also provide women to have enough time to look and take care for their children and other household members.

Socio political activities: In the long term, women would be exposed to improved technologies, tools, create additional income and build confidence in their day-to-day life and work. It would also create opportunity for women to participate in other socio political activities and issues that are related to their community and beyond. FDRE constitution, on Article 35,No.6 states that:” women have the right to full consultation in the formulation of national development policies, the designing and execution of projects, and particularly in the case of projects affecting the interests of women”. In the rural sections of the project road corridor, link most other rural areas of Ethiopia, the poverty situate on is among women and in particular female head households (FHH). The magnitude of women’s poverty situation is manifested through lack of transport services and facilities. With the construction of the project road, it is expected that the poverty situation of women will be changed to economic development.

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5 PUBLIC AND STAKEHOLDERS CONSULTATIONS

5.1 Overview of the Consultation process As it is well known, stakeholders include various groups who have an interest or a stake in the project. They include those who are likely to be affected by the project as well as those who may have an influence on the project. In view of this, the local community or the public and Administrators and heads of different wereda sectoral offices of Ambo, Wenchi and Weliso Weredas were consulted. Besides, heads of different sectoral offices of Ambo and Weliso towns consulted together with respective rural weredas. Public consultations were held on 14/08/2010, 15/08/2010 and 20/08/2010 at Chitu , Weliso and Ambo towns respectively; Photos 17 – 19 below depict these consultations. The agendas of the meetings were same at all of three places and among the major topics of the discussions were:  Positive Impacts of the road upgrading project,  Negative Impacts of the project,  Attitude of the people towards the project, and  Expected participation during construction phase from Weredas sectoral offices and the public.

5.2 Positive Impacts of the Project In all of the three discussion sessions, the participants forwarded long list of positive expectation regarding the project and the common points are specified here under:  It creates good opportunity for small settlements located between Ambo and Weliso towns to grow as large towns or urban centers  Promotes the activities of Ambo University and its branch located at Weliso town  Regardless of its access and transportation problem, the road corridor has tourist attractive scenery and historical sites. Therefore, the road construction will promote tourist industry.  The road corridor is blessed with various sorts of natural resources, which may be utilized for investment activities. Hence, the road construction will promote investment activities in the area.  Farmers will get transport access to take their product to market centers and sell at reasonable prices.  Improving the Ambo-Woliso road will strengthen socio-economic relationship between the people of West Shewa and people of Southwest Shewa zones.  Upgrading of the project road will reduce the existing high transport cost and will minimize transportation problems.  It creates short cut way to travel from Ambo to Chitu to Weliso and vis-versa as some are traveling round distance via Addis Ababa.  Women will have the opportunity to reach the nearest health institution especially during their pregnancy.  Promotes the activity of the health extension workers

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 Creates job opportunity to a number of unemployed workers  Creates rapport and trust relationship between people and government

Photos showing the Consultation Meetings Undertaken at Different Locations along the project road

Photo 17: Public Consultation held at Ambo Town at Zonal Administration Office Hall

Photo 18: Public Consultation conducted at Chitu Photo19: Stakeholders Consultation held Woliso Town at Wenchi Woreda Administration Office. Rural Woreda Administration Office.

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5.3 Expected Negative Impacts The participants of the discussion asked to forward their view regarding the negative impacts of the project and the following are the major issues mentioned repeatedly in three of the discussion sessions:  The road will entail demolishing of households and structures built in the urban centers  The road will affect social services built along the road  The road will affect farm land in the rural areas  The road will affect trees planted along the road  Creates high traffic congestion on the existing Abmo-Nekemitie main road  Affects indigenous trees  The area around Wenchi Lake is characterized by undulating land feature and this may aggravate erosion hazard in relation with activities of the project.  The influx of numbers of project workers may aggravate HIV/AIDs expansion in the area. Nonetheless, all of the discussants mentioned that the positive impacts outweigh the negative impacts.

5.4 Issues to be considered in the Design and Implementation of the Project The issues recommended by the discussants to be considered in the project design and implementation as mitigation measures for negative impacts of the project include the following;  The road design should avoid or minimize impacts on the settlements and properties located along the road alignment.  Participants of the Ambo town consultation requested for the project design to include a spur road linking the project road with the Ambo town Bus Station for the purpose of minimizing traffic congestion and accident risks at the junction of the project road with the Addis-Ambo main road as well as on the main.  The road project has to include budget for compensation of affected private and public properties.  HIV/AIDS prevention measures have to be taken in account.

5.5 Contributions Expected from Stakeholders In all the consultations, the discussants pledged promise to participate actively in the forthcoming consecutive project phases. These include promoting the public participation in the form of labor, material provision, maintaining peace and stability in the project area. They have also pledged promise to provide land required for campsites as well as for construction material sources (quarries and borrow pits) for the project and to carry out other activities requested by the project.

5.6 Social Acceptability of the Project As shown during all the stakeholders and public consultations, the proposed road upgrading project is highly accepted by all the consulted parties and they expressed their interest enthusiastically. The

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Ambo - Wolisso Road Project minutes of the meetings of the public consultations are presented in Appendix 2of this ESIA Report.

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6 POTENTIAL IMPACTS AND MITIGATION MEASURES

The environmental and social impacts likely to result due to the construction and operation of the Ambo - Woliso road are identified and described qualitatively and where possible quantitatively in the following sections.

6.1 Positive Environmental and Social Impacts

6.1.1 Positive Environmental Impacts The reconstruction and upgrading of the Ambo - Woliso road will involve improvement of horizontal and vertical curves, widening of the road width, provision of shoulders, provision of parking lanes and pedestrian walkways in towns and villages, new drainage structures and replacement of substandard structures, proper side ditches and erosion protection structures, and asphalt pavements. In addition, it will integrate environmental mitigation and benefit enhancement measures. All these features will bring several positive environmental impacts, including the following: (i) It will minimize the prevailing dust pollution on the road which is nuisance to the roadside communities and that damages crops and vegetation along the road, (ii) It will avoid the existing erosion from the gravel-surfaced road and minimize erosion from roadside ditches; this will minimize the impacts on water quality resulting from erosion of particles from the road surfaces and side drains, which cause high turbidity and pollution, (iii) With improved geometry and widened carriageway, it will improve sight distance/ visibility for drivers and pedestrians, which in turn will reduce accident risks for both motorized and non-motorized traffic, and facilitate traffic flows, (iv) With smooth surfaces and better geometry of the road, it will reduce vehicle-operating costs, the need for imports of spare parts and travel time; and (v) Provision of pedestrian walkways and parking lanes in town and village sections will bring better safety for pedestrians and non-motorized vehicles.

6.1.2 Positive Socio-economic Impacts Development projects are planned for the socio-economic improvement of a national and to bring about better life the society. In this respect, there are a number of potential positive impacts expected from a project and it will be worthwhile to consider them and prepare maximization measures for intensifying and sustain their benefits. The basic positive impact of the proposed project will be creating efficient and effective road transport access and reduction of costs of transport, facilitate travel and transport within the project area and to/and from other places in the project area and outside the project area. In addition, the construction of the road will contribute to improved transport services and to increasing levels of travel and transport. In other words, the main advantage of the road would be to bring down the cost of transport service that also could facilitate travel from one town to other within the project area and its impact zone and outside of the project area. The subsequent advantages will emanate from this basic benefit of the road project.

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The project road is expected to further improve market opportunities, provide access to improved and better social service facilities, create improved communication, improve the supply of agricultural inputs, enhance investment and employment opportunities, contribute to income generating activities, and improve the situation of women by eating better access to transport and other facilities. The upgrading of the project road will create subsequent increase and utilization of agricultural inputs and services that will result in increased production, higher farm gate prices for local produce, resulting in higher incomes to the farming households. It is also expected that employment opportunities for the local labor force will be created; it can be assumed that this will be a significant contribution the reduction of poverty at the household level. The project road, in its short and medium term will create impacts such as reductions in vehicle operating, transport and time costs for public passenger and freight transports and for private vehicle users, and improvement in the availability of transport facilities and services. In the long term, development impacts and incentive will be created that will bring about economic growth and changes in the livelihood conditions of the people residing in the project area. It is anticipated that due to the upgraded road more new businesses and investment projects would be coming up in the project area. It is also true that qualified personnel will be attracted to work in the project area with the improvement of road accessibility, improved transport service and also with the availability and timely delivery of the required services. Improved accessibility would contribute to poverty reduction and long term development in the project area through improved access to the provision of social services. The major social benefits include the development of increased/improved trade and market facilities and improvement in the provision of social services; and employment opportunity created for woment to work as laborers in the project road and also income generation through sales of goods and services to construction workers. The delivery of social services, agricultural input, consumer goods will improve due to the upgrading of the project road and availability of better accessibility in the project area. The project road is important for access to health facilities, schools, major market centers, agricultural input supplies stores and other service giving institutions. i. Access for Transport Facilities The envisaged road project has significant contribution in creating short cut access between West- Shewa and South-west Shewa zones. The zonal capitals; Ambo and Weliso not connected with each other by appropriate road and transportation facilities and the dwellers of these towns access each other via Addis Ababa and the envisaged road project saves time, labor and cost for the dwellers of the specified towns. In addition, there is no public transport service in the rural areas of the proposed road project at present. The community has to travel on foot traveling up to wereda capitals or to market places. It is only after such adversity that they would be able to reach were they want. This makes the journey tiresome and uneconomical for the people living in the rural communities of Ambo, wenchi and Weliso Weredas along the road. The availability of transportation can result in, improved social services; access to administrative centers and to market please. Transportation shall be facilitated, as more vehicles would be available following the road construction. Measures of Reinforcement  Encourage individual business men to participate in the provision of transport service.  Maintain regular road maintenance service to avoid dissatisfaction of transporters and public.

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 Transport authority and local government authorities should inspect that some transporters do not charge more than the official rate.  The Regional Road Authority needs to construct feeder and access roads in and around the project area. ii. Creation of Job Opportunity As has been treated under the demographic features study of this report, there are considerable numbers of people whose age is falling in the working age (15-64) category. Contrary to that, lack of job opportunity mentioned as the major social problems of youth living in three weredas crossed and two zonal capitals linked by the project road respectively. Therefore, the project will provide job opportunity to considerable numbers of unemployed people specially during the construction phase.

Thus, generation of employment through physical works expected as direct positive effects of the road construction. At local level, the population can benefit from job opportunities created following development activities in the area. Because as experience from previous road construction works shows that large size of employment opportunities would be created for semiskilled and unskilled labor from the local communities. Hence, to ensure the participation of the local community in the construction of the road employment for semiskilled and unskilled labor force should be encouraged from the local communities and more opportunity and priority in employment should also be given for women and in particular to female headed house holds. If such employments are adopted, the project would contribute to the creation of jobs, income and improvements of the local economy increase the revenue capacity of the project area and will also bring knowledge to the locality.

Besides, in relation to the project road construction people can participate in catering services or small bars and restaurants located along the project road and near construction camps, etc. could earn additional income due to the presence of large number of construction workers. More traffic movements could also contribute to increased income generating activities in the towns and for those villages located along the road. Measures of Reinforcement . The contractor should employ large proportion of casual and semi skilled workers and also be able to transfer skills and knowledge to his workforce. In the contractual document a clause should be added to ensure the employment of casual and semi skilled workers has to be made from the people in the project area. . Ensure women’s employment and improve their employment opportunities and working conditions. Develop guide lines and regulations to ensure that women receive equal employment opportunities.

The contractor needs to observe the Labor code of the country for employment, minimum wage, work safety regulation, and related issues; and should also allow the work force to establish its union as per the law. ERA and local authorities should assign inspectors to monitor that appropriate implementation of the labor code and other policies and guidelines of the country and respected; and appropriate standards are maintained. iii. Promotion of Agricultural Development Endeavors

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The Rural Development Policy and strategies of Ethiopia asserts that: it is inconceivable to realize market-based agricultural development in the absence of efficient road and transport services. The supply of various development services to rural areas is possible only when there is an efficient road and transport system. Hence, the expansion of road and transport services is one of the key development measures that must be taken to promote accelerated and sustainable agricultural development.

In view of this, associated with the construction of the road, it is expected that crop production and productivity will show increment with the availability of agricultural inputs and extension services. Household income also improves due to lowering of transport costs and improved and extended market access and opportunities to agricultural products. In addition, the construction of the envisaged road helps development workers can move easily from community to community for promoting agriculture extension and teaching the farmers about modern farming techniques. Further, associated with the construction of the road, it is anticipated that farmers can get better prices for their agricultural products, agricultural development of the area would increase and attract more people and more transport vehicle that in turn reduce transportation cost and promotes trade in the area. Besides, existing urban centers will grow in the future in size and improve the quality of their services. Measures of Reinforcement . Ensure timely availability of agricultural inputs and improved technologies for farming households. . Facilitate the provision of credit facilities for small scale farmers to allow them increase their production. . Provide different types of incentives for people who want to invest in agricultural activities in the project area. iv. Facilitation of Investment and Tourism Development The project area possesses enormous natural potential resources by virtue of its natural endowment. The project area is part of the region blessed with fertile soil, huge water bodies, and livestock. On the other side the area has a number of tourist attraction mainly Wenchi creator lank and panoramic view of investment opportunity to the area located along the corridors of the envisaged road project. v. Education Development Actually the number of schools contracted and student enrollment rate has increased in the weredas of the project area. Besides this, it is expected that in relation with the implementation of the road, it is anticipated that additional schools will be constructed and more children would enroll and attend classes. The development of the intended road and better means of t4ransport in the long- term could be more beneficial to girls than boys. This is because parents hesitate to send their girls to schools that are located in distant places. Several studies have attested that distance of schools from villages has been a major problem for low level of enrollment especially for girls than boys. On the bases of this, it is anticipated that more school children would enroll in schools or go to higher grades when there exists improved roads, and better means of transport are offered. To enhance the benefit of the road in this regard it will be worth while to construct schools in close proximity to villages and settlement area and provide special privilege for girls to encourage them attend schools. vi. Health Development

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Distance of health services located far from main roads affects mothers and children. In most parts of rural areas that are disconnected from roads, mothers face problems during pregnancy as they cannot travel for a medical checkup or treatment and cannot also get assistance of health personnel working at health clinics.

It is true that distance of health services causes difficulty to transport patients or seriously ill people. It is because of this difficulty that patient and sick people are transported on horseback mule or donkeys or carried by people on a locally made wooden stretcher (on bed) to health service. This way of transporting patients to clinics takes several hours and even days to reach the nearby health services. In some places patients referred to the higher health institutions also face similar problems to reach the next higher health service location.

Road construction and upgrading can contribute to improve community health through the provision of access to health services and easier accessibility improving quality of services through better-trained personnel. The supply of medical equipment and medicines will be improved and costs will decrease due to lower transport costs. Further, the road will have significant contribution to promote Maternal and Child Health (MCH) care specially for reducing maternal deaths ensuing from lack of transportation facilities to reach health services for maternal care and during complication of delivery. This case is repeatedly cited by discussants of the public consultation. Easier accessibility also improves quality of services, and better-trained health personnel will be encouraged to stay and work in the area. To realize this constructing health facility at close proximity to villages or at central locations, giving priority to children and mothers in the health service system and provision of education and awareness about communicable diseases, HIV/AIDS and other STDs are recommended as enhancement measures. vii. Attainment of women need Women in the project area are responsible to purchase major household consumable from the nearby markets and also to carry or transport some of their marketable items to the nearby market places for supplementing household income. Family care is also the responsibility of women as compared to that of the male’s share. They have to travel on foot, most commonly carrying heavy loads on their head and on their back to market places. Provision of efficient transportation with fair price, through improved road network would relieve women from these burdens.

Besides, women in the project area can earn form sales of goods and services to the construction labor force. Women can be employed and involved in the construction activity and earn salary from the project fund. Female headed households in particular could be observed by creating employment opportunities in the road construction work. Women in road projects could work as daily laborers, time keepers, store keepers and in similar other activities during the roads construction.

Women could also earn income through sales of goods and services to the construction workers. A number of catering services, coffee and tea shops, kiosks and bars along the road are managed and run by women, in some of the areas it is particularly run and managed by female-headed households. Such type of income generating activities could increase their income with better and safer stopping places for cars, trucks and buses. Bigger volume of traffic can increase these income-generating activities. Women also will benefit from the decrease in the prices of goods due to decreasing transport costs. The positive impacts stated above could only be realized if access to

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services and opportunities, such as, credit, education, health and etc are equally provided for women. Measure of Reinforcement  ERA and local authorities have to set regulations/guidelines to ensure and improve the employment opportunities of women in the road construction works. The guidelines are to ensure that women receive equal chance for employment on construction work. The guidelines are to ensure that women receive equal chance for employment on construction sites.  Contractors should create employment opportunities for women in general and give priority for female headed households in particular.  Women workers should be assigned in those jobs which are fit to their biological and physical conditions. The contractor should follow regulation and principles set in the FDRE constitution and labor code concerning the rights of women workers. viii. Creation of income generating activities Creation of income generating activities is one of the positive impacts of the project road to local community. There will be temporary income opportunities that will be created to residents in the project area during construction works. Businesses such as, catering services (or small bars and restaurants) located along the project road and near construction camps, etc. could earn additional income due to the presence of large numbers on construction workers. More traffic movement could also contribute to an increase in income-generating activities in the major towns and for small towns located along the project road. Fuel stations, vehicle workshops and type repair shops in major urban centers will improve their quality of services with the growth and development of traffic volume. Income also generated due to the development and growth of better and safer parking facilities for public transport vehicles, trucks and others. Measures of Reinforcement  Make available micro credit services for small entrepreneurs and in particular for women entrepreneurs who wish to start small income generating activities  Provide better parking facilities for taxis, buses and freight transport to avoid traffic jams along the road sides.  Construct bus terminals or public transport that will facilitate a smooth operation of passengers and their luggage.

In addition to the above specified advantage the envisaged road project is expected to contribute strengthening the socioeconomic relationships people living in West Shewa and Southwest Shewa zones. In general, the expected benefits from the envisaged project are not limited to the mentioned above. In general, improved infrastructures especially road transport would greatly assist the development and utilization of resources and promotes investment in the area. Such investment and development activities generally bring significant economic and social benefits both at local and national level.

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6.2 Negative Impacts on Physical Environment

6.2.1 Loss of Land under Various Uses The upgrading of the Ambo – Woliso road will result in loss of land under various uses. Fortunately, the proposed road upgrading works will be implemented basically following the alignment of the existing road, which has a major advantage in terms of reducing the extent of land requirement. Nevertheless, it will involve widening of the road width and minor alignment improvements to meet the requirement of the recommended design standard. Thus, these activities will require acquisition of some area of land, most of which is under agricultural use and the land losses due to these activities will be permanent. It has been estimated that about 65% of the project road runs through areas used for agricultural activities including crop cultivation and tree plantations. The remaining areas are covered by grazing lands, shrub and bush lands, remnant or planted indigenous tree, and towns and villages. Additional productive land is likely to be affected due to land requirement for campsites, borrow pits and materials processing sites. The potentially affected agricultural lands are mainly under cereal crops cultivation, enset plantations, and root crops mainly potatoes. In addition, a significant portion of the project road has plantation trees dominantly eucalyptus trees on roadsides. Probably, roadside plantation trees are the most affected resources since they are closest to the existing road. The trees on either side or on both sides of the road must be removed if the road is to be improved according to the recommended design standard. Possible impacts on lands under agricultural practices or uses can be minimized through:  Selection of road design option that will involve less land requirement like adopting a 30m ROW or even less width instead of 50m width, which is the ROW for DS4 according to the ERA Design Manual; this would reduce the extent of additional land requirements and the associated impacts on agricultural lands and properties,  Limiting land acquisition and earthmoving activities to the imperative area necessary for the road works,  Adopting ‘half-way’ construction method particularly for sections running through agricultural lands and other sensitive areas in order to reduce the impacts due to land taking for detour roads,  Avoiding side-tipping of excavation materials onto adjacent farmlands or on lands under other uses by disposing all spoil or excess materials in approved spoil disposal areas with appropriate landscaping and establishing vegetation after completion of the works,  Avoiding designing and construction of culverts and side-drains in such a way that they would release runoff or flood water onto lands under agricultural or other uses,  Restoration of areas affected due to temporary activities like detours and access roads to productive state by removal of pavement materials, loosening of compacted soils and spreading of the topsoil preserved for this purpose; the topsoil removed from the road widening and other areas shall be stockpiled for re-use on embankment slopes and restoration of temporary affected area, and  Payment of reasonable compensation for loss of farmlands, grazing areas and properties according to the Regulations No. 135/2007, which deals with compensation issues for expropriation of landholdings for public projects.

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6.2.2 Soil Erosion, Compaction and Contamination Implementation of the proposed road project may cause increased soil erosion particularly during the construction phase. This is mainly related to cutting in soil and earthmoving activities to increase the road width, improve the alignment, replace the old or substandard culverts and construct new ones, and to construct roadside drains, detour and access roads, and contractors’ campsites and other site facilities. These activities will distract the soil structures and eventually expose it to runoff erosion. Soil erosion can also result due to diversion and concentration of runoff water at certain points. This is an existing cause of erosion in roadside ditches and diversion drains and the problem may be aggravated during construction until erosion protection structures are to be provided. The climatic and topographic features of the project area can aggravate the rate of soil erosion. The project area is characterized by high intensities of rainfall and mostly hilly and rolling topography. The mean annual rainfall in the area is over 1200mm, of which about 72% occurs during the main rainy season (June - September) indicating high intensity of rain during this period. The project alignment traverses mostly sloping terrain, which is highly vulnerable to erosion by runoff water. Nevertheless, along the hilly and rolling sections (sloping areas), the catchment intercepted by the alignment is relatively small or it runs on ridge line. Therefore, the risk of soil erosion can be minimized to acceptable levels through engineering design and adoption of some environmental mitigation measures. The sections that have significant erosion problem are indicated in the baseline description (section 4.1.3). In addition, productive soils can be affected due to disposal of spoil materials generated from road cuts onto adjacent lands. Moreover, the soils in the areas adjacent to the road and other active construction sites can be affected due to compaction by heavy equipment used in the construction works and dump trucks used for transportation of construction materials. The use of unpaved access roads and detours will also have compaction or trampling effects on soils. Besides soil erosion and physical damages, soils in the project impact areas could be contaminated by hazardous substances like oils, fuel and detergents resulting from accidental spillage, leakage of equipment and vehicles, or improper disposal of used oils.

Soil erosion and other potential impacts on soils can be reduced through the following mitigation measures:  Execution of the potentially impacting road construction works like cutting in soil or excavation works and earthmoving activities during the dry season thereby reducing soil erosion and compaction.  As far it is feasible, use of ‘half-way’ construction technique in order to reduce the impairment of soils through soil compaction and trampling effects due to use of detour roads.  Design and construction of appropriate drainage structures such as paved side-drains, diversion drains, check dams, culverts and sufficient turnouts to reduce the concentration of water flows, erosion and scouring along and downstream of the structures.  Reducing the time exposed surface remains bare by implementing grassing or re-vegetation by other plants following completion of the construction works.  Minimizing extension of work activities beyond the imperative area for the construction of the road and exploitation of material sources,

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 Avoiding designing and construction of culverts and side-drains in such a way that they would release runoff or flood water onto slopes vulnerable to erosion, and for unavoidable cases, providing erosion/scour protection structures.  Soils compacted due to construction and use of detours and access roads shall be restored to productive state by removing the pavement materials used on the detours and access roads, loosening the compacted soils using ripper, and spreading topsoil.  Soils compacted by heavy equipment and construction vehicles in areas adjacent to the road, near borrow pits and quarries, at campsites etc. shall be reinstated to original condition condition or productive state by loosening using ripper and spreading topsoil as necessary.  Planting of suitable plant species on erosion-prone areas such as cut and fill slopes and other exposed surfaces. Plant species that are capable of reinforcing the soil profile by increasing its shear resistance include the following: Grass species: Kikuyu Grass (Pennisetum clandestinum), Vetiver Grass, Bermuda Grass (Cynodon dactylon), Phalaris sp., Bana Grass, Golden Grass, Elephant Grass (mainly for gully treatment). Succulents: Sisal (Agave sisalan) – effective for stabilizing cut slopes, reinforcing check dams and for gully treatment. Trees and shrubs: Erythrina brucei (Korch), Acacia spp. (A. saligna, A. decurrens, A. abyssinica, A.albida), Sesbania sesban, Leucaena leucocephala  Preventing contamination of the soil by oil, fuel, used oil or other pollutants, or waste water through regular maintenance and serving of construction vehicles in demarcated areas designed to contain fuel and oil spillages, proper storage hazardous substances (fuel, oils, detergents) and proper disposal of used oils in a manner approved by the Resident Engineer.

6.2.3 Impacts on Landscape Quality and Slope Stability As the upgrading of the Ambo-Woliso road is proposed to be implemented following the alignment of the existing road, significant changes to the existing landscape quality along the project road are not expected. Nonetheless, certain changes can be expected along some stretches like along km 21 - 26 and km 28 – 32. These sections are located in hilly terrain where upgrading of the road may involve cutting in adjacent slopes and disposal of excavation materials on downslope. These activities may result in formation of scars on cut slopes or spoiled landscape at spot where disposal of surplus materials is practiced. Other activities that may result in disfiguring of the landscape include operation of quarries and borrow pits, and establishment of contractors’ site facilities such as campsites, workshops and construction materials processing sites (stone crushing and asphalt mixing plants). Some geological hazard can be expected along a few stretches of the project road. These sections are found along km 22 – 26 and km 28 – 32 where loose geological formation, mainly pumice, is observed. During the environmental field survey in August 2010, minor land-sliding was observed at two spots - at about km 22.30 LHS and km 24.80 LHS. Therefore, deep cutting in such vulnerable areas may induce some slope instability problem like land-sliding at some spots. In

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Ambo - Wolisso Road Project addition, slope instability problem may encounter at locations where inappropriate disposal of excess spoil materials esp. on steep slopes is practiced.

Potential impacts on landscape quality and slope instability can be minimized through the following mitigation measures:  Planting of appropriate grass, shrub or tree species on cut slopes; appropriate grass species include Vetiver Grass and Kikuyu Grass,  To the extent possible, use of existing material sources and materials processing sites that have been used by former road projects and natural clearings/open lands for contractor’s site facilities to minimize the impacts caused by exploitation of new material sources and establishment of new materials processing sites,  Restoration of borrow sites and areas of contractors’ site facilities through back-filling, landscaping and re-establishing vegetation cover,  Avoiding indiscriminate disposal of surplus or unsuitable excavation materials by depositing it only at approved disposal sites and, on completion, by landscaping and planting such sites with appropriate tree, shrub or grass species to improve the visual quality of those sites,  Proper reservation of spoil materials and utilization of them in back-filling of quarries or borrow pits when exploitation of those sites is over,  Designing and constructing appropriate slope stabilizing structures like retaining walls or gabions at the vulnerable sections,  Avoiding side-casting of excavation materials on down-slope by depositing it only in approved disposal sites, and  Controlling surface water infiltration to reduce seepage forces by providing adequate side drains, interceptor drains, etc.

6.2.4 Impacts on Water Resources The Ambo-Woliso road crosses about nine streams and rivers as well as several minor drainage channels. It is expected that all the existing cross drainage structures need to be replaced by new structures. Hence, the road and drainage construction works are expected to cause some adverse impacts on the water resources intercepted by the project road.

The potential impacts on water resources include increased sediment loads and water pollution risks of the streams, rivers and other watercourses crossed by the project road or in its vicinity. The main possible causes of the impacts include excavations for foundation of culverts (to build new culverts or replace old or substandard culverts), and earthworks for increasing the road width, alignment improvements and construction of roadside ditches and diversion structures. Other potential causes of adverse impacts may include disposal of excavation materials on riverbanks or in river-courses, mining of sand from river-bed and spillage of hazardous substances such as fuel, oil and cement slug. The disturbed or excavated materials can easily be transported into watercourses through runoff water erosion or direct disposal into watercourses. These situations may greatly contribute to increased sediment loading of the rivers and streams crossed by the project road.

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Certain sections of the existing road have intercepted with natural drainage systems and modified surface water flow patterns. Along several sections, it has resulted in concentration of runoff water in roadside ditches and diversion drains that in turn has caused erosion problem; the sections that have noticeable erosion problem are indicated under the baseline description, section 4.1.3. The road-upgrading project is not expected to bring significant changes in existing drainage systems other than that have already caused by the existing road. However, the volume of surface water flow is expected to increase due to reduction in infiltration due to sealing of the road surface and side ditches by asphalt pavement and lining with concrete works or stone pitching respectively. The road upgrading project may impact on water quality of rivers and streams due to contamination through spillage of hazardous substances like fuel and oil into watercourses, or due to improper disposal of used oil. In addition, uncontrolled discharge of sewage and other fluid wastes at campsites may cause water pollution through surface runoff into watercourses or infiltration into the groundwater. Moreover, there will be some water pollution hazards that could be induced from hazardous wastes and chemicals released from garages and workshops at the construction camps that could be washed away by surface runoff water to streams and rivers. It may also contaminate groundwater through infiltration.

The other possible impact on water resources would be related to mining of sand from river-courses for concrete and masonry works. The identified potential sources of sand are river deposit at Walga river (km 57.80), and sand from sandstone at 3km from Ambo along Ambo-Gedo Road (~500m Rt). From the riverbed of Walga River, sand is seasonally available during the rainy season and immediately after the rainy season. The Extraction of sand from the river-course may have minor local impacts on the river course and some competition with existing users. The sand deposits in Walga river course is currently exploited for the construction activities in the nearby towns and other areas. There are local people that earn cash income by collecting sand from the watercourse. There could be water pollution risks through leakage of fuel or oils from the equipment and trucks that would excavate and haul sand respectively. The source at 3km from Ambo is an existing site, which is widely used for road projects and other construction activities in the area. Exploitation of this site will not cause any new impacts but is likely to increase the impact on landscape quality.

Although not as significant as the impacts during the construction period, there could be some impacts on water resources during the operation phase. Possible impacts are related to increased traffic volume that may produce more spills of pollutants such as fuel and oil. These pollutants together with road runoff may cause pollution of the water resources crossed by the project road or in downstream of the road alignment.

Potential impacts on water resources can be minimized through the following mitigation measures:  Implementation of the road construction and drainage works during the dry season when river flows are minimal or non-existent, to minimize interference in river flows and reduce erosion, sedimentation and water pollution risks.  Spoil or excess excavated materials shall not be dumped on river banks or in river courses, but they would be deposited only at approved disposal sites.  All hazardous substances such as oil, fuel, detergents and cement shall be properly handled in order to avoid water pollution risks due to spillages. The Contractor’s dispensing points

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of fuels and lubricants should have drip pans, and for the dispensing of petroleum products fuel funnels should be used.  Leakages from vehicles and construction equipment should be avoided by regular and effective maintenance.  Solid and liquid wastes generated by construction camps and workshops shall be satisfactorily disposed by providing proper sanitary facilities and maintaining them in good condition until the camps are closed.

6.2.5 Impacts on Water Supply Systems and Competition for Water The project road intercepts about six irrigation canals and several water supply pipelines. Thus, implementation of the proposed road project may cause damages to the water conveyance systems during construction of the road and replacement of culverts. This situation may result in interruption of irrigation water flows and drinking water supply. Potentially affected irrigation canals are found at approximate station 55+700, 56+200, 56+400, 57+600, 58+700 and 59+300. The road construction schedule may coincide with the irrigation development since both activities would be practiced during the dry season. At station 56+700 there is a protected spring water source (on LHS edge of the road), a pipeline conveying the water from the source to a distribution point on RHS and a public fountain on RHS (at about 15m from the road). These water systems are likely to be affected during construction of the road. In addition, at station about 29+000 there is a spring water source on LHS edge of the road, which is used by the local people for drinking water supply during the dry season as informed by local people. This water point is likely to be affected during the road construction. Moreover, in the towns and major villages traversed by the road, water supply pipelines cross the road at several points and these are likely to be affected during the road construction.

The road project will require water for compaction and concrete works, and for contractor’s campsite requirements. Therefore, there could be a competition for water between the existing water users and the Contractor. Since all the streams and rivers in the project area are used for human, livestock and irrigation water supplies, abstraction of water for the road project may result in competition for water. The identified possible sources of water for the construction requirements include Huluka R. (in Ambo town), Teltele R. (km 6.1), Chancho R. (km 39, 2.4km Lt), Walga R. (57.8km) and Ejersa R. (61.7). Huluka and Walga rivers have substantial flows throughout the year; thus, they may meet the water requirements of the existing uses (irrigation, domestic and livestock water uses) and the road project. Whereas the other streams have low flows during the dry seasons; therefore, they may not meet the water requirements of existing uses and the project. Most of the streams crossed by the project road, including Walga, Kela & Ejersa rives, are highly used for irrigation development during the dry season.

In addition, the existing drinking water sources may not be adequate enough to meet the existing users’ water demands plus the road project’s campsites requirements. Therefore, the Contractor may need to develop his own water supply sources for the road construction and the campsite requirements.

Potential impacts on irrigation and human water supply systems and existing water uses will be mitigated by adopting the following measures:

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 In order to protect the spring water source found at 56+700 LHS, the road project shall be designed and implemented in such a way that the centerline is shifted to RHS and the pipeline crossing the road and the public fountain are replaced by new ones if they were affected.  Damaged water pipelines shall be replaced by new ones as soon as possible.  The Contractor shall be responsible for making his own arrangements for water supply for construction and other purposes without affecting the quality or quantity of water sources of existing users.  Existing water supply sources used by the local communities for human, animal or irrigation purposes should not be used for the road project unless permitted by the relevant local authorities, district water offices or local community.  During replacement of the culverts through which irrigation water passes, temporary water conveyance structures shall be provided in order to let an uninterrupted flow of the irrigation water, and the damaged irrigation canals shall be properly rehabilitated following completion of the road works at that section.

6.2.6 Air and Noise Pollution The current traffic levels on the existing road are relatively low, and thus, air and noise pollution is not a significant problem along the project road although occasional dust pollution is observed. During the implementation of the proposed road upgrading activities, however, dust and noise pollution are expected to be significant problems along the project road and access roads as well as around quarries, borrow pits and construction materials process sites such as stone crushing and asphalt plant sites. Construction traffic, largely related to hauling of construction materials, is expected to increase traffic flows greatly. This in turn may increase air and noise pollution on a temporary basis till completion of such heavy operations. In addition, diversion of the normal traffic to gravel surfaced or earth detour roads may increase dust levels.

Moreover, air and dust pollution could generate from excavation and earthmoving operations, mining of quarry and borrow materials and their haulage to the construction front or processing sites, aggregate production and asphalt mixing activities, and application of the surface wearing course. The dust and noise pollution resulting from all these activities may affect neighboring residential areas, business activities, crops, health and education centers, water supply points as well as religious sites.

Since the project road is located in densely populated and intensively farmed areas, the increased dust and noise levels may cause significant nuisance and result in increased incidence of some respiratory diseases. In addition, there are many other sensitive areas including churches, schools, public health units, and water supply sources along the road. Consequently, dust and noise pollution may cause nuisance to a large number of people.

When the construction activities are completed and the road is taken into operation phase, dust levels will be minimized because the road would be bituminized and traffic will use the asphalt road instead of gravel roads. During the operation phase, the upgraded road will reduce the vehicle operating cost, which will reduce the individual vehicle’s air and noise pollution. On the other hand, the impact of noise and exhaust emissions will tend to increase since the traffic volume would increase. These increased emissions will impact on the air quality but this will to some extent be modified by the road upgrading which will tend to reduce the vehicle fuel consumption which will reduce an individual vehicle’s air and noise pollution.

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The mitigation measures recommended to be implemented to reduce dust production, nuisance noise and vehicle emissions include the following:  Restricting traffic speeds and applying water regularly on dusty roads,  Use of modern and well-maintained equipment (with mufflers where appropriate), regular maintenance of diesel powered machinery and vehicles to reduce excessive exhaust emissions,  Regular maintenance of emission intensive plants like stone crusher and bitumen mixer and application of dust suppressant mechanisms,  Locating the aggregate production and bitumen mixing plants at a minimum distance of 2km from residential areas, religious places, health units, schools and drinking water supply sources,  Construction works must comply with relevant health and safety standards pertaining to noise and emissions, such as wearing ear protection when operating plants or heavy machinery,  Implementing well-designed traffic management plan that considers traffic safety and working hours for materials transport thereby minimize transport-related disturbance to local residents and road users, and reduce traffic accidents,  Carrying out noisy construction activities during normal working hours, and  Avoiding disposing of any volatile chemicals to the air.

6.3 Negative Impacts on Biological Environment

6.3.1 Impacts on Vegetation and Flora Because of high population density and intensive agricultural activities, there are only a few pocket areas covered with some natural vegetation. Since the proposed road improvement would be implemented following the existing road, it is not expected to cause significant damages to natural vegetation available in the project corridor. Nevertheless, it is likely to cause loss of many remnant or planted indigenous trees found on the roadsides. The stretches or spots which have potentially affected trees and the main affected tree species include the following:  Km 0.30 – 1.00: Some indigenous trees including Albizia schimperiana (Sassa), Croton macrostachyus (Bisana), Cordia africana (Wanza), and Acacia abyssinica (Girar); several exotic tree spp. including Eucalyptus camandulensis, Cuppressus lustanica, Acacia decurrens, Gravillea robusta, Casuarina equistifolia, etc. on roadsides along a narrow section of the existing road (see Photo 20 below as an example),  Km 15.50 – 15.70: Dense Cuppressus lustanica (Yeferenj Tid) plantation on LHS edge causing sight distance problem at a curvature point,  Km 25.20 – 26.50: Many Hagenia abyssinica (Kosso) trees on RHS edge of the road and dense Erica arborea (Asta) shrub-land on LHS (see Photos 14 under section 4.2.1),  Km 28.60 – 28.80: Hagenia trees on LHS and Eucalyptus globulus (Nech Bahir Zaf) and Cuppressus lustanica trees on RHS,  Km 29.50 – 30.00: Hagenia trees on RHS,  Km 33.40 – 33.60: Eucalyptus globulus and Cuppressus lustanica trees on RHS,  Km 34.20: About 15 Erythrina brucei (Korch) trees and alignment Eucalyptus plantation on RHS edge (see Photo 21 below),

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 Km 34.30: Four large Juniperus procera (Yeabesha Tid) trees on LHS edge (see Photo 22 below),  Km 43.00 – 44.00 & km 47 – 50.00: Indigenous trees including Acacia abyssinica, Albizia schimperiana, Juniperus procera, Croton macrostacyus, Cordia aficana, Bersama abyssinica and Vernonia amygdalina (see Photo 23 below as an example),  Km 50.10 – 51.20: Indigenous trees including Acacia abyssinica, Albizia schimperiana and Croton macrostachyus,  Km 53.60 – 56.20: Indigenous trees including many Acacia abyssinica, and one Ficus vasta (Warka), and Eucalyptus plantation, and  Km 58.10 – 58.70: Indigenous trees including Ficus vasta, Acacia albida, Acacia abyssinica, Albizia schimperiana and Croton macrostacyus, and bushy and shrubbery plant communities. In addition, abundant alignment plantation tees especially Eucalyptus globulus would be affected. The main causes of impacts on trees and other vegetation are widening of the road width and alignment improvements.

Photo 20: Potentially affected trees and housing Photo 21: Potentially affected Erythina (Korch) and units at km 0.30- 1.00 along narrow road Eucalyptus trees at about km 33.20. section.

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Photo 22: Most likely affected big Juniper trees Photo 23: Potentially affected Acacia trees at about on LHS at about km 34.30. km 48.20 - 48.40 RHS edge.

Based on the detailed inventory carried out for RAP, around 160,000 trees, shrubs and perennial crops were identified from the right-of-way, thus they are potentially affected. Of these, approximately 81% are exotic trees predominantly Eucalyptus spp. that comprise about 64% of the total number of trees and perennial crops potentially affected. It is followed by Cypress tree (Cuppressus lustanica), which is about 16%. The proportion of potentially affected indigenous species (including Acacia, Cordia, Hagenia, Albizia, Croton, Juniper, Ficus, Olea spp.) is only about 1.3% (approximately 2000 trees). The rest comprises fruit trees (like Avocado, Mango, Guava), shrubs (like Koshim, which is used as live fencing), and perennial crops including Enset, Coffee, Bananas, and Sugar cane. Cash compensation will be paid for all the affected trees, shrubs and crops, and the payee are expected to replant the affected trees. In addition, a replanting of trees to compensate for the trees removed is proposed as indicated below and as shown in section 7. Data on the potentially affected trees and perennial crops is summarized in the following Table. Quantity Type of tree/species Notes RHS LHS Total 1 Cordia africana (Wanza) 56 25 81 Indigenous species 2 Acacia spp. 1376 1906 3282 Indigenous & exotic spp. A. abyssinca, A. decurrens etc. 3 Ficus vasta (Warka) 2 12 14 Indigenous species 4 Juniperus procera 0 6 6 Indigenous species (Yeabesha Tsid) 5 Croton macrostachyus 55 69 124 Indigenous species (Bisana) 6 Hagenia abyssinica (Kosso 5 10 15 Indigenous species Zaf) 7 Olea europea (Weyra) 21 1 22 Indigenous species 8 Albizia schimperiana 13 14 27 Indigenous species (Sassa) 9 Ekebergia capensis (Sombo) 2 2 4 Indigenous species 10 Erythrina brucei (Korch) 20 25 45 Indigenous species

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11 Cuppressus lustanica 16,258 9,248 25,506 Exotic spp. – small to large (Yefernj Tsid) trees 12 Cuppressus lustanica 133 225 358 Exotic spp. – seedlings 13 Eucalyptus spp. 33,301 68,098 101,39 Exotic spp. – small to large 9 trees 14 Eucalyptus spp. 283 0 283 Exotic spp. – seedlings 15 Gravillea robusta 480 571 1051 Exotic spp. – small to large trees 16 Schinus molle (Qundo 88 88 176 Exotic spp. – small to large Berbere) trees 17 Other tree spp. (Shewshewe, 487 371 858 Neem, Jacaranda, etc.) 18 Fruit trees (Avocado, 256 204 460 Mango, Guava, Apple, Prunus, Papaya, Orange) 19 Enset 2887 1080 3967 20 Coffee 84 32 116 Total of the above 55,807 81,987 137,79 4 21 Other crops (Sugar cane, 22,097 Bannas) & shrubs (Gesho, Koshim etc.) Total 159,891

The mitigation measures recommended to minimize impacts on important trees and vegetation and compensate for unavoidable losses include the following:  Adhering to exacting principles of design, adopting reduced ROW and widening/improving the road to one side only, where technically feasible. The sections to be considered for this mitigation include the following, but may not be limited to: - Km 24.20 – 25.50 - widening/improving the road on LHS to preserve the Hagenia trees on RHS located on slope vulnerable to slope stability problem, - Km 27.60 – 27.80 - widening/improving the road on RHS to protect the Hagenia trees on LHS, - Km 48.20 – 48.40 – widening the road on LHS to protect the Acacia trees on RHS edge, - Km 49.30 – widening the road on LHS to protect a big Ficus vasta (Warka) (canopy tree) found on RHS, - Km 52.60 –52.80 - widening the road on LHS to preserve Acacia trees and dense Eucalyptus plantation on RHS, - Km 55.20 – widening the road on LHS to protect a big F. vasta tree found on RHS edge, - Km 57.10 – widening the road on RHS to protect a big F. vasta tree on LHS,

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- Km 59.70 – widening the road on LHS to preserve a big F. vasta tree on RHS,  Restricting earthworks and earthmoving activities to the area absolutely necessary for the road works,  Applying ‘half-width’ construction method for sections having important indigenous or exotic trees or vegetation that would be affected if detour road were constructed,  Avoiding side-casting of excavation materials on down-slope where it may affect trees/ vegetation,  Avoiding exploitation of borrow pits and quarries from sites which have important trees,  Avoiding siting access roads, construction camps and materials processing plants at areas, which have significant vegetation or trees cover, and  Replanting appropriate tree species at areas affected due to temporary activities and at locations to be recommended by the Woreda Natural Resources Conservation or Environmental Protection Experts to compensate for trees/vegetation lost. In the planting program, ecologically friendly species should be implemented with priority given for indigenous species, but also it may include suitable exotic species. Tree species recommended for planting program include Acacia spp. (A. abyssinica, A. albida, A. decurrens), Hagenia abyssinica, Juniperus procera, Cordia africana, Erythrina brucei, and Gravillea robusta. The RAP will address compensation to Project-Affected Peoples (PAPs) for the loss of trees (of commercial value or otherwise) on the properties they own or lease. For the remaining trees by the RoW, it is proposed that there be 10 seedlings planted for every tree cut down, of which at least 25% will be indigenous trees.

6.3.2 Impacts on Fauna Implementation of the proposed road project is not expected to cause significant impacts on wildlife habitats and wildlife resources found in the project corridor. Nonetheless, some less significant impacts are expected due to clearing of vegetation and cutting of some trees during widening of the road width, alignment improvement, construction of detour and access roads, and exploitation of borrow pits and quarries. The locations where important trees and some vegetation would be affected are indicated in section 6.3.1 above. In particular the trees and vegetation are important habitats for a variety of terrestrial birdlife.

During construction, the bird species residing in the habitats adjacent to the project road, access roads, quarries and borrow pits, and sites of material processing plants may be disturbed by noise generated from the operation of heavy equipment, noisy plants and construction vehicles. These disturbances may affect nesting and the breeding success of the bird species.

Impacts on larger faunal groups particularly mammals are likely to be minor since most of the available habitats are found at some distance from the project road or other impact areas. There could be minor disturbances to the animals arising from noise generated by operation of heavy machinery and construction vehicles especially dump trucks hauling materials to the construction front.

During the operation phase, there could be some disturbances to wild animals and birds in the habitats adjacent to the road by noise pollution generated by vehicular traffic on the road. But these disturbances are not expected to cause significant impacts on wildlife. In addition, vehicular traffic

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Ambo - Wolisso Road Project may cause some occasional killings of wildlife, but this is not likely to contribute for the declining of wildlife numbers.

Potential impacts on wildlife will be minimized or compensated for by adopting the mitigation measures recommended in section 6.3.1 above. In addition, illegal hunting by the workforce and killing of wild animals due to deliberate or reluctances of drivers shall be strictly prohibited.

6.4 Road and Traffic Safety Issues During construction, there will be increased traffic volume on the project road and commensurately this may result in increased accident risks to the roadside communities, road users and domestic animals. Since the road construction works will take place during the road in operation, traffic accidents may occur due to complete or partial closure of the road and use of detours with narrow width and/or poor sight distance to drivers esp. in villages and towns. In particular, the dump trucks transporting construction materials could create more safety risks for road users and villagers. Since the road project is located in a densely populated area, risks due to traffic accidents could be an important issue unless necessary mitigation measures are implemented.

In addition, along some sections the condition of the terrain traversed by the road may have some impacts on traffic safety. The sections which require particular attention include km 18 – 20, km 24 – 26 and km 28 – 34.50; these stretches run through steep terrain or over a narrow ridge line. The road works and traffic movements along these sections will require precautions by adopting appropriate construction methods and traffic management measures. Along these sections, provision of detour roads may not be feasible, while partial closure of lanes may create traffic safety hazards.

During the operation phase, the smoothened alignment together with the new pavement will provide a smooth road, which may lead to the tendency of drivers using a too high speed. It is very likely that higher driving speeds entail an increasing number of accidents. Particular areas of concern are towns and villages, and the schools aside the road where pedestrians and in particular pupils/children are highly in danger. To minimize potential road and traffic safety problems, the Contractor shall strictly follow a well- designed work program and traffic management plan (TMP) which comprises the following elements, but not limited to:  Provision of necessary information such as speed limits, direction, hazard locations, sensitive sites (e.g. schools, villages, animal crossing paths etc.) by putting appropriate signals and hazard markings,  Assigning traffic regulators or traffic police to control traffic flows at critical sections or periods where/when traffic safety is a serious issue,  Awareness training of operators of equipment and construction vehicles in traffic safety measures,  Establishment of speed limits and controls for construction vehicles and discipline for the drivers, and  Providing appropriate information on the location of risky areas to potentially affected local residents and prohibiting such areas for safety reasons, e.g. borrow pits and quarries, and stone crusher and asphalt mixing plant sites.

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6.5 Negative Impacts on Socio-economic Environment There are numbers of negative impacts that influence the project road, and some of the negative impacts could be avoided if proper mitigation measures are carried out. The negative impacts are related to demolishing of housing units, expropriation of farmland, crop loss, spread of malaria and STDs and HIV/AIDS, growth of squatters & uncontrolled settlements, and pressure on local services and facilities, and impact on settlements.

Loss of Farmland (i) Permanent loss of farmland The construction of the project road mainly follows the existing road and hence, there will not be much farmland that will be lost permanently. However, in some location there will be losses of strips of farmland for the construction works. The permanent loss of farmland will be mainly for widening of the ROW and in some location where there will be realignment.

Mitigation Measures  Compensate farmers for loss of crops (perennial or annual), trees as per the federal legislation (Proclamation 455/2005) based on market prices.  Consult and involve PAPs in the estimation of costs for lost assets.  Allow enough time for PAPs to remove their crops (perennial or annual) and trees.  Give priority in the employment of casual workers for household members of PAPs that have lost their land for the road construction works.

(ii) Temporary loss of farm land As stated on the preceding section, the proposed road follows mainly the existing gravel all weather road. Thus it ma y not involve permanent impact on farmland. However, in some locations there will be temporary losses of farmland for the construction works including facilitating detour roads, construction of campsites, storage sites, asphalt plants, and spoil dumping sites, etc.

Hence, the land that has been used for as a detour road for a year or for one of the above purpose would be degraded and compacted, and will become unsuitable for farming immediately. Such land will take some time before the soil gets back its fertility and the land is used for farming. During the above period farmers will be forced to abandon their plot and lose income from their farmland.

Mitigation Measures  Provide in writing for PAPs procedures on the usage of farmland either temporarily or permanently for the construction works with a schedule for how long it will be used and about its rehabilitation.  Compensate farmers for the loss of production due to land being used as detour or for other construction related purposes and also for loss of its fertility.  Compensate ahead of construction works for the loss of perennial crops trees compensate based on market prices and as per the law.  A void creating camp sites, storage sites, asphalt plants, spoil dumping sites, etc on farm land or near farms.

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 Give priority in the employment of casual workers for household members of PAPs that have lost their land f or the road construction works.  On the completion of the work clean properly and restore the temporarily occupied land.

Impacts on housing units and disruption of settlement The proposed road and its right of way crosses towns and villages with settlement in the right and left hand side and undoubtedly the road exerts its impacts on housing found in towns and villages crossed by the proposed road. Especially the project road certainly identified that considerable numbers of housing unites serving for residential and business services in Ambo town from 00:00- 00:35 in the right and left hand side of road will be affected. In addition, the proposed road project is identified to affect some of housing unites found in the following villages and towns found along the road:

Table 6.1: Potentially Affected Communities by the Project Road S. No List of Villages/ Chainage Zone Wereda Towns 1 Ambo Town 00:00-01:00 W/Shewa Ambo Town Zuria 2 Ya’e Chibo 14:90-17:90 W/Shewa Ambo 3 Altufa 17:00-17:90 W/Shewa Ambo 4 Haro-Wanchi 26:00-27:60 S/W/Shewa Wenchi 5 Merfo 28:30-28:60 S/W/Shewa Wenchi 6 Haroji 32:60-33:30 S/W/Shewa Wenchi 7 Adarie 34:90-35:30 S/W/Shewa Wenchi 8 Gugufte 35:30-36:10 S/W/Shewa Wenchi 9 Darian Town 37:80-39:60 S/W/Shewa Wenchi 10 Sankolie 45:40-45:90 S/W/Shewa Wenchi 11 Chitu Town 51:20-52:60 S/W/Shewa Wenchi 12 Weliso Town 61:10-61:80 S/W/Shewa Weliso Town Source: Consultants Field Assessment, September, 2010

In general, the impact on housing units will occur almost in all the major towns and some villages along the road as individuals have constructed housing units for residence and business activities along and near the road. The number of housing units will be identified after the winding up of the design activity. The demolishing of the housing will entail distribution of settlements.

Mitigation Measures It will be worthwhile in the future to adopt appropriate compensation, rehabilitation and Resettlement Action Plan as mitigation measures for the people who will be affected by the project in accordance with World Bank OP 4.12 and government rules and regulation provided for the purpose.

Impacts on Social Services This assessment is conducted before the completion of design and hence it becomes too difficult to identify exactly all social services and structures falling with in the right of way. Nonetheless bearing the specified limitations it has been tried to identify services found at nearer distance of the

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Table 6.2: List of Potentially Affected Properties S. No Items Chaninage Specific Place Wereda Zone 1 Commercial Housing 00:00-35 L&RHS Ambo Town AMBO W/Shewa Units Town 2 Worship Area (Tree) 18.10 LHS Ambo W/Shewa Fence of the Health center 3 and church 26:20 LHS Harowanchi Wanchi S/W/Shewa Town Fence of Telecommu- 26:40 RHS Haromwanchi Wenchi S/W/Shewa 4 nication Center Town 5 Not Protected Spring 28:60LHS Merefo Wenchi S/W/Shewa 6 Church Fence 35:30RHS Adarie Wenchi S/W/Shewa 7 Park (Early times worship 36.10RHS Guguftie Wenchi S/W/Shewa area) 8 Fence of Kebele office 37:00 RHS Waldotalfam Wenchi S/W/Shewa Kebele 9 Many Electric polles 37:80-39:60 Darian Town Wenchi S/W/Shewa L&RHS Fence of the Health 38:80RHS Darian Town Wenchi S/W/Shewa 10 Center 11 Road side tree 44:50-4:80 Senkole Wenchi S/W/Shewa (Eucalyptus) 12 Protected Spring 51.70L&RHS Wenchi S/W/Shewa Source: consultants Field Assessment, September, 2010

All the specified social services are potentially affected items and the design of the road have to consider for minimizing the impact. Nonetheless, if the impact is indispensable appropriate replacement or compensation activities should be intervened as mitigation measures of impacts based on existing policies and regulations.

6.5 Exposure to HIV/ADS and other sexually transmitted disease (STDs) As it is well known, road construction and other similar type of project workers and truck drivers are considered to have high potential for the spread of HIV/AIDS and other sexually transmitted diseases due to their mobility. This is partly because construction workers are mostly young, sexually active group of the population, mobile and because they are forced to live in hotels and camps without their families. Impacts from the construction camps will be severe if camps are built close to the local settlement area. The impact from the construction camps that are constructed close to settlement area may contribute more to these spread of communicable diseases such as STDS and HIV/AIDS.

Preventive measures

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Construction workers and local population must be informed through raising and education campaigns about HIV/AIDS. This has to be done on the one hand by the contractor, responsible for workers and on the other hand by the communities along the project road targeting specially women. Special information campaign for women should be enhanced at community level. Condoms shall be provided a subsidized rate or for free and health facilities must be supported with supply of condoms and must communicate information about risks. To have an effect in the long- term, schools should include information campaigns and/or special courses.

6.6 Increase of women’s vulnerability Without neglecting the advantages it contributes to women’s development, the project will also have some negative impacts that trickle to affect women’s life by making them vulnerable to HIV/AIDS. The negative impacts of the project road on women include the increased risk of exposure to sexually transmitted diseases and unwanted pregnancies. Besides, as observed from some other related projects in the road construction work, women may do not receive equal employment opportunities. Contractors, in most cases, favor to employ men rather than women, and female workers do not obtain particular attention due to their biological and physical condition. Thus the discrimination against women will negatively affect those women who want to work in the road construction work and support their family.

Therefore, it becomes sound to mention the following points as mitigation measure:  Instructing women about take care not to be the victim of HIV/AIDS  The contractor has to provide equal employment opportunities to women and avoid discrimination against them in the road construction  Support women to provide catering services to engage in income generating schemes  the Women Affaires Offices at various level must be involved in the process of hiring workers and staffs for the project to ensure the women’s participation in the project.

6.7 Pressure on local health facilities The health facilities located in the project area do not have the required number of medical staff, equipment, drug and related services. This being the picture about the local health facilities, the presence of additional population in the area, i.e., the construction workers, will put pressure on local health facilities. Such type of pressure could reduce the effectiveness of the health services as far as the local populations are concerned.

Mitigation Measures Contractor should exercise a duty of care towards his workforce in relation to un precedent injuries appear at work by providing adequate first-aid facilities; and the contract agreement for construction, should a clause to the effect that the contractor must provide a clinic furnished with necessary medical personnel on full-time basis and equipment that provides its services to the construction workforce.

6.8 Impacts due to Construction Camps The establishment of construction camps and residential houses for the construction workers sometimes competes with the limited local resources. The existence of camps for the constructions workers close to settlement areas could influence negatively on local life style and sometimes may lead to cultural and social conflicts. To avoid such type of conflicts and problems the establishment

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Mitigation Measures

The following interventions are proposed as mitigation measures of

 Direct contacts between the local community and construction workers could be discouraged by putting up construction camps in distant locations from local people, and if the construction camp is built close to local people, admission to the camp should be limited to workers only.  The preconditions to choose the location of the construction workers camp should be more or less similar t o any planned permanent settlement that is developed for residential purpose. The selection of camp sites should be done in good co-operation with woreda and kebele level administrations.  Construction camps should also be able to provide some services to its workers, which otherwise would 0verburden the local public utilities/facilities. Hence, the selection of camp sites should be done in good cooperation with the local population and administration.  A void creating construction camp sites on farm and grazing land or near farms.

In general many expected negative impacts could be specified besides the above listed major threats. Nonetheless they· can be treated with proper mitigation measures and the overall social impact assessment has attested that advantages of the project outweigh the expected negative impacts.

6.9 Impacts on Physical Cultural Resources There will be no impacts on physical cultural resources along the project road. Since such kind of resources in most cases found under the ground the contractor should notify the concerned local government body like Woreda cultural and tourism office and Federal concerned minister through the client ERA. The awareness raising training for the machine operator will be given prior of the start of any earth works.

The other potential impacts expected is spoil dumping on unauthorized locations like religious sites and church yards. This will be monitored by ERA ESMT closely and the spoil area for all the section will be selected through the involvement of the local administration during the mobilization period.

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7 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLANS

7.1 Environmental and Social Management Plan The potential environmental and social impacts of the proposed road upgrading project and its subsequent operation have been identified and described in Chapter 6. In addition, corresponding mitigation measures that would be adopted to prevent, reduce or offset the potential adverse impacts are proposed in the same section. Furthermore, Environmental Management Plan (ESMP) is needed to ensure that the mitigation measures specified in the ESIA will actually be complied with when the project is approved for implementation and properly implemented. Therefore, this section provides an EMP that comprises the mitigation and monitoring measures to be applied during the following phases of the project together with responsibilities for their implementation and time framework. The proposed EMP is provided in Table 7-1 below. It indicates: - the main environmental and social impacts, - key corresponding mitigation, offset or compensation measures, - recommended time framework for implementation of the mitigation measures, - organizations/ parties responsible for implementation of the mitigation plan, - organizations/ parties responsible for monitoring of the proper implementation of the mitigation plan, and - where necessary, cost estimate of the mitigation plan.

7.1.1 Institutional Arrangement and Responsibilities for Implementing EMP

The institutional responsibilities for implementing the EMP specified in Table 7.1 are briefly described below and the details are shown in Table 7.1.

Federal Environmental Protection Authority (EPA) Since May 2009, EPA has delegated the Environmental Units of Sector Ministries and Agencies to ensure that EIA is carried out for development projects under their mandate, and to evaluate and take decisions on EIA Reports and ensure the implementation of EIA recommendations or the EMP. Therefore, EPA’s involvement in the implementation of the EMP of the Ambo-Woliso road project is expected to be very limited. Yet, upon request, EPA can be involved in some aspects such as review of the EIA Report, Environmental Monitoring Reports and Environmental Auditing Report, as well as in conducting Environmental Auditing for the road project.

Regional Environmental Protection Agency (REA) The REA relevant for the Ambo-Woliso road project is the Oromia Bureau of Land and Environmental Protection (OBoLEP). The OBoLEP, mainly through its branch at woreda level, i.e. Land and Environmental Protection Office (LEPO), will be responsible for implementing the environmental mitigation and monitoring measures specified in Table 8.1. Besides the responsibilities indicated in the Table, the Woreda LEPO will conduct awareness creation for the woreda level implementers of the EMP and coordinate their activities.

ERA’s Environmental Monitoring and Safety Branch (EMSB)

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The EMSB will carry out the environmental management and monitoring activities specified in Table 7.1 below. These include:  Ensuring inclusion of environmental protection structures or features in the detail engineering design and appropriate environmental clauses in the contract agreement for Contractors,  Ensuring assignment of a qualified Environmental Inspector in the Construction Supervision Consultant Team and Environmental Supervisor on the Contractor’s side,  Involving in site selection and approval for material sources (quarries & borrow sites), access roads and contractor’s site facilities so that environmentally sensitive areas are considered and avoided to the extent possible,  Reviewing environmental monitoring reports to be submitted by the Supervision Consultant and take necessary actions,  Conducting periodic project site supervision to oversee environmental performance of the project or status of environmental protection measures and if required provide guidance for the Consultant Team esp. the Resident Engineer and Environmental Inspector on matters that would require improvement or particular attention,  Conducting environmental supervision or auditing after completion of the construction, but before the Contractor handover the project and approve the handing over of the project with respect to implementation of the EMP, and  Carrying out environmental monitoring during the operation phase and ensuring failures are sufficiently repaired in time.

Construction Supervision Consultant (CSC) The main responsibilities of the CSC will be reviewing of the Contractor's Site Environmental Management Plan (SEMP), work plans, method statements, etc. and their approval, and making sure that these and other environmental protection requirements included in the contract are in fact fully complied with. In addition, the CSC is responsible for a day-to-day observation of all site activities and occurrence of any unforeseen issues. If unforeseen issues are observed, the CSC will recommend appropriate actions to the Contractor or other implementer(s) to overcome or mitigate the problems in time; if necessary the CSC will seek the advice of the EMSB or report the issue(s) to the EMSB for necessary actions. Details of the responsibilities of the CSC are shown in Table 7.1 below.

Construction Contractor The Construction Contractor will be responsible for implementing appropriate mitigation measures for most of the negative impacts associated with the road works, extraction, haulage and processing of construction materials, establishment and operation of campsites and other site facilities, operation of contraction traffic, and other project activities. The environmental mitigation measures to be implemented by the Contractor are specified in the EMP (Table 7.1) and Environmental Clauses that will be part of the contract agreement. Based on the EMP given in this ESIA document, the environmental clauses given in the contract for construction, and update site conditions and project features, the Contractor shall prepare a detailed Site Environmental Management Plan (SEMP) before the commencement of the road works. The SEMP submitted by

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Other Stakeholders There are several other institutions or parties that will involve in the implementation of the proposed EMP. These include agencies responsible for public utilities such as EEPCO, ETCO, and Drinking Water Supply Offices, Woreda and Kebele Administration Office, Woreda Agriculture and Rural Development Office, Woreda Health Office etc. The responsibilities of each organization are specified in Table 7.1 below.

7.1.2 Living Document/Updating of the EMP The construction contract should include obligations for the Contractor to prepare a detailed Site Environmental Management Plan (SEMP) during the preparation for construction, i.e. prior to the commencement of the road works. The SEMP should reflect the environmental and social issues and their mitigation measures identified in the ESIA study. It should also consider the environmental and social issues that were uncertain during the ESIA study. For example, site specific issues related exploitation of material sources (quarries and borrow sites), access roads, detours, campsites etc. In addition, the SEMP should consider any changes in the project features as well as changes in the baseline environmental conditions since the ESIA was conducted. As indicated above, the SEMP might need to be updated at the time of construction based on new developments.

The Supervision Consultant will instruct the Contractor to prepare and submit a standard SEMP, and upon submission, review and comment for improvement. When the SEMP is to the satisfaction of the Consultant, he will submit it to ERA/ERA’s EMSB for further review and approval. In addition, the Consultant will monitor and ensure the proper implementation of the SEMP. Furthermore, he may instruct the Contractor for updating it based on new emerging situation.

7.1.3 Consequences to Contractor upon Failure to Implement EMP In order to make sure that the environmental clauses included in the contractual agreement are binding and effectively implemented, it is strongly recommended that the contractor provides a security in form of a (bank) guarantee of sufficient amount, e.g. 2% of the contract price, which may be forfeited in part or in total in case of contractor’s failure/non-compliance and the money shall be used to repair/mitigate environmental/social damages/impacts.

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Table 7.1: Environmental and Social Management Plan

I Detailed Design Phase

1 Consideration of Not  Ensure that detail engineering design incorporates During Design ERA’s Part of the environmental issues in applic- features to minimize adverse environmental engineerin Consultant EMSB design engineering design & able impacts g design consultancy incorporation of (NA)  Ensure that construction contract document cost environmental clauses in contains appropriate clauses to allow control of the contract document environmental impacts of project activities.

2 Compliance of ESIA NA  Ensuring that government and funding agency As above As above ERA’s Part of the report with Government requirements relating to ESIA are complied with EMSB design and financer’s safeguard consultancy policies & EIA guidelines cost

Consideration and NA  Design team thoroughly understand the As above As above ERA through Part of the 3 incorporation of ESIA recommendations made in the ESIA report and evaluation design recommendations into the incorporate necessary improvements in the final team or panel consultancy design design and tender document of experts cost

II Pre-Construction Phase

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1 Loss of land under Moderat  Payment of reasonable compensation for loss of Prior to start ERA through Each To be agricultural uses e farmlands and grazing areas according to the of the Woreda included in Government Regulations No. 135/2007. construction Compensation Administrati RAP committee on Office (WAO)

2 Loss of residential & High  Payment of compensation for the affected As above As above As above As above business housing units, properties based on the current market value or and other private according to the Government Regulations No. properties 135/2007.

3 Relocation of public High  Relocating the affected water pipelines and As above Woreda WAO As above utilities distribution points in towns and villages (Ambo, Water Supply Haro Wenchi, Chitu, & Woliso) and at km 57. Offices,  Relocating transformers, electric and telephone EEPCO, poles and transmission lines located in the impact ETCO & zone. ERA

III Construction Phase

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1 Loss of land under various Moderat  Limiting land acquisition and earthmoving Throughout Construction Resident They are part uses e activities to the imperative area necessary for the construction Contractor Engineer of the road works, period (RE) & Contractor’s Environment good  Adopting ‘half-way’ construction method to reduce alist construction the impacts due to land taking for detour roads, Inspector methods  Avoiding side-tipping of excavation materials onto (EI) of the adjacent farmlands or on lands under other uses, CSC  Avoiding construction of culverts and side-drains in such a way that they would release runoff or flood water onto lands under agricultural or other uses,  Restoration of areas affected due to temporary activities like detours and access roads to productive state by removal of pavement materials, loosening of compacted soils and spreading of the topsoil preserved for this purpose.

2 Enhancement of soil High  Adjusting the road construction program for dry Prior to Construction RE & EI It does not erosion, soil compaction season. beginning of Contractor incur cost and soil contamination by construction

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hazardous substances  Applying half-way construction method in order Throughout Construction RE & EI They do not to reduce the impairment of soils by detour roads. construction Contractor incur period separate  Reducing the time exposed surface remains bare costs as they by implementing grassing or re-vegetation by are part of other plants following completion of the the construction works. Contractor’s  Minimizing extension of work activities beyond good the imperative area for the construction of the road construction and exploitation of material sources, and methods and  Avoiding construction of culverts and roadside materials drains in such a way that they would release handling runoff or flood water onto slopes vulnerable to technique erosion.  Preventing contamination of the soil by oil, fuel, used oil or other pollutants, or waste water through regular maintenance and serving of vehicles & equipment, proper storage of hazardous substances and proper disposal of used oils.

 Planting of suitable plant species on erosion-prone Following Construction RE & EI 2,142,000.00 areas such as cut and fill slopes and other exposed completion Contractor surfaces. of works

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3 Negative impacts Low/  Planting of appropriate grass, shrub or tree species During Construction RE & EI Part of the landscape quality and moderat on cut slopes, construction Contractor Construction slope instability problems e and Contractor’s  Use of existing material sources that have been following & CSC’s used by former road projects and natural completion contracts & clearings/open lands for contractor’s site, of works given below  Reinstatement of areas of contractors’ site facilities for grassing (campsites, stone crushing & asphalt mixing plants sites),  Avoiding indiscriminate disposal of surplus or unsuitable excavation materials by depositing it only at approved disposal sites,  Proper reservation of spoil materials and utilization of them in back-filling of quarries or borrow pits,  Construction of appropriate slope stabilizing structures like retaining walls or gabions at the vulnerable sections,  Avoiding side-casting of excavation materials on down-slope by depositing it only in approved disposal sites,  Controlling surface water infiltration to reduce seepage forces by providing adequate side drains, interceptor drains, etc.

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 Restoration of quarry and borrow sites through When use of Construction RE & EI 1,500,000.00 back-filling, landscaping and re-establishing the sites is Contractor vegetation cover. ceased

4 Increased sedimentation Moderat  Implementation of the road construction and Throughout Construction RE & EI Part of the and water pollution risks e drainage works during the dry season, construction Contractor Construction phase cost  Avoiding dumping of spoil or excess excavated (Contractor’s materials on river banks or in river courses, cost)  Proper handling of all hazardous substances to avoid water pollution by spillages,  Avoiding leakages from vehicles and construction equipment though regular and effective maintenance.  Proper handling and disposal of solid and liquid wastes generated by construction camps and workshops.

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5 Impacts on irrigation High  Provision of temporary water conveyance structures During Design RE & EI, To be canals crossing the project during replacement of the culverts through which engineering Consultant & Woreda included in road irrigation water passes to let an uninterrupted flow design and Construction ARDO engineering of the irrigation water, construction Contractor cost estimate  Design and construction of adequate culverts at locations where irrigation canals cross the road,  Rehabilitation of the damaged irrigation canals following completion of the road works at that section.

6 Impacts on drinking water  To safeguard the protected spring water source at During Design ERA, RE, As above supply systems 55+700 LHS, the road upgrading shall be designed engineering Consultant & EI, and and implemented by shifting the centerline to RHS design and Construction Woreda and the pipeline crossing the road and the public construction Contractor Water fountain would be replaced by new ones if they Offices were affected.  Replacing the damaged water pipelines by new ones as soon as possible.

7 Competition for water and High  Water for the road works or campsite requirements Throughout Construction RE, EI, and Part of the pollution risks of shall not be withdrawn from the streams or other construction Contractor Woreda Construction community water supply water sources being used for irrigation, human phase Water cost sources and/or animal water supply sources unless its Offices (Contractor’s sufficiency is approved by the local (district) water cost)

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offices.  Developing water supply sources for the road works or campsite requirements

8 Air and noise Pollution High  Restricting traffic speeds and applying water Throughout Construction RE Part of the regularly on dusty roads, construction Contractor Contractor’s period good  Use of modern and well-maintained equipment, construction regular maintenance of machinery and vehicles, methods  Regular maintenance of emission intensive plants like stone crusher and bitumen mixer,  Locating the aggregate production and bitumen mixing plants at a minimum distance of 2km from sensitive receptors/ areas,  Construction works must comply with relevant health and safety standards pertaining to noise and emissions, such as wearing ear protection when operating plants or heavy machinery,  Implementing well-designed traffic management plan that considers traffic safety and working hours to minimize transport-related disturbance to local residents and road users, and reduce traffic accidents,  Carrying out noisy construction activities during

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normal working hours, and  Avoiding disposing of any volatile chemicals to the air.

9 Impacts on vegetation and Moderat  Adhering to exacting principles of design, adopting During Construction RE, EI & Part of flora - loss of indigenous e reduced ROW and widening/improving the road to engineering Contractor Woreda Contractor’s trees and other vegetation one side only, where technically feasible. design & LEPO contract construction  Restricting earthworks and earthmoving activities stages to the area absolutely necessary for the road works,  Applying ‘half-width’ construction method for sections having important indigenous trees/vegetation,  Avoiding side-casting of excavation materials on down-slope where it may affect trees/vegetation,  Avoiding exploitation of borrow pits and quarries from sites which have important indigenous trees,  Avoiding siting access roads, construction camps and materials processing plants at areas, which have significant vegetation or trees cover.

 Replanting appropriate tree species at areas affected Following Construction EI & 1,440,000.00 due to temporary activities and at locations to be completion Contractor Woreda recommended by Local Conservation Experts. of works ARDO & LEPO

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10 Impacts habitats and Low  The above mitigation measures plus prohibition of Throughout Construction EI & RE Part of wildlife illegal hunting by the workforce and killing of wild construction contractor Contractor’s animals due to deliberate or reluctances of drivers. period contract

11 Road and traffic safety High  Provision of necessary information such as speed Prior to start Construction RE in Part of the issues - safety hazards to limits, direction, hazard locations, sensitive sites by of Contractor collaboration Contractor’s roadside communities, putting appropriate signals and hazard markings, construction with contract animals, road users and and Woreda  Assigning traffic regulators or traffic police to project workers throughout Traffic control traffic flows at critical sections or periods construction Police where/when traffic safety is a serious issue,  Awareness training of operators of equipment and construction vehicles in traffic safety measures,  Establishment of speed limits and controls for construction vehicles and discipline for the drivers,  Providing appropriate information on the location of risky areas to potentially affected local residents and prohibiting such areas for safety reasons.

 Provision of awareness raising education on public As above W. Health Zone Road 50,000.00 health & traffic safety issues especially at schools, Office & Transport churches and social or public gatherings. Traffic Office Police

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12 Traffic accident risks to  Posting proper traffic signs and speed limits at Before the Contractor RE Part of road users, pedestrians & appropriate locations. new road Contractor’s animals when the new starts contract road is taken into operation operation

12 Loss of farm and grazing Moderat  Minimize land take by locating campsites, quarry Construction EI/ Part of the lands e areas, borrow sites, etc., in none productive areas Contractor Sociologist construction  Stockpile topsoil from access roads, detours & the of CSC and & land taken for road widening to use it in restoration local supervision works. authorities cost  Rehabilitate all the temporarily lost land after the completion of road construction in such a way that it continues giving the interrupted services.

 Pay compensation for loss of income benefits from ERA Woreda To be affected lands. Administrati included in on RAP

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13 Impacts of construction Moderat  Carefully locate the camps in such a way to avoid Construction Sociologist Part of the camps and materials e sensitive areas such as dense forests and wildlife contractor in and EI of Contractor’s processing sites habitats, critical slopes, community water supply consultation CSC in contract points, etc. with ERA’s collaboration  Take care when selecting campsites in such a way camp with the that it should not invite close interaction with local managers Woreda community. and Woreda Land  Take photographs of the campsites before the administratio Administrati construction of any structure in order to compare n and local on & the level of environmental degradation before and communities Environment after the establishment of the campsite and to plan al Protection rehabilitation work. Office, . Establish construction campsite with appropriate (LAEPO) and standard sanitation facilities including an imperviously lined septic tanks. . All wastes must be treated in a proper way and disposed properly in a priory designated place under the control of CSC and Woreda health offices . The camps should be dismantled and the areas rehabilitated as per the surrounding nature once construction is completed.  Provision of health care services, potable water supply, garbage disposal and sanitation facilities for the camps.  Maintain proper management and discipline in the camps. Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Final) 100

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15 HIV/AIDS prevention High  Provide health education mainly focusing on the NGOs Sociologist 750,000.00 HIV transmission and prevention involved in of the CSC  Avoid discrimination in work places due to such in HIV/AIDS and provide counseling service activities in collaboration  Provide free counseling and distribute condoms & collaboration with health leaflets to workforce and vulnerable group of with the centres along nearby communities Woreda the project Health road Offices

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16 Occupational health and Moderat  Store any explosives and chemicals in a safe place Construction Sociologist Part of the safety issues e and make notification during blasting activities contractor of the CSC Contractor’s  Distribute goggles, helmets and other masks for the in contract workers who directly involved in explosives, stone collaboration crashing and other similar activities, with Woreda  Minimize dust emission by watering the road Health during construction Offices and  Provide first-aid and clinics in the work places and Traffic main construction camps Police  Put visible and appropriate warning signs on the road during road construction including speed limits  Provide education to personnel of the contractor about safety procedures and emergency response plans associated with their task

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17 Other public health threats Low  Minimize dust emission by watering the road Construction Sociologist Part of the during construction Contractor CSC in Contractor’s  Provide safe water supply & appropriate waste collaboration contract disposal facilities including the provision of with the sanitary latrines in the construction camp Woreda  Provide clean, uncongested and ventilated rooms Health for the workforce Offices  Provide a clinic or medical facilities at the temporary and permanent camps

18 Unforeseen impacts  Identify unforeseen socio-environmental impacts of Throughout Environment ERA’s Part of the the project and propose remedial measures construction alist of the EMSB supervision  Advise construction contractor regarding phase CSC cost unforeseen environmental issues of the project

IV Commissioning Phase 1 Impact from un-cleaned High  Rehabilitate quarry, detour roads and borrow areas Following Constructio RE & EI Part of the salvages, wastes, unused and drain if any water is impounded. the n Contractor Contractor’s

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Timing of Monitoring Implementin Cost S. Environmental/ Social Signifi- Main Mitigation Measures/ Management Implementati Organizatio g Estimate NO Issue/ Impact cance Activities on of n/ Organization (Birr) Mitigation Body construction materials,  Clean all the salvages and waste materials from the completion Constructio RE & EI in contract un-reinstated quarries and construction process and campsites and damp in an of the road n Contractor collaboratio borrow areas, access and appropriate and authorized places. works n with detour roads  Remove all the temporary camps and loosen the Woreda compacted materials and reinstated so that the land LEPO and continues giving services which were discontinued ER’s EMSB due to the project.  Check that the work as built meets all significant environmental requirements before the project is officially accepted. V Operation Phase 1 Siltation of drainage High  Follow up of the risk/rate of siltation in culverts, During ERA’s ERA’s Part of the structures roadside drains, diversion drains etc. and operation District EMSB & road implement de-silting program. and Woreda operation  Monitor the progress of catchment rehabilitation maintenance LEPOs and and implement any reinforcement activities phase maintenance cost 2 Road and traffic safety High  Monitor the safety/effectiveness condition of traffic As above Road Safety As above As above issues safety signals and hazard markings on the road, Authority,  Monitor accident risks/rates, Local Traffic  Provide awareness education about traffic safety Police & issues for local communities esp. at schools. WHO

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Timing of Monitoring Implementin Cost S. Environmental/ Social Signifi- Main Mitigation Measures/ Management Implementati Organizatio g Estimate NO Issue/ Impact cance Activities on of n/ Organization (Birr) Mitigation Body 3 Soil and water pollution Low to  Monitor any contamination of soil and water by As above Woreda As above As above Moderat spills of hazardous substances along the road. LEPOs e 4 Erosion, scour or siltation  Conduct periodic monitoring of the road condition ERA’s EA’s EMSB Part of the problems, failure of and drainage system District in in collabo- road drainage or structures or collaboratio ration with operation  Conduct timely maintenance of the road environmental mitigation n with local Woreda and structures  Monitor and maintain road side erosion and erosion offices LEPO s maintenance at the downstream of the drainage culverts cost

Sub-total of Environmental Mitigation and Management Costs1 5,882,000.00

1This cost does not include the RAP cost & the cost of physical structures that are considered as part of the engineering cost.

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7.2 Environmental and Social Monitoring Plan

7.2.1 Environmental Monitoring Plan Environmental monitoring will be required both during the implementation and operation phases of the project to ensure the proper implementation of the EIA recommendations. Environmental monitoring helps to detect the scale and extent of impacts caused by the project over time and to assess whether mitigation actions have been properly and timely implemented and are working as expected. Monitoring of environmental parameters will identify potential problems from the road development activities and will allow for prompt implementation of effective corrective measures.

The major issues that will be looked at during the environmental monitoring activities include the following, but may not be limited to:  site selection/location of material sources and their and operation and hauling condition,  acquisition of land for the project requirements and rehabilitation measures after completion of works,  site selection, establishment and operation of contractor’s site facilities,  handling of soils/excavation materials exposed to erosion and rate of soil erosion and siltation,  drainage, water pollution, and impacts on existing irrigation structures,  impacts on human water supply systems and competition for water,  spoil or excess excavation materials disposal condition,  management or disposal of wastes generated from campsites, workshops/garages, used oils etc.,  impacts on indigenous trees as well as plantation trees and  road and traffic safety issues.

The proposed environmental monitoring plan (EMP) is provided in Table 7.2 below. During the construction phase, the results of monitoring should be reported, clearly addressing any specific concerns/issues quarterly to the ERA’s EMSB/representative. The Environmental Inspector (EI) shall work closely with the Resident Engineer (RE) in order ensure that the construction works are according the contract obligations including environmental protection measures. The RE oversees that the technical specifications are met during construction while the EI monitors internally that the implementation of the EMP on site. It is recommended that the EI shall compile the monitoring results concerning environmental mitigation and management activities. The quarterly report may comprise the following issues, but not limited to:

Results or status on implementation of the environmental management actions by the contractor in the specific period;  A description of any environmental accident or developments which could potentially develop into a non-conformance event by the contractor;  A description of exceptional conditions on site whether they be meteorological, personnel related, machinery related, or otherwise stipulated;  Minutes of meetings, if any, with stakeholders on any outstanding issues related to the road construction works; and  Proposed solutions for any outstanding/unforeseen issues/impacts detected during the monitoring.

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After evaluating the monitoring results and the proposed solutions for unforeseen issues, the ERA/EMSB may approve the proposed solutions or come up with other appropriate solutions.

External monitoring can be carried out by representative experts from each Woreda/Zone Land and Environmental Protection Offices, Health Offices and Woreda Administration Offices.

During the operation period, the institutions or bodies assigned for monitoring should report the results to ERA/ERA District Office as per the monitoring requirements together with proposed solutions for any outstanding issues. Then, ERA’s District Office reports to ERA’s EMSB, and the EMSB, if necessary, together with any other concerned party/parties approves the solutions proposed by the monitoring organizations or propose other suitable solutions.

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Table 7.2: Environmental Monitoring Plan Ser. Environmental/ Indicators/Parameters to be Location/ Project Frequency Responsible body Cost Estimate in Birr

No Social issues Measured/ Monitored Component I Pre-construction phase Inclusion of Check whether the mitigation At ERA head office Once during the ERA’s representative Part of the routine environmental and enhancement measures document work mitigation measures are properly included in the evaluation in the contract contract document document Displacement of Compliant from the affected In towns, villages Once before the A team comprises of 15,000(daily people and loss of people and other settlement start of the representatives from each allowance for Woreda properties areas along the construction work Woreda LEPOs experts& transport project road cost) II Construction phase Pollution of water Water quality parameters Rivers, streams, Once before Water quality expert from 60,000 (for analyzing quality by such as EC, pH, TDS, springs and wells construction, 2 Zonal Water Department 4 water samples at a construction activities Turbidity, oil, grease, petrol times per year time & 2 times per and improper and diesel leakages during construction year, 500 Birr per disposal of wastes and once after the sample; and per diem from campsites and completion of for 2 experts & construction areas construction) transport cost. Land use loss due to Area of affected land use in Along the project Once per year A team having 2 members 40,000 (daily

land requirement for ha road, access roads, representatives from Each allowance experts& road construction, campsites, quarry Woreda LEPOs and transport cost access road, quarry sites NRDCOs and borrow sites and camp sites, etc. Soil erosion Area exposed to erosion Cut and fill areas Once per year Representative from each Could be done at the and steep slopes Woreda LEPO sand same time with the NRDCOs above activities

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Ambo - Wolisso Road Project Ser. Environmental/ Indicators/Parameters to be Location/ Project Frequency Responsible body Cost Estimate in Birr

No Social issues Measured/ Monitored Component Loss of roadside . Number of indigenous At each Woreda Once per year As above Could be done at the plantations and trees fallen, along the project same time with the indigenous trees . Number of tree seedlings road above activities raised, planted and without additional cost number survived or well established Disposal of  Number of unauthorized Spoil disposed sites Once per year Representative from each Could be done at the construction spoils spoil disposal sites, along the project Woreda LEPOs same time with the  Number of spoil disposal road above activities sites properly managed. without additional cost Health condition of Overall health and sanitation Construction Twice per year Two representatives from 40,000 (daily the people along the situation of the project area campsites, working each Woreda Health Office allowance experts& project road and including construction camps areas and nearby transport cost, status of HIV/AIDS towns

III Construction completion phase Aesthetic value and Un-rehabilitated areas and Throughout the Once for 5 days A team consist of a 50,00 (daily allowance landscape leftovers project route, before officially representative from each W. for experts and contractor’s site terminating Administration, W. LEPO, transport cost) facilities and quarries construction and from ERA and may be and borrow pits contract from financing agency IV Operation phase Erosion, sedimentation Surface area, length or number Along the project Once per year Operation and maintenance Part of routine work of drainage structures, of sites affected by erosion, road Department of ERA or loss of traffic signals, Number of blocked drainage ERA’s District Office sight distance issues structures, number of traffic and roadside weeds signals damaged, etc. Sub-Total Cost 205,000

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7.2.2 Social Monitoring Plan This is very essential for outlining mitigation and monitoring activities responsibilities that acts as a guide to those planning, preparing, constructing and operating the proposed project. Social monitoring activities will be required for the following subsequent project phases:  Engineering design and tender document preparation,  Preparation for construction phase,  Construction period, and  Road in operation and maintenance phase.

The social monitoring measures can only be good as the management and monitoring capacity and social sensitivity of the agencies responsible for the implementation of the project. Required expertise is available (ERA’s EMSB) but in order to ensure that the construction and operation of the project road will be environmentally sustainable and socially acceptable in the long run, some institutional strengthening and capacity building is recommended, which can be in the form of advanced training, training on the job site, provision of additional supplementary facilities equipment, etc.

(i) Engineering Design and Tender Document Preparation Phase Engineering designs: Based on the recommendations requirements of the social impact assessment: appropriate suitable reinforcement measures should be taken to protect as far as possible the social impacts from adverse negative impacts; appropriate suitable and cost effective mitigation measures should be taken to minimize adverse impacts for those negative impacts which cannot be avoided; and appropriate suitable and cost effective reinforcement measures should be taken.

Preparation of resettlement action plan: As indicated in the preceding chapters, the construction of the road is expected to cause significant disruption to the inhabitants residing along the project road and that a full or detailed or abbreviated RAP is required. An abbreviated or detailed full RAP has to be prepared with details of the relocation dispossession and that shows the appropriate compensation requirements for lost assets, for lost income basis as well as logistical support for moving, relocation grant and other requirements.

Preparation tender documents: For the various details of the engineering designs corresponding drawings, specifications pay bill items have to be prepared as part of the tender documents for contract works. To ensure the proper implementation of environmental and social mitigation measures as well as all safety health issues, sufficiently detailed environmental and social articles and clause have to be formulated and become an integral part of the works contract, thus providing a contractual basis for an effective supervision and control of the proposed measures. The contractor’s obligations shall include the assignment of at least two of his senior staff as Environmental officer and safety Health Officer, well experienced in their respective assignments, to be the supervising engineer. Further, it is assumed, that the contractor’s staff has low awareness of the negative social impacts arising from operations within the site. Therefore, it is strongly recommended to provide onsite training, awareness creation, and briefing on social issues to the Contractor’s staff.

In order to provide the supervising engineer and the client (ERA) respectively with an appropriate “tool” to enforce the contractor’s contractual obligations to follow implement social mitigation

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Ambo - Wolisso Road Project measures as well as safety health measures, it is strongly recommended that the contactor provides a security in form of a (bank) guarantee of sufficient amount, e.g. 2.5% of the contract price, which may be forfeited in part or in total in case of contractor’s failure non-compliance and the money shall be used to repaired mitigate damages impacts.

(ii) Preparation for Implementation phase ERA as the client of the project will act as member of the woreda level compensation committee, the body for the implementation of the compensation estimates; conduct the final valuation of assets and properties for compensation as per the ERA comprising:  The valuation of permanently and temporarily lost assets and properties for compensation as included in the compensation plan; and  Payment of each household/person eligible for compensation as per the final amount/compensation calculated/determined in the valuation document.

(iii)Tendering Phase The social monitoring activities during the tender period comprising the following activities:  Preparation of clarification of tenders’ queries, if any,in relation to issues of the tender document and forwarding the same to all purchasers of the tender documents.  Examination, request for clarification, evaluation and comparison of the socially sections presented in the tender document.

(iv) Construction Phase Relocation and compensation for crops, trees, houses, etc.: ERA as the client of the project will be a member of the compensation committee, which will also conduct the final valuation of compensation for crops, trees, houses, and etc located on permanent and temporary disposed land. The compensation committee will finalize/approve the relocation, compensation amount(s) to be paid for the PAP as presented in the RAP document.

Supervision of Construction: ERA assigns one experienced staff of the EMSB to the supervisory team (supervising engineer) for the duration of the implementation of the project. The ERA/EMSB representative shall supervise all issues contained in the social monitoring indicators and the EMP, like:  Social protection measures;  Safety and health requirements:  Temporary land requirements and reinstatement;  Reinstatement / re-cultivation of abandoned road sections after the construction of representative section of improved / realigned road is completed for compensation of crops and other assets located on permanently dispossessed land (replacement of land ) as determined during the Implementation Preparation Phase;  Implementation of reinforcement measures / benefits enhancement measures;  Implementation of pre- operation requirements.

(v) Operation and Maintenance Phase Pre-operation Activities: Crucial interventions are required just before the road or a section there of is taken into operation:  Promoting awareness raising in the schools and towns / villages concerning traffic safety,  General speed limit km/hr for the first two to three weeks after launching of the road.

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Ambo - Wolisso Road Project Upkeep of the road: Proper maintenance for all technical and bioengineering features will be required to keep the road in a safe and environmental friendly condition to the benefit of the road users, the residents in the area and the country in general.

(vi) Social Monitoring Indicators Social monitoring of the project will be carried out with a view to evaluating the changes and impacts create in the life of the local population due to the construction or upgrading of roads. Here in the upgrading of the project road it has been identified that the components for social monitoring and its indicators.

The Ethiopian Road Authority carries out social monitoring for road projects to measure changes in social benefits and impacts for constructed roads. The internal monitoring of the ESIA will be carried out by ERA’S EMSB and local administrative

Bodies, and the external monitoring also would be carried out by Federal level Ministers, such as, Ministry of Health, Agricultural and Rural Development, Cultural and Tourism, Environmental Protection Authority. Similarly, the different Government Organizations who would be taking part at Regional state level include Bureau of E environment, Health, Culture, Agriculture and Rural Development.

In addition to Government agencies, Civil Societies, NGOs, and the World Bank supervision mission will also take part in the social monitoring of the project road. Table7.3 shows the social monitoring of the project road. The indicators are selected on the basis of potential impacts to be monitored.

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Table 7.3: Social Impact Monitoring Indicators Components Impact Monitoring indicators 1 Economic Development  Number of employment opportunities created directly and Growth for both men and women due to the construction of the road  Number of new investment opportunities and business created  Number of business (small and big)created by women  Number of business (small and big)created men  Number of new employment generated  reduction in infant mortality  Increase price for local good/production  Increase crop and livestock production  increase on the use of agricultural inputs  Relationships and contact created with major market centers created outside of the project area  Growth ration with the development of trade with the central market  availability of service providers such as hotels restaurants, etc. 2 Access to Infrastructures  increase on traffic volume (public and freight) and services  Number of trips by vehicles carried out by the local population per year(mobility)  Average time spent to reach social services centers(schools, clinics, etc.)  Number of passenger and freight transport providers  Number of non-motorized transport(animal drawn carts, pack animals, and bicycle services  Number and length of rural road that link with the project road 3 Population 3.1 Demographic trends  Increase of population in the project area  Increase of resettled HHs (under the government’s resettlement program) that have come from out side project area.  Increase of migrant population 3.2 Project Affected person  Number of project affected persons  Number of illegal settlements built along the project road  Measures and principles of compensation to PAPs 3.3 Impact on quality of life  problems created on the peace and security of the local people  conflict between new arrivals(settlers)  Changes in price of goods and markets in field  Change in the quality of life of the local population

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4 Health outcomes  Availability of condoms and its distribution 4.1 Injuries and fatalities  incidence of injuries occurred after the road upgrading  Police and local administration records on injuries and fatalities  Number of traffic police men assigned to weredas  Number of traffic calming devices and secure crossing points  Distance between roads and settlements/villages  Availability of traffic/road signs in all locations it is required  Replacement mechanisms of road signs that are stolen, broken worn out or damaged  Education and awareness creating work group 7 Seminars conducted for the public  Education and awareness for school children on road safety. 5 Impacts on Education  Number of school children after the construction of the road  Number of female students before and after the construction of the road  Number of schools constructed after the construction of the rod  Number of teaches and particularly female teachers after the construction of the road 6 Impacts on gender issues 6.1 Income generating  proportion of women employed in the road construction activities and maintenance works  Number of female headed HHs employed in the road construction work  Average income earned by female headed HHs before and after the construction work 6.2 Access to and control over  proportion of women having access to transport services the productive and facilities factors/assets  Time spent by women for traveling to social services centers, markets, water points and fuel wood collection  Affordability of transport fares by women especially by women headed HHs 6.3 Division of labor  Time allocation by women before and after the construction of the road  Reduction in women work due to availability and access to transport services. 7 Participation and public  Involvement of the local population in the planning and Consultation implementation of road construction  Public consultation in mitigating adverse impacts  Consultation with local leaders in mitigating adverse impacts

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 Contribution of the local population to wards the smooth implementation of the construction works

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7.3 Environmental Mitigation, Management and Monitoring Cost Estimate Most of the mitigation measures recommended in the Chapter 6 and 8 will not incur separate costs since they are a matter of good engineering practices, or they are engineering features, which will be part of the construction items. They can be implemented following proper organization/planning of works and construction methods, which shall be specified in the tender document, technical specifications and construction contract documents. Some of the mitigation measures specified in this ESIA document shall be incorporated in the engineering design and included in the BOQ and contract documents for the Contractor. Others will be included in environmental clauses that will be part of contract documents for the Contractor. The mitigation measures that may have separate cost items can include the following:  Bioengineering measures (grassing of road embankments, cut slopes & other erosion prone areas) to stabilize slopes and/or prevent erosion,  Replanting of trees and shrubs to replace or compensate for trees and other vegetation removed or to prevent erosion, stabilize slopes and/or improve the visual quality of areas impacted by project activities,  Reinstatement of borrow pits and quarry sites,  Awareness creation programs on traffic safety and public health issues for the local community to minimize accidents related to road and traffic safety hazards and spreading of sexually infected diseases, and  Environmental monitoring activities and capacity building. Indicative cost estimates for the above outlined environmental mitigation measures are given in Table 8-4 below, while the major costs related to physical construction works are referred to be included in the engineering design cost estimates. The environmental mitigation, monitoring and capacity-building costs are estimated to be around 7.7 Million Birr.

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Table 7-3: Environmental Mitigation, Monitoring and Capacity Building Costs (in Eth. Birr) Item Unit Cost Description of Activities No Unit Quantity (Birr) Total Amount 1 Bio-engineering measures Grassing to side slopes & other erosion Ha 12 178,500.00 2,142,000.00 1.1 prone areas 2 Site restoration and artificial landscaping 2.1 Reinstatement of quarry & borrow pits Lump through backfilling, landscaping & sum 1,500,000.00 establishment of vegetation

3 Biological mitigation measures 3.1 Replanting trees to replace trees removed No. 120,000 or as compensation for vegetation lost 12 1,440,000.00 Public health and traffic safety 4 measures Awareness creation & provision of Lump 4.1 protectives for prevention of HIV/AIDS, 800,000.00 sum other STDs and traffic safety hazards Environmental monitoring and 5 capacity building Assigning Environmentalist (part of Man- 5.1 4 40,000 160,000.00 internal monitoring cost) month Training for environmental management 5.2 Lump Sum 150,000.00 and monitoring actors 5.3 External monitoring costs Lump Sum 205,000.00 Total 6,397,000.00 Contingency (20%) 1,279,400.00 Grand Total 7,676,400.00

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8 CONCLUSIONS AND RECOMMENDATIONS

8.1 Environmental Aspects As revealed in this ESIA study, the implementation of the envisaged upgrading of the Ambo – Woliso Road is expected to bring a number of positive environmental impacts. The road upgrading project is expected to involve improvements in the engineering features of the road including improvement of horizontal and vertical curves, widening of the road width, provision of shoulders, provision of parking lanes and pedestrian walkways in towns and villages, new drainage structures and replacement of substandard structures, proper side ditches and erosion protection structures, and asphalt pavements. These improvements are anticipated to bring several benefits in terms of environmental protection and road and traffic safety issues during the operation phase. These include avoidance of dust pollution and erosion problem prevailing on the existing gravel road, minimization of erosion from roadside ditches and diversion drains, and reduction of sedimentation of rivers and streams and impacts on water quality. In addition, it is likely to improve sight distance/visibility for drivers and pedestrians, which in turn will reduce accident risks for both motorized and non-motorized traffic, and facilitate traffic flows. Moreover, it will bring better safety for pedestrians and non-motorized vehicles in relation to provision of pedestrian walkways and parking lanes in town and village sections.

On the contrary, implementation of the proposed road project is expected to generate a number of moderately significant adverse environmental impacts that will require some mitigation and monitoring measures to ensure environmental acceptability of the project. The potential environmental impacts that will require appropriate mitigation measures include dust and noise pollution, increased soil erosion and sedimentation of streams and rivers, soil and water pollution risks, and loss of land under agricultural activities. Other important environmental impacts include road and traffic safety issues/increased accident risks, loss of roadside plantation and indigenous trees, damaging of irrigation structures and interruption of irrigation water flows, impacts on landscape quality esp. at quarries and borrow pits and slope instability at a few spots along the road. Most of those possible impacts are related to the activities involved in widening of the road width and alignment improvements, extraction, haulage and processing of construction materials, the road works and establishment and operation of camps, materials processing plants and garages. These are activities involved in normal road upgrading works, and thus, those impacts are not unexpected ones. Nevertheless, they need due attention and corresponding mitigation measures in order to keep the impacts to acceptable levels.

Most of the potential impacts will occur during the construction period and thus, they are short- term in nature. Most are expected to be medium in magnitude and moderate or high in significance. Nonetheless, they can be mitigated to acceptable levels with good engineering design and proper construction methods, as well as through application of appropriate environmental mitigation measures. Therefore, it can be concluded that there are no serious environmental issues that will prevent the proposed Ambo - Woliso road upgrading project from proceeding to the implementation stage as long as the recommended mitigation measures are properly considered and timely implemented.

To ensure implementation, it is strictly recommended that the proposed mitigation measures shall be included in the detailed engineering design or in the tender documentation, either as contract

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Ambo - Wolisso Road Project and/or special technical specification clauses as appropriate. In addition, adequate budget shall be allocated for the mitigation, management and monitoring actions not included in the obligations of the Contractor and the Construction Supervision Consultant, and necessary institutional/specialist arrangement is made for their implementation before the commencement of the construction works. Further, a well-planned monitoring programme should be instituted in order to follow up the proper implementation of the EIA recommendations and their effectiveness, as well as incidence of any unforeseen issues.

8.2 Social Aspects Combating poverty and raising the standard of living of citizens particularly in rural areas has been the major development focus of Ethiopian government. The Federal Democratic Republic of Ethiopia has streamlined its effort to road sector development program as prerequisite for alleviating poverty. Because, the majority of the rural populations are dependent on traditional means of transport, primarily walking and use of animals, Studies have revealed that existing dependence on traditional forms of transport is the major factor limiting the participation of rural households in the market economy and expansion of an agricultural productivity. Clear links have been observed between poverty, food insecurity and the existing deficient rural transport system.

As to the case of the project area, where the road is planned to exist has limited socioeconomic infrastructure. Among others, the road network is very weak in the zones planned to linked by the envisaged road. The major means of transportation is packing animals. Hence, the expansion of road and transport services is one of the key development measures that must be taken to promote accelerated and sustainable agricultural development in the project area. Thus, it is deemed that the development of the project will create better and improved market opportunities for the sale of agricultural products and consumer goods. Public consultation held with different groups of the local community and government officials (at Wereda Levels) as well as professional experts working in the project area asserted that in need of the project and expressed their interest enthusiastically and pledged a promise as they would take part along the project implementing agency in the construction process.

From the social impact assessment study it is also tried to learn the full consent and appreciation of the administrative bodies and entire community members along the project road giving high priority and value to the road construction. On the downside, the construction of the project road would create some negative impacts on the local population unless proper mitigation measures are adopted. The negative impacts are mainly related to the destruction of housing unites in some of the communities, spread of communicable diseases, the spread of HIV/AIDS etc. The negative impacts could be managed with proper mitigation measures that will be carried out, as suggested in preceding sections of the report.

The extent of disruption and damage to the natural, economic and cultural resource base depends on the design of the project. The design of the road should consider the socio economic and environmental issues to avoid and/or minimize the damages to be caused due to the project implementation. Besides in the processes of implementing the proposed project, the intervention should take into consideration people expectation and should be designed and negotiated with the concerned groups and their participation should b e ensured. Further, all other issues, which are expected to ensure the sustainability of the project, have to be considered in the forth coming design and construction phases of the project some of them are stated under.

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(i) Effecting compensation and Resettlement Action Plan As has been dealt on the proceeding parts, one of the drawbacks of the envisaged project is impact on private properties and displacement of considerable numbers of HHs from their current residential areas. Thus, these people have to be treated properly in accordance with government rules and procedures related to resettlement program. The displaced people shall be treated properly by implementing of resettlement and rehabilitation shall be effected in accordance with government rules and procedures stated on FDRE Constitution (1995) and World Bank OP 4.12 and the Resettlement and Rehabilitation Policy/ manual.

(ii) Promoting Community Participation The involvement of the local people from the very begging of the project to its accomplishment should be one of the crucial components for the attainment of sustainability and effectiveness from the envisaged project. Otherwise, there will be chaos in the future in the processes of constructing the road. The resettlement program has to be planned with the participation of all groups of the community (men, women’s religious leaders etc.) so as to mitigate losses and negative impacts. In the processes of mobilizing community participation the existing informal social organization/ in the area should be considered to participate in the processes.

(iii) Mobilizing Stakeholders Participation Every development effort requires coordinated and integrated intervention of different tasks. Likewise, road construction also requires the coordinated efforts of many other interrelated sectors. Road and transport development is closely linked to social development sectors such as agriculture, education, health and other related infrastructure developments. One cannot register rapid and accelerated growth without the other. Thus, the current wereda level sectoral offices has to be enhanced during the construction phase and processes of mitigating impacts specially during effecting compensation and preparation of Resettlement Action Plan (RAP)

In summary associated with the road construction the introduction and availability of improved agricultural inputs; production per ha would also increase, with increment of agricultural product prices and increased production, HH income level would also be improved, the local economy will also show growth, the development of small business, will increase, investment projects will grow, growth of urban centers, improved and efficient communication system, exposure to the advancement of technology and science through improved means of production. The SIA identified that the project will not entail negative impact that will not be cured or mitigated with the existing government rules and procedures.

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LIST OF REFERENCES

1. A Glossary of Ethiopian Plant Names by Wolde Micahel Kelecha. Fourth Edition Revised and Enlarged. January 1987, Addis Ababa, Ethiopia. 2. The Environmental Policy of Ethiopia (part of the Conservation Strategy of Ethiopia), 1989. 3. FDRE, Environmental Protection Authority, Environmental Impact Assessment Guidelines Document, Addis Ababa, July 2000. 4. FDRE, Environmental Protection Authority, Environmental Impact Assessment Procedural Guideline Series 1. December 2003, Addis Ababa. 5. FDRE, ERA, Consultancy Services for Wereda Integrated Development Study Lot-2. Draft WIDP Report for Wenchi Wereda, WT Consult Plc. In Joint Venture with Afri-Tech Consult Plc. In Association with AFri Geoinformation Engineering Plc. August 2008. 6. ERA Environmental Management Manual, August 2008. 7. ERA Resettlement/Rehabilitation Policy Framework, February 2002. 8. Flora of Ethiopia. Volume 3 – Pittosporaceae to Araliaceae. Editors: Inga Hedberg & Sue Edwards. Addis Ababa & Asmara, Ethiopia; Uppsala, Sweden, 1989. 9. Flora of Ethiopia and Eritrea. Volume 7 – Poaceae (Gramineae). By Sylvia Phillips. Editors: Inga Hedberg & Sue Edwards. Addis Ababa, Ethiopia; Uppsala, Sweden, 1995. 10. Proclamation No. 1/1995. The Constitution of Federal Democratic Republic of Ethiopia. 11. Proclamation No. 295/2002. Proclamation for Establishment of Environmental Protection Organs. 12. Proclamation No. 299/2002. Environmental Impact Assessment Proclamation. 13. Proclamation No. 300/2002. Environmental Pollution Control Proclamation. 14. Proclamation No. 209/2000. Proclamation on Research and Conservation of Cultural Heritage. 15. Proclamation No. 456/2005. Proclamation on Rural Land Administration and Land Use. 16. Proclamation No. 197/2000. Proclamation on Ethiopian Water Resources Management. 17. Proclamation No. 541/2007. Proclamation on Development, Conservation and Utilisation of Wildlife. 18. Proclamation No. 542/2007. Proclamation on Forest Development, Conservation and Utilisation. 19. Regulations No. 135/2007. Regulations on Payment of Compensation for Property Situated on Landholdings Expropriated for Public Purposes. 20. The National Biodiversity Conservation and Research Policy of Ethiopia, Institute of Biodiversity Conservation, 1998. 21. The Water Resources Policy of Ethiopia. Ministry of Water Resources,1998. 22. The Wildlife Policy of Ethiopia. Ministry of Agriculture and Rural Development, 2006. 23. Useful Trees and Shrubs for Ethiopia. Identification, Propagation and Management for Agricultural and Pastoral Communities. Azene Bekele-Tesema with Ann Birnie and Bo Tengnäs.

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APPENDICES

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APPENDIX 1: LIST OF CONSULTED PERSONS AND ORGANIZATIONS

No Name Position and Organization Date

1 Ato Hundessa Asefa Chief Administrator, Woliso Woreda (rural woreda). 9/8/2010 2 " Bisso Merga Vice Administrator, Woliso Woreda (rural woreda). 9/8/2010 3 " Adugna Soboka Vice Administrator, Woliso Town Woreda. 9/8/2010 4 " Endale Sima Head, Woliso Town Land & Environmental Protection Office. 9/8/2010 5 " Tiruneh Hachalu BPR Expert, Southwest Shewa Zone Administration Office. 9/8/2010 W/ro Berihan 9/8/2010 6 BPR Expert, Southwest Shewa Zone Administration Office. Hindhisu Head, Security & Administration Affairs, Wenchi Woreda 9/8/2010 7 Ato Iyasu Abera Administration Office. Vice Head, Wenchi W. Agriculture & Rural Development 9/8/2010, 8 " Berihanu Damassa Office (ARDO) 12/8/2010 Head, Wenchi W. Land & Environmental Protection Office 9/8/2010 9 " Fayera Hachalu (LEPO) 10 " Tilahun Abdeta Head, Wenchi W. Finance & Economy Office 9/8/2010 11 " Girma Gelata Planning Expert, Wenchi W. Finance & Economy Office 9/8/2010 12 " Firomissa Gudeta Chief Administrator, Ambo Woreda (rural woreda). 10/8/2010 13 " Ararissa Mayor, Ambo Town Administration (Urban Woreda). 14/8/2010 14 " Jifara Dissasa Deputy Mayor, Ambo Town Administration (Urban Woreda). 10/8/2010 15 " Abera Wolde Manager, Ambo Town Municipality. 10/8/2010 16 " Tadesse Fedessa Head, Ambo Town Woreda LEPO 10/8/2010 17 " Ashebir Tesfaye Cadastral Surveyor, Ambo Town Woreda LEPO 11/8/2010 Deputy Head, Ambo W. Agriculture & Rural Development 11/8/2010 18 " Teshale Atomisa Office 19 " Gezahegn Qinati Soil & Water Conservation Expert, Ambo W. ARDO 20/8/2010 Planning Expert, Ambo W. Agriculture & Rural Development 11/8/2010 20 " Fikadu Mulata Office 21 " Abraham Seifu Head, Ambo Woreda Rural Roads Office 10/8/2010 Water Supply Expert, Ambo W. Water Supply & Irrigation 11/8/2010 22 " Bayssa Megersa Office. 23 " Lelisa Tarfa Irrigation Expert, Ambo W. Water Supply & Irrigation Office. 11/8/2010 24 " Horissa Gudissa Irrigation Expert, Ambo W. Water Supply & Irrigation Office. 11/8/2010 Land Ownership Confirmation Expert, Ambo W. (Rural) 11/8/2010 25 " Tilaye Galilcha LEPO. 26 " Sheleme Nagassa Soil & Water Conservation Expert, Wenchi Woreda ARDO. 12/8/2010

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

27 " Belayneh Negussie Irrigation Expert, Wenchi Woreda ARDO. 12/8/2010

28 " Moroda Tolera Head, Wenchi Woreda Culture and Tourism Office. 12/8/2010 29 " Legesse Ayansa Deputy Head, Woliso (Rural) Woreda ARDO. 13/8/2010 30 " Tesfaye Tesema Irrigation Engineer, Woliso (Rural) Woreda ARDO. 13/8/2010 31 " Tesfaye Gizaw Land Use Planning Expert, Woliso (Rural) Woreda LEPO. 13/8/2010 Environmental Protection Expert, Woliso (Rural) Woreda 13/8/2010 32 " Feyera Meyera LEPO. Land Administration & Use Monitoring & Control Expert, 13/8/2010 33 " Alemu Mihiretu Woliso Town Woreda LEPO. Resident of Bilo Kebele (model farmer in forestry devt), Ambo 11/8/2010 34 W/ro Tatile Jabessa W. 35 Ato Soboka Yadessa Resident (Farmer) of Bilo Kebele, Ambo Woreda. 11/8/2010

36 " Habtamu Kebede Resident (Farmer) of Bilo Kebele, Ambo Woreda. 11/8/2010

37 " Tamirat Safara Resident (Farmer) of Bilo Kebele, Ambo Woreda. 11/8/2010

38 " Mutuma Bekuma Resident of Bilo Kebele, Ambo Woreda. 12/8/2010

39 W/rt Bontu Chala Resident of Bilo Kebele, Ambo Woreda. 12/8/2010

40 " Tolessa Fufa Resident (Farmer) of Yae Chabo Kebele, Ambo Woreda. 10/8/2010

41 " Kumsa Serbassa Resident (Farmer) of Yae Chabo Kebele, Ambo Woreda. 10/8/2010

42 " Gurmu Midheska Resident (Farmer) of Yae Chabo Kebele, Ambo Woreda. 10/8/2010

43 " Kumsa Uma Resident (Farmer) of Yae Chabo Kebele, Ambo Woreda. 10/8/2010

44 " Tsegaye Gurmu Resident (Farmer) of Yae Chabo Kebele, Ambo Woreda. 10/8/2010

45 " Habtamu Taressa Resident of Yae Chabo Kebele, Ambo Woreda. 12/8/2010

46 " Wolde Milki Elder/Resident of Woldo-Talfem Kebele, Wenchi Woreda. 10/8/2010

47 " Worku Wakuma Elder/Resident of Woldo-Talfem Kebele, Wenchi Woreda. 10/8/2010

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

APPENDIX 2: MINUTES OF PUBLIC CONSULTATIONS

Appendix 2.1 Public Consultation held at Ambo Town

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

Appendix 2.2 Public Consultation held at Chitu Town

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

Appendix 2.3 Public Consultation held at Woliso Town

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

APPENDIX 3: ENVIRONMENTAL CLAUSES FOR CONTRACTOR The Contractor shall adequately mitigate and reduce the adverse impacts of the road construction activities on the biophysical environment and the communities in the impact zone by implementing the following mitigation measures, which shall be part of the SEP. (i) Air Pollution  Reduce dust from construction sites, access roads and diversion roads by watering at least three times a day when the same are located in sensitive areas, towns and villages;  prevent generation of air pollutants by watering during crushing and screening of aggregates;  locate construction plants such as stone crushing plants away (at least 1.5km) from settlement areas, health centres, hospitals and schools;  avoid burning of materials such as tiers, plastic, rubber products or other materials that creates heavy smoke or nuisance odour;  avoid disposing of any volatile chemicals to the air;  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;  Provide safety equipment such as goggle, masks and other protection measures for the work force as needed. (ii) Noise Pollution  Do not operate noisy operations like crushing plants near noise sensitive and settlement areas like hospitals, schools, potential wildlife areas, etc.;  Carry out construction activities that generate disturbing noise levels during conventional working hours;  Screen equipment producing high levels of noise when working near settlement areas, clinics and religious areas;  Minimize the use of explosives and promote a systematic blasting schedule; and  Provide safety equipments pertaining to noise, such as ear protection wear for the work force as needed. (iii) Traffic and Other Safety Issues  Institute traffic safety awareness raising programs, specifically at schools and religious institutions;  Pay particular attention to child safety, during construction and operation;  Reduce traffic speed through towns and villages, maximum: 30 km/h;  Provide Rumble strips at every position where speed is restricted;  Introduce and maintain clear, understandable signage;  Limit construction hours to reasonable daylight hours near to towns/villages and near to religious institutions and schools;  Divert traffic wherever possible away from construction areas;

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

 Pay special attention to level differences between roadway edge and doorways/ accesses.  Limit construction period in town section to minimal time;  In areas of limited right of way widths, structural integrity of buildings close to the road prism should be checked for safety. (iv) Campsites  Take maximum care in locating the camps, workshops and materials processing and storage sites in such a way to avoid environmentally or socially sensitive areas;  Select location of camps, workshops and materials processing and storage sites in collaboration with local authorities, the Engineer and the Employer. They shall only be established at locations approved by the Employer and the Engineer in collaboration with local Officials and community members;  Locate campsites where rivers and other drainage patterns will not be threatened;  Locate campsites in less productive areas away from water resources including springs, streams and rivers (at least 1km);  The camp sites shall not be located close to residential areas, on fertile farmlands, and forested lands;  Avoid erection of fences across foot paths and animal tracks;  Provide alternative pedestrian routes, where these are interrupted;  Labor crews should provide/import their own materials and supplies (water and fuel) and not rely on local enterprises;  Exposed soils should be regularly wetted to avoid dust;  Take photograph of the campsite before the construction of any structure in order to compare the level of environmental degradation before and after the establishment of the campsite and to plan rehabilitation work. Any removal activities of trees for camping shall be done in the presence of the Engineer and a Forester from Local Forestry Department;  Provide health care services, potable water supply, garbage disposal and sanitation facilities for the camps including imperviously lined septic tanks, and proper hazardous wastes such used oils collection and disposal systems at the workshops;  Dispose all wastes from camps properly in designated and authorized places;  Carefully handle hazardous substances such as fuel, oil, lubricants and cement during transport, storage and dispensing of the substances to avoid spillage and environmental pollution risks;  Limit the use of flammable materials in storage yards/buildings;  Maintain proper management and discipline in the camps;  Take all necessary measures and precautions to avoid any nuisance or disturbance to inhabitants arising from the execution of works;  If the campsites are not going to be used or going to be demolished, they shall be reinstated to their original state. The reinstatement activities shall include stockpiling the topsoil during camp construction, removing all concretes/slabs and all scrap metals from the workshops, loosening the compacted soils, and spreading of the top soils; and  Planting of appropriate tree seedlings in camp yards for beautification purpose.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

(v) Quarry Sites, Borrow Areas and Diversion Roads  Select quarry and borrow sites away from settlement and environmentally sensitive areas after the approval by the Engineer, Employer and Local Authorities;  Do not select quarry and borrow sites near and at river beds;  Do not establish quarries and borrow pits in forest areas;  Maintain diversion roads within the ROW as much as possible;  Institute cut-off drains above cut slopes/excavation to divert sheet runoff;  Dissipate energy in drains and at discharge points;  Make use of machinery/vehicles that are in good state of repair;  Limit operational hours to reasonable daylight hours near to towns/villages;  Secure operational areas to prevent animal and human accidents.  Dispose of all non-unsuitable material in the re-shaping and landscaping of borrow areas during rehabilitation;  Cut slopes in borrow areas should be battered to stable slopes;  Exposed soils at access roads and diversion roads should be regularly wetted to avoid dust; and  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 the Engineer and the Employer upon request from local people to have the sites open permanently. The reinstatement work for borrows and quarries shall include dumping unnecessary materials and excess cuts, landscaping/leveling/shaping, spreading the topsoil 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. The Reinstatement work for access roads shall include preservation of the top soils and stockpiling the top soils, removing the applied selected/foreign materials, loosening the compacted soils and spreading the top soils. The reinstatement works, in general, shall include the following activities. - Taking photographs of the proposed borrow areas, quarry sites and diversion roads before the commencement of the works; - Taking lists of all tree species found in the proposed quarry sites, borrow areas and diversion roads and the exact number of trees to be affected in the presence of Environmentalist from the Engineer and a Forester from the Woreda Forestry unit; - Preserve top soils for later use to refill borrow sites and quarry areas and do not mix top soil with sub-soil; - After reinstating, plant appropriate tree species (indigenous trees) or grasses to recover the original vegetation and to improve the ecological and aesthetic value of these sites; and - Provide proper drainage to avoid storage of water in quarry and borrow sites to reduce malarial out break through reduction of mosquito breeding sites. (vi) Slope Instability and Soil Erosion  Remove all loose materials from cut faces;  Limit disturbance to natural vegetation above cut slopes;

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

 Install storm-water cut-off drains above cut and fill slopes.  Dissipate run-off energy in channels/drains and at discharge points.  Pave roadside drains above 5% slope gradients and construct all energy-dissipating structures at the drainage outlets and discharging points; and  Protect unstable slopes with stabilizing structures such as retaining walls; wire basketry, gabions, etc. as permanent installation on risk slopes;  Provide riprap, grassing on erosion prone slopes of high embankments and fill areas, toes and banks of the streams to avoid/restrict erosion;  Implement Bioengineering techniques such as planting locally accepted varieties of grass species together with physical engineering measures as soon as possible after completion of the works to protect and stabilize cut slops and bare grounds; and  Apply grassing on erosion prone slopes of high embankments and fill areas, toes and banks of the streams to avoid/restrict erosion, and water them until the grasses and trees are survived independently. (vii) Water and Soil Resources  Avoid dumping of solid and liquid wastes from construction areas and camps into farm lands, streams, rivers and dry stream beds;  Do not block natural flow of streams, rivers and wetlands;  Install filters, such as straw bales, between work areas and rivers/streams.  Maintain community access to rivers and streams (upstream of work areas) during construction;  Do not select quarry sites in river beds and river banks;  Re-grass cut slopes and fill sections to avoid downstream sedimentation and water quality deterioration;  Avoid polluting of soils, rivers or streams during concreting work from cement slag;  Do not clean/wash construction equipment in to wet lands, streams and rivers, and shall not discharge waste chemicals into streams. If such a problem occurs, the Contractor, at his own expense, shall be obliged to clear water until it reaches its original quality level or potable standard;  Carry out servicing of plants, equipment and vehicles at workshop areas. 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 may 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 to oil reprocessing companies and should never be disposed off into wetlands, streams and rivers;  Avoid conflicting with water demands for domestic and livestock consumption and give priority for domestic and livestock consumption, and do not use water from low discharge springs or streams. In such cases, the Contractor shall fulfill his water requirements by developing his own water sources;  Avoid locating camp sites near water sources and ground water recharging areas;

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

 Handle explosives and residue of fuel carefully to avoid health risks, and soil and water pollution;  Ensure that all existing stream courses and drains within and adjacent to the site are kept safe and free from any debris; and  Officially handover all developed water sources at any locations to the Woreda Water Resources Office after completion of the construction work.

(viii) Flora  Do not locate quarry or borrow sites wherever there are significant cover of indigenous tree species;  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 may be caused by construction operations and equipment;  Do not locate campsites, quarries and borrow pits and diversion roads in natural forest areas;  Inform local communities of trees and other plants at risk;  Farmers shall be given adequate time to harvest their trees before clearing;  Transplant trees which are transplantable;  Take maximum care and avoid to the maximum possible cutting of endangered indigenous tree species;  Do not store fuels and chemicals under trees;  Do not park vehicles under trees;  Aware construction work force to not cut tree for any purpose without prior approval from the Engineer and the Local Forestry Department;  Plant at least 10 new seedlings for each indigenous tree affected and water them until the Local Forester approves that they can grow independently. Make use of indigenous species as replacement;  Take photographs of construction sites before starting clearing and keep them as official document in a separate folder; and  Forbid the workforces from deliberately cutting down trees, involving in any trade activities or illegally transporting forest products. Take the responsibility for the misbehavior of workforces and involvement in any trade activities by the workforces or transporting of any forest products by construction vehicles. (ix) Fauna  Forbid the workforce from deliberately killing wild animals;  Maintain roadside trees and other vegetation that may serve as wildlife habitat including nesting places for birds;  Abstain from encroaching into areas forests and other vegetation areas that may serve as wildlife habitats;  Restore affected areas (e.g. quarries and borrow pits and access roads to those sites) through replanting program; and

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

 Aware drivers to put off light and give priority for road crossing nocturnal animals during the night time. (x) Farmland  Abstain from locating campsites, quarries and borrow pits on fertile farmland, instead locate them in less productive areas;  Maintain access to remaining lands from clearing operations to the farmers;  Do not establish diversion roads in productive farmland and shall limit the diversions within the Road Right of Way;  Abstain from dumping any spoil from construction activities into farmland unless requested to do so by the farmers;  Separate topsoil from sub-soil and preserve top soils for later use; and  Reinstate all the farmland temporarily taken for various activities of road construction. Reinstatement shall include stockpiling the top soils, removing any concretes or foreign materials, loosening the compacted soils, landscaping/levelling/shaping, spreading the topsoil uniformly over the surface. The level of reinstatement shall be approved by the Engineer as well as it should satisfy the land holders. (xi) Crossing Structures, Access Roads and other Services  Provide different crossing structures or access roads to individual houses on upslope and social facilities;  Do not use market places for permanent or temporary storage of construction materials;  Do not block water pipes;  Do not disrupt electric and telephone lines; and  Do not operate noisy operations near schools and religious places. (xii) Culverts and Bridges  Install run-off filters, such as straw bales between work areas and rivers/streams;  Construct during dry season where possible;  Do not dispose of any chemicals and fuels into streams and rivers;  Maintain traffic flow during construction, wherever possible; and  Where diversion roads are required, rehabilitate the affected areas to productive state after completion by removing the pavement, loosening the comaplcted soils using rippers and spreading topsoil. (xiii) Labour Issues  Recruit, wherever possible, labour from local community, giving priority for the affected people;  Ensure that child labour is not practiced. The Contractor shall abide to the Ethiopian and international laws that limit the minimum age for labor. He shall also not recruit children for the type of labor not suitable for their age;  Ensure that skills training and transfer is continuously undertaken throughout the duration of the project;  Labor crews should provide/import their own materials and supplies (water and fuel) and not rely on local enterprise; and

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

 Arrange for the provision of sufficient supply of suitable food at reasonable price for all the Contractor’s staff, labor, and sub-contractors for the purposes of or in connection with the contract.  Maintain public information dissemination prior to and during construction period.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

APPENDIX 4: ADDITIONAL INFORMATIVE PHOTOS

Photos Illustrating Road Condition and Roadside Environment

Photo App.4.1: A view of start of the project in Photo App.4.1: A S-N view of the road section at Ambo town km 13 with dense eucalyptus plantation on roadsides esp. on LHS.

Photo App.4.2: A N-S view of the existing road at Photo App.4.3: S-N view of the road section ~ km 15.50 where dense plantation trees (Cypress running on ridgeline (view from ~km 23). trees) on LHS cause sight distance at a curvature.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

Photos Illustrating Road Condition and Roadside Environment

Photo App.4.5: A narrow section of the existing Photo App.4.6: Section of the existing road at road at ~km 33 with potentially affected plantation ~km 57 which is vulnerable to flooding. trees and houses on roadsides (N-S view).

Photo App.4.4: Section of the existing road at Photo App.4.8: Concentrated flood-water in LHS ~km 60 with dense eucalyptus plantation esp. on ditch around km 60. LHS.

Associated Engineering Consultants Ethiopian Roads Authority March 2012 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT REPORT (Draft) Ambo - Woliso Road Project

Photos Depicting Potentially Affected Properties

Photo App.4.9: A View of potentially affected Photo App.4.10: Possibly affected Oromia TV dense business housing units on RHS at ~km 0.10. Transmitter Tower on RHS edge at ~ km 23.30.

Photo App.4.11: Problem of transportation on the Photo App.4.12: A view of medium size buses in road reflected by transportation of people together Woliso town mainly used for public transport with goods on trucks esp. on market days. between Woliso and Chitu towns.

Associated Engineering Consultants Ethiopian Roads Authority March 2012