E845 Volume 1
INITIAL ENVIRONMENTAL IMPACT ASSESSMENT REPORT FOR THE PROPOSED REHABILITATION OF THE CHINGOLA-KASUMBALESA ROAD
Public Disclosure Authorized COPPERBELT PROVINCE-ZAMBIA Public Disclosure Authorized
Revised and Compiled by Public Disclosure Authorized
ENVIRONMENTAL MANAGEMENT UNIT ROADS DEPARTMENT MINISTRY OF WORKS AND SUPPLY LUSAKA-ZAMBIA Public Disclosure Authorized
March 2003 EXECUTIVE SUMMARY
The Government of the Republic of Zambia in its quest to upgrade and rehabilitate the dilapidated road infrastructure in the country has initiated an ambitious ten- (10) year program called the Road Sector Investment Programme (ROADSIP). The main objective of the program is to bring all proposed roads under ROADSIP to maintainable and manageable levels so as to speed up socio-economic development at all levels in the country. Consequently, the government with the assistance of the World Bank has identified the need to improve the Chingola-Kasumbalesa road situated on the Copperbelt province of Zambia. This road serves as the main link between the Democratic Republic of Congo (DRC) and Zambia and connects the two countries to the rest of the SADC region. It is therefore of great significance in bringing about socio-economic development to the region by increasing and strengthening market accessibility and facilitating the smooth flow of goods and services between the two countries and within the SADC member countries and beyond.
Taking cognisance of the environmental concerns that may arise if mitigation measures are not implemented, and given government's policy to ensure protection of the environment and the integration of environmental principles/objectives in project design, implementation and operation, a preliminary environmental impact assessment was undertaken to determine the environmental implications of rehabilitating the proposed road in line with the provisions of the Environmental Protection and Pollution Control Act (Environmental Assessment Regulations) of 1997.
The purpose of this preliminary Environmental Impact Assessment (EIA) was therefore to assist in incorporating environmental concerns into the road project rehabilitation planning, designs and implementation. Furthermore, it was also aimed at giving an indication of the range and significance of the potential consequences of the proposed rehabilitation project and to determine the level of any further environmental analysis that may be required. To this end, the baseline environmental situation of the area has been described and significant potential environmental impacts of the proposed project have been identified. These include: impacts on local communities in urban centres, impacts on human health and safety and impacts on vegetation resources. Furthermore, mitigation measures to be incorporated into design and implementation have been identified.
Generally, the anticipated environmental impacts will not be highly significant considering that the proposed works will generally follow the existing alignments. However, the proposed project will pose certain limitations on both the biophysical and socio-economic components of the existing environment along the proposed alignment. Nonetheless, with the implementation of the identified mitigation measures, the potential impacts will have no significance effects on the existing environment.
It is concluded that the proposed project will not impose significant negative environmental impacts on the natural and human environment provided that the proposed mitigation measures are implemented. It is in fact envisaged that the proposed project will have a net positive impact on the existing environment.
2 TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... 2 TABLE OF CONTENTS ...... 3 1.0 INTRODUCTION AND BACKGROUND ...... 5 1.1 Purpose and Scope of the Preliminary Environmental Impact Assessment ...... 6 2.0 EXISTING POLICY, LEGAL; AND ADMINISTRATIVE FRAMEWORK FOR ENVIRONMENTAL MANAGEMENT IN ZAMBIA ...... 7 2.1 Policies and Strategies ...... 7 2.1.1 National Conservation Strategy ...... 7 2.1.2 The National Environmental Action Plan ...... 7 2.1.3 Environmental guidelines for Road Rehabilitation and Maintenance Work ... 8 2.2 National Environmental Legislation ...... 8 2.2.1 Environmental Pollution Prevention and Control Act, Chapter 204 ...... 8 2.2.2 Forest Act, Chapter 199 ...... 8 2.2.3 National Parks and Wildlife Act, Chapter 201 ...... 9 2.2.4 Water Act, Chapter 198 ...... 9 2.2.5 National Heritage Conservation Commission Act ...... 9 2.2.6 The Land Act ...... 9 2.2.7 Mines and Minerals Act, Chapter 213 ...... 10 2.2.8 Roads and Traffic Control Act, Chapter 464 ...... 10 2.2.9 Town and Country Planning Act, Chapter 283 ...... 10 2.2.10 Local Government Act, Chapter 281 ...... 10 2.2.11 Public Health Act, Chapter 295 ...... 10 2.2.12 Factories Act, Chapter 441 ...... 11 2.2.13 Petroleum Act, Chapter 439 ...... 11 2.2.14 Energy Regulation Act, Chapter 436 ...... 11 2.3 International and Regional Legislation ...... 11 2.3.1 Convention on Wetlands of International Importance especially as a Waterfowl Habitat ...... 1I 2.3.2 Convention on the Protection of World Cultural and Natural Heritage ...... I 1. 2.3.3 Convention on International Trade in Endangered Species of Wild Flora and Fauna ...... 12 2.3.4 United Nations Framework Convention on Climate Change ...... 12 2.3.5 Convention on Biological Diversity ...... 12 2.3.6 United Nations Convention to Combat Desertification ...... 12 2.3.7 Others ...... 13 2.4 Institutional and Administrative Framework ...... 13 3.0 DESCRIPTION OF THE PROPOSED PROJECT ACTIVITIES ...... 14 4.0 STUDY APPROACH AND METHODOLOGY ...... 15 5.0 DESCRIPTION OF BASELINE ENVIRONMENTAL SITUATION ALONG THE CHINGOLA-KASUMBALESA ROAD ...... 16 5.1 Location and General description of the Project Area ...... 16 5.2 Climate ...... 16 5.3 Relief ...... 16
3 5.4 Geological System and Soils ...... 18 5.5 Ecological Zone ...... 18 5.6 Socio-Economy ...... 18 5.7 Water Resources ...... 19 5.8 Forest Resources ...... 19 5.9 Settlements and other land use activities along the road ...... 21 5.10 Public Health (STDs and HIV/AIDS) Issues ...... 25 5.10.1 Current strategies for Combating HIV/AIDS epidemic in the project area ... 26 5.10.2 Achievements of current interventions ...... 26 5.10.4 Limitations of current interventions ...... 27 5.11 Construction material extraction sites (gravel sources) ...... 28 5.11.1 Site MS106 ...... 28 5.11.2 Site MS 109 ...... 28 5.11.3 Site MS117 ...... 29 5.11.4 Site MS 132 ...... 30 5.11.5 Site MS136 ...... 31 5.11.6 Site MS 140 ...... 31 6.0 ENVIRONMENTAL IMPLICATIONS OF THE PROPOSED ROAD REHABILITATION PROJECT ...... 32 6.1 Impacts on local communities...... 32 6.2 Impacts on Human health and safety ...... 32 6.3 Impacts on vegetation resources...... 33 7.0 EVALUATION OF IDENTIFIED POTENTIAL IMPACTS ...... 34 7.1 Evaluation of impact significance...... 34 7.2 Criteriafor Assessing Significance...... 34 8.0 ASSESSMENT OF IDENTIFIED IMPACTS ...... 35 8.1 Impacts on local communities ...... 35 8.2 Impacts on Human health and Safety ...... 35 8.3 Impacts on vegetation resources...... 37 9.0 ENVIRONMENTAL MANAGEMENT PLAN FOR THE CHINGOLA- KASUMBALESA ROAD PROJECT ...... 38 9.1 Monitoring and Reporting schedule ...... 43 10.0 ANNEXES ...... 44 ANNEX 1 PotentialReceptors and Environmental Impacts of Road Rehabilitation ... 44 ANNEX 2 Additional Technical and OperationalGuidelines for Road Works ...... 47 ANNEX 3- Additional Guidelines for the rehabilitationof Borrow Pits (MS 109 & MS 140) ...... 54
4 1.0 INTRODUCTION AND BACKGROUND
The Government of the Republic of Zambia in its quest to upgrade and rehabilitate the dilapidated road infrastructure in the country has initiated an ambitious ten- (10) year program called the Road Sector Investment Programme (ROADSIP). The main objective of the program is to bring all proposed roads under ROADSIP to maintainable and manageable levels so as to speed up socio-economic development at all levels in the country. Consequently, the government with the assistance of the World Bank has identified the need to improve theCe This road serves as the main link between the Democratic Republic of ConQo (DRC) and Zambia and connects the two countries to the rest of the SADC region. It is therefore of great significance in bringing about socio-economic development to the region by increasing and strengthening market accessibility and facilitating the smooth flow of goods and services between the two countries and within the SADC member countries and beyond.
Taking cognisance of the environmental concerns that may arise if mitigation measures are not implemented, the Government of Zambia has promulgated policies and enacted laws/regulations to ensure that such concerns are integrated into the overall project planning, design, implementation and operations.
A series of studies conducted during the 1995 - 1996 period and initiated by the Government of Zambia with the support of the World Bank identified five main areas of environmental concerns associated with road rehabilitation programmes. These include:
(a) Destruction of wildlife habitats and loss of biodiversity along road environments;
(b) Increased soil erosion during road works leading to siltation of rivers and streams along roads;
(c) Soils and water sources contamination by chemical, oil. and fuel spillage both during road works and road use;
(d) Increased deforestation during both road improvement and road use due to I~~~~ increased commercialisation_. f. of timber cutting, processing and haulage;
(e) Disruption of traditional lifestyles and increased sexually transmitted diseases such as AIDS among both local communities and project workers.
Consequently, a preliminary environmental impact assessment was undertaken to determine the environmental implications of constructing a road through the existing environment in line with the provisions of the Environmental Protection and Pollution Control Act (Environmental Assessment Regulations) of 1997. Incidentally, this is also a requirement by the Ministry of Works and Supply and the World Bank on such projects.
5 This initial environmental impact statement denotes the final stage in the environmental assessment process and presents information required for protection of the environment before, during and after construction of the proposed project.
1.1 Purpose and Scope of the Preliminary Environmental Impact Assessment
The purpose of this Preliminary Environmental Impact Assessment (EIA) was to assist in incorporating into the road rehabilitation planning and designs, an indication of the range and significance of the potential consequences of the proposed rehabilitation project and to determine the need and level of any further environmental analysis that may be required.
The scope of the assessment was therefore as follows:
a) To describe the baseline environmental situation of the project area;
b) To identify significant potential environmental impacts of the proposed project; including impact on the position of women in the project area;
c) To identify mitigation measures to be incorporated into design and implementation; and
d) If found necessary, to develop Terms of Reference (TOR) for a full-fledged EIA exercise in line with Environmental Council of Zambia (ECZ) guidelines.
6 2. EXISTING POLICY, LEGAL; AND ADMINISTRATIVE FRAMEWORK FOR ENVIRONMENTAL MANAGEMENT IN ZAMBIA 2.1 Policies and Strategies
2.1.1 National Conservation Strategy
The National Conservation Strategy (NCS) was adopted by the Government of Zambia in 1985, and led to the establishment of environmental legislation and institutions. The NCS provided guidance for the sustainable development of Zambia through the use and conservation of natural resources within a centrally planned and controlled economy. In 1992, the National Environmental Action Plan process was established to update the NCS, to meet the demands of an economy undergoing liberalisation and to update technical information.
2.1.2 The National Environmental Action Plan
The National Environmental Action Plan (NEAP) was founded on three basic principles
* The right of citizens to a clean and healthy environment; * Local community and private sector participation in natural resources management; and * Obligatory Environmental Impact Assessments of major development projects in all sectors.
The overall objective of NEAP is to integrate environmental concerns into the social and economic planning of the country. It recognized that a number of key actions were required to ensure the success of this objective:
* Enhancement of Governments' role in the regulation, monitoring and enforcement of appropriate resource use practices e.g. the introduction of Environmental Impact Assessment regulations. * Harmonization of the 28 pieces of legislation relevant to the environment, which are spread over 23 Ministries. * Capacity building through training, and environmental education and awareness.
Consequent to the NEAP process, a number of policies such as the National Water Policy are being reviewed and implemented. A new development in these policies is the inclusion of community management of resources as a strategy for the sustainable development of natural resources. Community participation is recognised by the government as being a key component in their Programme of decentralisation of Government controlled natural resource and service provision, such as water supply, road maintenance and wetland management.
7 2.1.3 Environmental guidelines for Road Rehabilitation and Maintenance Work
In August 1997, the Ministry of Transport and Communications (MOTC) published guidelines to be used by those involved in the planning, designing, implementation and monitoring of road works, to ensure that environmental concerns are addressed. In addition to providing guidelines on how to integrate environmental concerns into the road design, contract documents or construction activities, it also outlines the national legal and policy framework for the management of natural resources relevant to road works.
2.2 National Environmental Legislation
2.2.1 Environmental Pollution Prevention and Control Act, Chapter 204
The Environmental Protection and Pollution Control Act (EPPCA), passed in 1990, is the principal environmental law. It is the forerunner to the establishment of the Environmental Council of Zambia (ECZ), which has the responsibility of enforcing the EPPCA. The EPPCA primarily focuses on environmental quality standards for water, air, waste, pesticides and toxic substances, noise, and ionizing radiation and natural resources conservation. In 1997, EPPCA established regulations for conducting and review of Environmental Impact Assessment, as well as detailing the types of projects that require Environmental Impact Assessment.
2.2.2 Forest Act, Chapter 199
The Forest Act of 1974 provides for the management, conservation and protection of forest and trees. The Act prohibits the felling, collecting or injuring of forest products in protected forest areas or forest reserves, unless a license has been obtained to do so. It also prohibits excavation, construction, and operation of machinery within the forest reserves or protected areas.
Forest reserves currently cover approximately 10% of the country and are intended for the conservation and development of forest resources, as well as providing protection to watersheds.
The Act also provides for the protection of 6 tree species nationally whether in a protected area or outside it. These are
Entandrophragmacaudatum Mountain Mahogany Khaya nyasica Red Mahogany Pterocarpusangolensis African Teak Afzelia quanzensis Pod Mahogany Faureasaligna Beechwood Baikiaeaplurijuga Teak
8 2.2.3 National Parks and Wildlife Act, Chapter 201
The National Parks and Wildlife Act provides for the establishment, control and management of National Parks and Game Management Areas. Under this Act is a schedule of Protected animal species.
2.2.4 Water Act, Chapter 198
The Water Act provides for the control, ownership and use of public and private water. Public water use is controlled by the Water Board through the allocation of water rights which are granted following investigation, advertisement and, where necessary, permission from the chief.
The Act also establishes the pollution of public water as an offence, although the Water Pollution Control Regulations are established by the EPPCA.
Of relevance to the project is a recommendation by the NEAP that the Act should recognise community participation in water management in rural areas. The principle of community based water management is further recognised as fundamental to sustaining Rural Water Supply and Sanitation by the National Water Policy, 1994 and the Water, Sanitation and Health Education Programme (WASHE).
2.2.5 National Heritage Conservation Commission Act
The National Heritage and Conservation Act, established the National Heritage Conservation Commission (NHCC), which is responsible for the conservation of ancient, cultural and natural heritage, relics and objects of aesthetic, historical, prehistoric, archeological or scientific interest by preservation, restoration, rehabilitation, reconstruction, adaptive use and good management. The Commission also provides regulations for archeological excavation and export of relics.
If a development is unable to proceed without affecting an item of heritage, permission must be sought from the NHCC as outlined in Sections 35 and 36 of the National Heritage Conservation Commission Act.
2.2.6 The Land Act
The Land Act of 1995 was enacted to guarantee people's right to land while enhancing development. The Act recognises the holding of land under customary tenure and the Chief's role has been legally recognised, such that land cannot be converted or alienated without approval of the chief
9 2.2.7 Mines and Minerals Act, Chapter 213
The Mines and Minerals Act regulates mining activities and operations and provides for regulations for environmental protection during prospecting and mining activities and rehabilitation of the areas mined. The Ministry of Transport and Communications Environmental guidelines state that the Mines and Minerals Act supports the following requirements of the guidelines for borrow areas and quarry pits.
Section 7.6 (2) (p61) of the MOTC Environmental Guidelines states that
" Contractors shall obtain licences from the Ministry of Mines to operate borrow areas
and 7.10(6) (p63) states that
"Contractorsshall obtain mining licences for quarrying"
2.2.8 Roads and Traffic Control Act, Chapter 464
The Roads and Traffic Control Act, provides for the control of traffic, and for the regulation of storm water disposal structures.
2.2.9 Town and Country Planning Act, Chapter 283
The Town and Country Planning Act, provides for the control, use and change of land use zones and reservations for various purposes e.g. siting of work sites. It also provides for the compensation of those affected by planning decisions and regulated development subdivisions.
2.2.10 Local Government Act, Chapter 281
The Local Government Act allows the Council to implement environmental protection and natural resources management functions, which include prevention of pollution of water supplies and undertaking of mining operations.
For example, the Act would support the location and restorations of borrow pits, subject to approval by the relevant Government Departments and Local Communities in the areas in which they are located.
2.2.11 Public Health Act, Chapter 295
The Public Health Act empowers a Council to prevent diseases and pollution, dangerous to human health and to any water supply for domestic use.
10 2.2.12 Factories Act, Chapter 441
The Factories Act provides a framework for the setting of regulations to ensure the safety, health and welfare of persons employed on construction work sites and in factories.
2.2.13 Petroleum Act, Chapter 439
Areas of the Petroleum Act of relevance to this project are regulations for the conveyance and storage of petroleum, inflammable oil and liquids e.g. paraffin.
2.2.14 Energy Regulation Act, Chapter 436
This Act allows for the establishment of procedures for the transportation, handling and storage fuels to minimise negative environmental impacts.
2.3 International and Regional Legislation
Zambia is a signatory to a number of international and regional conventions, which are related to the environment. Those of relevance to the project are: -
2.3.1 Convention on Wetlands of International Importance especially as a Waterfowl Habitat
The Convention on Wetlands of International Importance especially as a Waterfowl Habitat (RAMSAR) was revised in 1982 to emphasize the sustainable use of wetlands in the approach towards their conservation as opposed to preservation only. The convention defines wetlands as
"Areas of marsh, fen, peat land or water... with water that isflowing..."
Zambia acceded to Ramsar in 1991 and designated the Kafue Flats and Bangweulu Swamps as areas deserving of such status. A National Wetlands Policy is in the process of being established that defines approaches to wetland conservation, including wetlands that are not protected, through the encouragement of the community based wetland management e.g. World Wide Fund (WWF) Wetlands Project.
2.3.2 Convention on the Protection of World Cultural and Natural Heritage
The Convention on the Protection of World Cultural and Natural Heritage (WCNH) signed in 1973 aims to protect areas of universal value to science, conservation or natural and cultural heritage. It contains two legal principles, one of which states "There is a legal duty on the part of all states to conserve and take responsibility for all naturaland culturalheritage. "
Zambia acceded to the Convention in 1984.
2.3.3 Convention on International Trade in Endangered Species of Wild Flora and Fauna
The Convention on International Trade in Endangered Species of Wild Flora and Fauna (CITES) came into force in 1980 and was ratified by Zambia in 1981. It aims to provide protection to animal and plant species, which are deemed, threatened by international trade. On ratification to CITES a country is committed to implementing the required regulations and procedures to ensure the objectives of the Convention.
2.3.4 United Nations Framework Convention on Climate Change
The United Nations Framework Convention on Climate Change (UNFCCC), signed in 1992 has a central objective
" To achieve stabilisation of greenhouse gas concentrations in the atmosphere.... "
Zambia recognises that the largest source of one of the main greenhouse gases, carbon dioxide, is from the burning of wood fuel and the use of coal and oil. Two- Thirds of primary energy demand is from wood fuel (firewood or charcoal) (IUCN, 1995).
2.3.5 Convention on Biological Diversity
The Convention on Biological Diversity was adopted in 1992 and aims to encourage and enable all countries to conserve biodiversity and use its components sustainably in support of National Development.
A number of plans falling under the Department of Agriculture, Forestry, Fisheries and National Parks and Wildlife Services integrate the philosophy of this Convention and the National Environmental Action Plan addresses many of the issues raised.
2.3.6 United Nations Convention to Combat Desertification
The United Nations Convention to Combat Desertification (CCD) established in 1994 emphasises desertification and mitigation of drought, but also aims to encourage long-term integrated strategies for: - * improved production of land and * rehabilitation, conservation and sustainable management of land and water resources.
12 The CCD emphasises the need for local participation in strategic programme implementation.
Zambia is a signatory to the CCD but has yet to ratify it. Among the obligations of the CCD relevant to Zambia and the project is the
"encouragement of decentralisationand local resource tenure to strengthen local participation"
The Soil Conservation and Agro-Forestry Extension Project (SCAFE) is an example of an extension program in place, which addresses the issues raised in the Convention and a number of other international conventions. Central to SCAFE, which is established through the agriculture extension services, is the promoting of community awareness of land management and conservation in order to prevent land degradation and establish rehabilitation of degraded land. 2.3.7 Others
Other international and regional conventions signed by Zambia are: -
* The Convention on Plant Protection established in 1951 and revised in 1979 * The Regional Convention on the Conservation of Nature and Natural Resources of 1968 * The Action Plan for the Environmentally Sound Management of the Common Zambezi River System (ZACPLAN) initiated in 1985 and signed in 1987.
2.4 Institutional and Administrative Framework
The Ministry of Environment and Natural Resources (MENR) is responsible for policy formulation on matters pertaining to natural resources management and the environment. The Environmental Council of Zambia (ECZ) falls under the MENR and is responsible for the enforcement of the EPPCA, mainly pollution control and natural resources management. The Environmental Council of Zambia is a statutory institution created by an Act of Parliament.
The Ministry of Environment and Natural Resources has two departments - the Forest Department and the Planning and Information Department. The Forest Department is divided into the Headquarters and five divisions that are responsible for administration, forest management of forest reserves, forest and forest product research, bee keeping and extension services. The Forest Department is also responsible for licensing the harvesting of forest produce for sale in unreserved forests (unprotected forest areas), whilst the management of the unreserved forests used to be the responsibility of the Natural Resources Department, which has now been fused into the Forest Department.
13 The Planning and Information Department is responsible for the planning and dissemination of information pertaining to natural resources conservation and environmental management.
The Fisheries Department concerns itself with the management of fish resources, which are under increased threat due to over-exploitation, and pollution of waterways.
The National Heritage Conservation Commission is responsible for the identification and conservation of sites of cultural and historical interest.
The Ministry of Mines and Minerals Development has a responsibility of regulating the mining of mineral resources.
The Department of Water Affairs, under the Ministry of Energy and Water Development is responsible for the management of water resources and liaises with the Ministry of Environment and Natural Resources and the Environmental Council of Zambia on matters pertaining to water pollution.
The Department of Energy is responsible for the management of petroleum and other fuels.
Local Authorities are concerned with the health of local community members, and the conservation of natural resources within the confines of their administrative influence.
The Ministry of Transport and Communications has an interest in ensuring that construction and civil engineering activities do not adversely affect the environment. The Ministry is further concerned with maintaining waterways in passable condition.
The MENR, is the Ministry responsible for co-ordinating and monitoring the above Ministries that play a role in the effective conservation and management of the environment.
3.0 DESCRIPTION OF THE PROPOSED PROJECT ACTIVITIES
The proposed works comprise the rehabilitation of 44.4 k of the Chingola-Kasumbalesa Road, which is part of the T3 Trunk Road. The rehabilitation works include the reprocessing and cement stabilisation of existing pavement, to form a new sub-base, construction of a new G.C.S base and an Asphalt Concrete wearing course for the majority of the roaCsLqngth. A Dense Bitumen Macadam overlay followed by a layer of Asphalt concrete is to be constructed over a length of 6.4 km. These will entail carrying out the following project activities:
14 * Extraction of construction materials (e.g. borrowing soils, quarrying, water extraction); * Transportation of raw materials, pre-assembled components, machinery and labour to the site; * Piling and spreading of materials on roads; * Excavating drainage ditches; * Establishing associated works and supporting infrastructure (construction camps, workshops, garages, access lanes, stockpile areas, etc); * Asphalt plant operations; * Disposal of waste and spillage (e.g. oil, fuels) into surrounding areas; * Preparation and formation of carriageway;
Other works include, clearing of drainage structures, construction of one single box culvert and two double box culverts, road furniture, road marking, construction of a weighbridge and concrete parking bays at Kasumbalesa
4.0 STUDY APPROACH AND METHODOLOGY
The environmental Management Unit conducted a review of the initial Environmental Impact Assessment Report prepared by the Project Consulting Engineers - Gauff Ingenieure. The review was done to determine the adequacy of the report with regards to methods of study adopted, presentation of information and whether or not the report addressed the Terms of Reference of the study. Upon review, the report was found to be inadequate.
Consequently, the Environmental Management Unit undertook a field survey_to collect and gather data/information on the project. The survey included inspecting the various sites along the road, which included the proposed realignment, material extraction areas and other areas of ecological significance. This was aimed at identifying and determining important environmental variables along the road.
Furthermore, extensive consultations and interviews were conducted with key stakeholders regarding the potential effect of the proposed project on the existing biophysical and socio-economic environments. Those consulted include the Chingola Municipal Council, the Chililabombwe Municipal Council, the Konkola Copper Mines, the Chingola District Health Management Board, the Chiwempala Clinic-Chingola, The Chingola High School Authorities and The Sacred Heart School Authorities.
In addition further consultations with government departments in Chingola and Chililambobwe such as: Department of Agriculture and Department of Forestry were undertaken.
15 5.0 DESCRIPTION OF BASELINE ENVIRONMENTAL SITUATION ALONG THE CHINGOLA-KASUMBALESA ROAD
5.1 Location and General description of the Project Area
The project road is located in the Copperbelt Province of Zambia. It links Chingola to Kasumbalesa Border Post via Chililabombwe. The Chingola - Chililabombwe section is in a relatively better st, than the Chililabombwe - Kasumbalesa section. Consequently the latter will require significantly greater rehabilitation works. The total length of the Chingola - Kasumbalesa stretch is approximately 47.4km. The road traverses a number of valuable ecosystem components both biophysical and socio-economic. These include water resources, forest resources, settlements/towns and agricultural land (Fig. 1)
The Chingola - Chililabombwe stretch is in a state that suggests neglected maintenance over a period of time and advanced wear and tear. The section is characterised by poor drainage, potholes and dust near Chingola Town. The environs near the two towns are characterised by mining waste du es There is also significant de-vegetation close to Chingola and Chililabombwe towns. In between the two towns, the road environs are sparsely populated and extensive subsistence farming and charcoal burning are practiced. A relatively "natural" environment characterised by deciduous wooded grassland dominates the landscape. The road crosses the economically importantXKifue R!ivebout half way between Chingola and Chililabombwe.
The Chililabombwe - Kasumbalesa stretch is in a much more deplorable state and will require more rehabilitation work. Neglect, age and wear and tear have taken their toll. Poor drainage, massive potholes, dust, cracking, shoving, bleeding, rutting and raveling are all evident. In addition, the road environs host ,slimes dams and other mine waste dumpsites at some locations. Away from Chililabombwe, relatively natural settlements and subsistence farming activities predominate. Charcoal burning and uncontrolled tree cutting are also evident.
The fundamental environmental characteristics of the area are as follows:
5.2 Climate
The area enjoys a hot tropical climate with a mean annual rainfall of 1300 - 1500mm. The temperature ranges from 8 - 27°C.
5.3 Relief
The area is part of the post-gondwana plateau surface and stands at an elevation of 1200 - 1500m above mean sea level.
16 Figure 1: Location of the Project Area
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The area is underlain by the economically important rock system (limestone, dolomites, quarzites, shale conglomerates, igneous intrusions). The basement complex is the pre- Cambrian which series host's valuable mineral deposits such as copper, cobalt, iron ore, manganese, etc.
The area hosts highly leached, relatively infertile ferralitic soils. The regolith material is mainly sandy loam (sand veldt soils). A lot of the mineral salts have been washed down into lower layers beneath the ground by percolation during heavy rains. The soils support trees, which send their roots deep into the ground. The area is overgrown by a mixture of trees and short grass (deciduous savannah woodland). The principal tree species are brachystegia, julbernardia and isoberlinia, commonly known as miombo.
5.5 Ecological Zone
The area falls in the northern high rainfall zone (that occupies 46% of Zambia), and is mainly suited to the production of perennial tree crops, forestry and cultivation of annual crops under extensive cultivation systems, like the traditional chitemene (shifting cultivation) systems or systems requiring chemical fertilisers. The road does not traverse a game management area or national park. However, the project road traverses two protected forest areas namely the Hippo Pool Local Forest No. 3 and the Kirila National Forest No. 18. From Km 16 to Km 17, the project road passes through the Hippo Pool Local forest area dominated by acacia species. From Km 18 to Km 23 the road passes through the Kirila National Forest Area dominated by miombo species. To the northeast of the Kirila National Forest, though quite far removed from the project road, is another protected Forest Area - the Kameza forest area No. 19. (Fig.2)
5.6 Socio-Economy
The local socio economy is characterised by decline and stagnation, high formal unemployment due to retrenchments and a stagnating economy, reducing real income per capita, reduction in government expenditure on social services, increased population and increased urban migration. These key characteristics have had the effect of developing the phenomenon, which is now called the informal sector. The road rehabilitation programme is one of the efforts aimed at reversing the deteriorating trend of the socio- economic indicators.
Consequently the local socio-economy is characterised by economic instability, precarious public health status and poor responsiveness of local government to traditional functions (e.g. planning, regulation, standard setting, administration, public safety).
The dominant industry, in the area is mining. The mines have, however, just been privatised and are currently far from being stable as an industry. The general economic and industrial atmosphere is that of decline, instability and anxiety.
18 Away from the nodal towns - Chingola, Chililabombwe, Kasumbalesa - traversed by the road, the adjoining areas are very sparsely populated rural areas characterised by a relatively "natural" environment. The effects of environmental degradation - deforestation, charcoal burning, uncontrolled subsistence farming - are, however, beginning to show.
5.7 Water Resources
Apart from the Kafue River located at Km 18.7 and the stream used to discharge effluent from the open pit mines at Nchanga at Km 15.7, there are limited water bodies that could be seen as having high significance along the alignment. The river carrying effluent from the mines at Nchanga has high levels of suspended solids, which are presently a source of concern with respect to the Kafue River. Other areas that could be seen as important water bodies include seasonal streams at Km 4.9 and 9.5, a wetland at Km 12.9 with papyrus as the dominant vegetation type and a perennial stream at Km 21.9. The Kafue River apart from being nationally important as an industrial river has also received sediments and chemically contaminated effluent from mining activities. For this reason, it could be classified as a sensitive ecosystem. At Km 34.9, there is an 'extensive' shallow depression, which becomes a wetland during the wet season.
5.8 Forest Resources
The Chingola-Kasumbalesa road, just like any other road on the Copperbelt, passes through a mature miombo - the main vegetation type which is dominated by miombo species such as Brachystegia, Julbernardia, Isoberlinia, Pericorpsis, etc. In addition to miombo species, other species such as Acacia species are found in colonies along the road alignment.
Except for open areas, the Kirila National Forest and the Hippo Pool Local Forest areas are protected under the Forest Act and fall under the jurisdiction of the Forest Department. Access to these areas is restricted and exploitation of forest resources can only be done with a valid permit from the Forest Department. However, due to the present status of these forests, forest exploitation in these areas is prohibited and the areas have been closed to allow for their regeneration. However, despite the closure, illegal exploitation of forest resources in form of charcoal production is being experienced. Despite conducting monitoring patrols and mounting education awareness campaigns among the local communities, preservation of forest resources has met with limited success. Lack of adequate funding and the non-availability of reliable transport to carry out such activities have been cited as the main drawbacks for the successful implementation of these measures.
Apart from the protected areas referred to, other areas with significant forest resources include the mine area adjacent to the kilira National Forest Reserve and a small stretch just before Kasumbalesa Border Post. The remaining length of the road has highly disturbed vegetation and may not be viewed as ecologically important.
19 Figure 2: Location of Forestry Reserves in the Project Area I~~~~~~~~~~~~~~~~~~~~~~~~~~~~
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I 5.9 Settlements and other land use activities along the road
From the socio-economic point of view, human settlements along the road alignment are confined to urban centers namely Chingola, Chililambobwe and at Kasumbalesa border. The location of these centers/towns, vis-a vis the position of the proposed rehabilitation, will entail significant impacts on the residents of the town. With regards to Chingola town, the road passes through built up areas comprising residences, schools, churches, and Government offices, light industrial and shopping areas on the southwestern side of the Central Business District. The built up area in Chingola stretches from Km 3 to Km 10 and constitutes one of the most sensitive and significant receiving environment of the proposed project.
Notable schools along the route include the Chingola High School and Sacred Heart Convent School located at Km 5.0 and Km 5.7 respectively. Chingola High School has a total number of 1,300 regular pupils, 800 part-time pupils and 60 members of staff. Sacred Heart Convent School has a total number of 560 pupils. Of these, 35 pupils are in pre-school (nursery), 39 pupils in reception class, 303 pupils in primary classes and 183 pupils in secondary classes.
Pupils from the two schools cross the project road, at least twice a day during school days. The safety of these pupils is of major concern during the construction and operation, phases of the project road: In the recent past, a motorist knocked down two pupils from Sl7CTeffTTh7ri Convent School.
The privatization of the mines and consequently the change in ownership of the mines has brought about other land use changes in the area. While vast pieces of land still remain under the ownership of Konkola Copper Mine (KCM - the new mine owners), some areas that were previously owned by Zambia Consolidated Copper Mines (ZCCM) have been surrendered to the government. Some of such pieces of land are within the Chingola-Kasumbalesa road corridor. One such piece of land stretches from Km 13 to about Km 18 along the proposed project. With this new development, the Chingola District Agricultural Office has planned and demarcated land along this section of the road into small agricultural holdings. A green zone of 50 m has been reserved between the proposed project and the plots. These will, in due course, be allocated to private individuals on title for agricultural development. The plots range from about 14.0 to about 90.0 hectares in extent.
Currently, the local people from Townships in Chingola are extensively utilizing this section of the road for agricultural purposes. A variety of agricultural crops, which include maize, groundnuts, and sweet potatoes are being grown.
21 In Chililabombwe, the project road passes to the east of the town. Given the trade winds in the sub-tropics which blow from east to west, the town and its residents are likely to suffer from particulate matter and noise generated during the construction period, especially as much of the area in the eastern part is devoid of tree cover to act as wind breaks. It was noted during the survey that some of the buildings are as close as 30 metres to the road. The part of the road covering the town is about six kilometres from Km 29.2 to Km 35.
Apart from Chililabombwe town, there is another settlement along the stretch of the road that could be classified as a sensitive socio-economic receiving environment. This is the settlement at kilometre 30.1. However, this settlement is about 60/70 metres from the road and is situated to the east (prevailing wind direction factor).
Apart from the existing development, the Chililabombwe District Council has plans to develop some areas close to the road into residential plots. A 50m wide green zone has been reserved between the planned residential plots and the proposed project (Fig. 3).
At Kasumbalesa, the settlements are restricted to the border area on both sides of the road. At about a km from the border post, is a new settlement - the Ming'omba Infrastructure Development - developed by KCM for the resettlement of local communities that were residing in the mining area. The settlement is located about 50m from the proposed project on the western side. The improvement of the Chingola- Kasumbalesa road will greatly benefit the settlers, as they will be involved in trading activities.
Additional to built up areas in the three urban centers, the proposed project also passes close to three villages namely Kalundu, Kafue Hippo Pool and Fitobaula.
The Kalundu village located at about Km 15.3 comprises 20 houses and has been in existence since 1947. The village is shielded from the road by a rich vegetation cover and is situated at about 100 m away from the road. The local community comprises mainly subsistence farmers growing crops such as maize and groundnuts in small fields. Some of these fields are as close as 50 m to the proposed project. Such fields are mainly found between Km 13 and Km 18 along the road.
Kafue Hippo Pool village located at Km 16 was also established in early 1940's by mffainly retirees from the mines. The village consists of over 300 households and is situated about 2 km away from the proposed project. The villagers are mainly subsistence farmers growing crops such as maize, groundnuts, assorted vegetables and many others. Apart from crop growing, cattle rearing is another activity undertaken by villagers.
22 Figure 3: Proposed Plans for the Development of residential areas in Chililambobwe
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Consequently, the proposed rehabilitation and associated works could impose certain limitations on the existing and planned land use activities if consideration is not given with regards to the construction of diversion routes and siting of borrow areas along the road corridor.
5.10 Public Health (STDs and HIV/AIDS) Issues
HIV/AIDS epidemic has been recognised as one of the major health problems facing mankind the world over. It is estimated that over 36 million people globally are infected with HIV/AIDS virus. The rapid spread of HIV/AIDS infections especially in the developing world and particularly in sub-Saharan Africa, has far-reaching consequences on the socio-economic and cultural settings of such countries.
In Zambia, it is estimated that about 250,000 people will die from HIV/AIDS and about 320,000 children will be orphaned due to HIV/AIDS in the next five years. This situation 3has devastating effects and implications on the overall socio-economic development of the country. The increase in the number of HIV/AIDS and related infections coupled with the rising numbers of orhans has created a further strain on an over-strained health care system. Community support has also been over-strained to combat the scourge.
The road sector has not been spared by the HIV/AIDS epidemic. Most reported cases of HIV/AIDS in Zambia, are concentrated in towns and settlements along the main roads. The HIV/AIDS situation in Chingola, Chililambobwe and Kasumbalesa towns along the project road is not different from other towns in Zambia. In fact Kasumbalesa'is amongst towns that have recorded high percentage of HIV/AIDS and STDs infections. Other towns that have recorded a notably high percentage of HIV/AIDS infections and related cases include: Chirundu, Kafue, Kapiri Mposhi, Sakania, Nakonde, Mwami Border, Kazungula and 'iEcona Falls; all located on major highways. The Chingola Health Management Board has reported an increase in the number of HIV/AIDS and other related cases for the Chingola and Kasumbalesa border post (tables 1-2).
Table 1. Reported HIV/AIDs cases in Chingola District. Period Year 1999 2000 2001
1 St Quarter 165 493 158 2Nd Quarter 133 324
3T Quarter 154 386 4 Th Quarter 444 501 Annual 896 1,707 1 Source: Chingola District Health Management Board
25 Table 2. Reported STD cases in Chingola District
Period Year 1999 2000 2001 1St Quarter 141 151 834 2 Nd Quarter 138 267 3Rd Quarter 121 264 4 Th Quarter 209 227 Annual 600 909 Source: Chingola District Health Management Board
5. 10.1 Current strategies for Combating HIV/AIDS epidemic in the project area
As a response to the HIV/AIDS epidemic and other Sexually Transmitted Diseases (STDs), the Chingola Health Management Board (CHMB) in collaboration with World Vision Zambia - an International NGO working in the area have put in place various strategies to prevent and control the spread of HIV/AIDS and related diseases. These strategies include: (a) increasing HIV/AIDS awareness amongst the various target groups; (b) facilitating the change in the Commercial Sex Workers (CSWs) sexual behaviour by equipping them with behavioural change skills; (c) improving the availability and access to condoms through free condom distribution; (d) formation of HIV/AIDS/STD/TB counselling centres and offering free counselling services by full-time qualified personnel; (e) providing free medical treatment to volunteers; (f) identifying and educating peer educators within the vulnerable groups (CSWs) to provide HIV/AIDs counselling to their peer; (g) encouraging people to voluntarily undergo free HIV tests, etc.
World Vision Zambia has initiated a project called 'Cross Border Initiative Project'. The project is being implemented in close collaboration with the CHMB. The project has two operation centres, one based at Chiwempala Clinic in Chingola and the other at Kasumbalesa border post. The project is mainly aimed at sensitising Commercial Sex Workers (CSWs) and truck drivers on the dangers of HIV/AIDS through regular meetings, open discussions, providing night outreach services for health care providers, peer educators and volunteers. In addition, the project provides free treatment to STD patients.
5.10.2 Achievements of current interventions
Though it is difficult to quantify achievements made so far, it is important to appreciate the fact that HIV/AIDS has been recognised as a real problem in the project area and it is acknowledged that it requires a holistic approach to effectively combat it. Consequently, some achievements have been made with regards to the prevention of the spread of the
26 HIV/AIDS and related diseases through the implementation of some of the measures/strategies outlined above. These include:
a) Establishing of ISENI community based HIV/AIDS/STD/TB counselling centre in Chingola whose services will include providing free HIV kits; b) Increase in the number of people coming forward for voluntary Free HIV tests; c) Increase in the number of condoms being distributed; d) Through the Cross Border Initiative project, it is now possible to reach out to CSWs and truck drivers and their partners within the local community (table 3) e) Night out-reach program has been initiated to follow truck drivers and CSWs for counselling, condom distribution and treatment; f) Securing a conference hall free of charge by one business couple for nocturnal counselling and health education programmes
Furthermore, Table 1 indicates that the total number of reported HIV/AIDS cases have declined for the first quarter of 2001. This is a positive sign, however, it is too early to confirm that HIV/AIDs cases are declining given that the number of reported STD cases has increased almost six-fold during the same period since 1999 (table 2). This might indicate that transmission rates are still very high and that people might not have changed their sexual behaviour.
Table 3. World Vision Zambia- Border Initiative Project - Reported STD cases for the first Quarter of 2001
Month No. of treated No. of treated No. of treated Total C.S.Ws Truckers partners _Si visit Return 1St visit Return CSWs Truckers January 27 0 2 0 2 0 31 February 5 3 1 0 0 0 9 March 26 0 1 0 0 0 27 Total 58 3 4 0 2 0 67 Source: Chingola District Health Management Board
5.10.4 Limitations of current interventions
Though some successes have been attained, much needs to be done to reverse the current trend in the spread of HIV/AIDS and associated diseases. The current high infection rates of STD's as indicated in Table 2, could indicate a more frightening situation in future. Lack of financial resources has been identified as one of the main limitations to attaining desirable results. The meagre resources available cannot meet the growing demand for the provision of reliable and continuous HIV/AIDS services such as provision of free drugs, availability of HIV/AIDS testing kits, availability of transport for sensitisation campaign, etc. Unless sufficient financial resources are made available on a timely basis, the fight against the epidemic may not be contained.
27 However, integrating HIV/AIDS activities into the overall planning and management of the proposed project can greatly enhance current efforts being implemented in the project area. Therefore, a strategy aimed at increasing awareness, providing reliable and continuous HIV/AIDS services such as provision of free drugs, availability of HIV/AIDS testing kits, availability of transport for sensitisation campaign, etc. condom distribution to both local communities and construction workers to prevent transmission of HIV/AIDS should be adopted for the proposed project. These activities should be part of the overall project activities with associated costs internalized within the overall project budget.
In addition, in order for this HIV/AIDS prevention strategy to be effective, there may be need to involve a service provider who will be responsible for the implementation of such a strategy on behalf of the project management.
5.11 Construction material extraction sites (gravel sources)
A total of Six 6 sites have been identified as possible sources of construction material for the rehabilitation of the Chingola - Kasumbalesa road by the consultants - Gauff Ingenieure. An environmental review of each site identified for material extraction for the project was conducted to ascertain the environmental implications of carrying out such activities at each site and within the vicinity of the sites. Below is the description of each identified site. Each site has been described in terms of its location, land use and the general setting of the environment taking into account the existing valued ecosystem components.
5.11.1 Site MS106
This is an existing site and is located at Km 12.05 along the Chingola-Kasumbalesa road and a further 800 m off the road to the left along a motorable track. The topography of the area is generally flat with slopes ranging from 0-3 %. It slopes gently towards the Chingola stream in the northwestern direction. The surrounding area is devoid of significant vegetation as local residents use the area for growing seasonal crops. The vegetation type is typical degraded miombo woodland.
The site is currently being utilised by Konkola Copper Mines (KCM) for the extraction of gravel. An estimated amount of 30,000 m3 of quartz/laterite gravel is to be extracted from this site for road construction.
5.11.2 Site MS 109
This site is located at Km 15.05 along the Chingola - Kasumbalesa road and is 1 km, away to the left side on the road. The site is situated on a relatively flat land with slopes ranging from 0-2% generally sloping towards River Kafue in the northwestern direction.
28 This site is potentially agricultural land and is currently planned for the establishment of a farm block namely the Kakosa West Farming Block comprising small agricultural holdings of various sizes. The site has previously been cultivated but is now abandoned. As a result, re-growth vegetation type of mainly miombo can be found in isolated patches with a layer of herbaceous material, which was partly burnt at the time of inspection.
It is estimated that about 60,000 m3 of quartz/laterite gravel will be extracted for the proposed road project. Taking into account planned future activities and the desired long- term use of the area guidelines are proposed to ensure minimal loss of arable land. 5.11.3 Site MS17
This is an old site located at Km 23.150 along the Chingola-Kasumbalesa road and a further 2.5 km off the main road to the right. The site is located on an interfluve on the fringe of the Kirila National Forest and the surrounding area, which is generally flat with slopes ranging from 0-2%.
Significant Forest resources cover the site. The vegetation type is typical miombo wooddlhhd and is covered by a two-storey mature woodland comprising Brachystegia boehmii and Albizia antunesiana as the most frequent species, which occurred in all the plots surveyed and enumerated at the site. This was followed by Julbernadiaglobiflora, Monotes africanus and Anisophyllea boehmii (-a species bearing edible natural fruits), which occurred in 75% of the plots, surveyed (table 1). Other species of significance value found on the site include Pericorpsis angolensis a high quality timber species and Marquesia macouroula. Marquesia macouroula, though the least frequently occurring species is the most dominant canopy tree species forming the upper layer at the site followed by Brachystegia boehmii, Julbernadia globiflora and Parinari curatelifolia. Other species form the under storey layer with a thin layer of grass species below it.
The area is generally virgin land and has not been disturbed significantly. It is estimated 3 that about 12,000 m of laterite/gravel will be extracted from this site. Given the presence of significant forest resources at the site, material extraction from this site could have significant influence on these resources. Table 4 below shows the commonly found tree species in the area.
29 Table 4. Frequency of tree species -Fq (percentage occurrence in 4 plots), number of stems, means number of stems +/- standard of error of means and species diversity Site: MS17
Plot number 1 2 3 4 Fq (%) Total stems Species Albizia antunesiana 4 1 2 2 100 9 Brachystegia boehmii 7 2 11 1 100 21 Anisophyllea boehmii - 1 3 2 75 6 Julbernardiaglobiflora 6 1 9 - 75 16 Monotes africanus 4 - 3 3 75 10 Parinaricuratellifolia - 1 2 - 50 3 Pericopsis angolensis - 2 3 - 50 5 Isoberlinia angolensis - 4 1 - 50 5 Syzygium guineense I - - 1 50 2 Strychnos cocculoides - - - 1 25 1 Brachvstegia spiciformis 2 - - - 25 2 Lannea discolor - 2 - - 25 2 Uapacakirkiana - - 1 - 25 1 Uapaca nitida - I - - 25 1 Marquesia macroura - - - 3 25 3 Unidentified species 5 1 3 1 100 10
Number of stems per plot 29 16 38 14 97 Number of species per plot 8 10 10 8 Plot mean stem diameter at (BH) 8.82 13.65 6.67 14.14 Plot mean height 5.91 8.00 6.41 6.06 Mean number of stems per plot 24.25 (SE 11.32) Site mean stem diameter at (BH) 10.82 (SE 3.66) Site mean height 6.60 (SE 0.96) Total number of species at site 17
Though, none of the protected species (section 2.2.2) were observed at the site, there is a great likelihood that some of these species could not have been captured during the survey due to the limited number of sample plots enumerated (small sample size) given that these are not commonly occurring species. Consequently, given the diversity (17 species), stem density (mean stem density of 24.25 per plot of 20 x 10 m2 ) and significance of some species for instance Marquesia macroura recorded at the site, it is recommended that an alternative site be sought to avoid massive vegetation destruction and disruption of ecological processes of the area.
5.11.4 Site MS 132
This is an existing site located at Km 37.7 west of Chililambobwe Township. It is only 30 m to the right of the Chingola - Kasumbalesa Road. The surrounding area is relatively flat with slopes ranging from 0-3% except where excavations have previously taken place. The landform generally slopes towards the Chililabombwe Stream to the east.
30 The site is situated in a more or less open area with patches of bushes of 1-1.5 metres above ground. The surrounding area has been extensively disturbed through anthropogenic activities. This could be due to its proximity to human settlements. Consequently, no significant valued ecosystem components were found at the site. However, its proximity to the road poses serious risks to both the construction team and motorists .t large.
It is estimated that 30,000 m3 of laterite/quartz gravel material will be extracted from this site for the rehabilitation of the road.
5.11.5 SiteMS136
This is an old site located on a relatively flat land at approximately Km 41.7 along the project road and a further 20 m to the right of the road. This site has previously been utilised for supplying borrow material probably during the construction of the road. On ihe right of the proposed site is a dwelling house, though relatively far removed from the proposed site.
The site is devoid of significant vegetation. Vegetation type can be described as degraded miombo woodland and is mainly covered with grass species. /However, the area is I potentially agricultural land having previously been used for cultivation.
3 An estimated 12,000 m of quartz/laterite gravel will be excavated from this site to be used as fill material for the rehabilitation of the project road.
5.11.6 Site MS140
This is a potential site located within the vicinity of Kasumbalesa Township at Km 44.00 and a further 20 m to the right of the project road. The site is situated on a relatively flat land. The area has an appreciable amount of vegetation cover - mainly miombo woodlands - though this has been degraded through human activities. Local residents have partly cleared vegetation for cultivation as the area has great agricultural potential. Chililabombwe District Council plans to establish and develop small agricultural holdings in the area.
It is estimated that 11,000 m3 of laterite will be excavated from the site. Considering the level of human interference in the area, the project's influence on the existing environment could not be significant.
331 6.0 ENVIRONMENTAL IMPLICATIONS OF THE PROPOSED ROAD REHABILITATION PROJECT
Generally speaking, potential sources of environmental impact are dependent upon the road rehabilitation component/phase, the extent of rehabilitation; and the inputs and outputs of the project. The significance of the impacts will depend on the project phase/component (site establishment and set up, construction work activities and operation and use) undertaken and the location of the project (rural/urban).
Generally, the anticipated environmental impacts will not be highly significant considering that the proposed works will follow the existing alignments.
Nevertheless, the proposed project will pose certain limitations on both the biophysical and socio-economic components of the existing environment along the proposed alignment. The most notable ones identified by this study include: impacts on local communities, impacts on human health and safety and impacts on vegetation resources.
6.1 Impacts on local communities
Perhaps the most significant impact of the proposed project will be on the socio- economic component of the environment, particularly on the local communities living in urban centres of Chingola, Chililambobwe and Kasumbalesa. These will mainly be affected through noise and dust emissions generated during construction and operations. Those living along the road will not significantly be affected as they are far removed from the road.
Though local communities have for a long time been exposed to vehicular noise and are believed to have become accustomed to such noise, the use of heavy machinery and equipment during the construction period will impose further stress levels on the residents of Chingola, Chililambobwe and Kasumbalesa. The project road passes through the most sensitive and significant receiving environment, comprising residences, schools, churches, Government offices, light industrial and shopping areas. The proximity of the receiving environment to the proposed project (road) makes it a significant issue that should be taken into account during the implementation of the project.
6.2 Impacts on Human health and safety
Although, the proposed rehabilitation of the road will greatly improve the local and national economies and the welfare of the people, as it is an international route, the improvement may also bring about other social ills that could be detrimental to local people such as increased prostitution, exacerbating health problems such as HIV/AIDS and other communicable diseases. The Chingola Health Management Board has reported an increase in the number of HIV/AIDS and other related cases for Chingola and at Kasumbalesa border post. It is expected that improvement of the road will increase the presence of international visitors in the three areas (Chingola, Chililambobwe and
32 Kasumbalesa). The expected increase in traffic flow due to the improvement in the road infrastructure and the increase in contact between the local people and visitors will facilitate the transmission of such diseases. Interactions between project workers mobilised from outside the project area and the local community are anticipated, this could further compound the HIV/AIDS problem given that prevalence rates are quite high in the project area.
The proposed road passes through settlements that are quite sensitive such as Chingola High School and Sacred Heart Convent School with a combined pupil population of over 2,500. Since these learning institutions are day schools, pupils and parent/guardians have to cross the project area to and from school at least twice every school day. Accidents have been reported where motorists knocked down pupils. In the absence of measures to control traffic (both human and vehicular movements), the situation could get worse with the improvement of the road.
6.3 Impacts on vegetation resources
As the proposed road will follow the existing road alignment except for the section that will be re-aligned between Km 7.600 and Km 9.950, vegetation clearance will be minimal. Significant impacts on vegetation will only be at sites designated as borrow areas. Additionally, limited vegetation could be cleared for the formation of access roads. Vegetation loss could also occur in areas to be used for dumping or disposing of construction material and waste. However, vegetation loss due to access road formation and dumping of construction wastes could further be minimized by utilizing existing old diversion routes and dump sites respectively.
Of the six sites selected for gravel extraction, only Site MS1 17 located at Km 23.150 along the road has significant forest resources. Though the actual number of trees to be affected at Site MS 117is not estimated, the presence of a two-storey mature woodland dominated by miombo species of Julbernadiaglobiflora, Brachystegia spp, Pericorpsis angolensis and Marquesia macouroula, could lead to significant loss of vegetation. Such areas not only provide high quality timber but also act as critical habitats to a wide range of wildlife species. Consequently, extracting gravel from Site MS117 could have significant impact not only on particular vegetation species but also on other wildlife species of the area and could eventually lead to ecological dis-equilibrium.
33 7.0 EVALUATION OF IDENTIFIED POTENTIAL IMPACTS
7.1 Evaluation of impact significance
Assessing an impact involves two important elements, magnitude and significance. These two elements are assessed differently and by different groups in the process of assessment. Subject specialists, who try to quantify the potential impact of a proposed activity on a specific environmental attribute, ideally undertake magnitude. The social component, which reflects the values, attached to an environmental attribute by a community, individuals or subject specialists, assesses significance of a potential impact. The value judgement should reflect the values held by a society as to the importance of a particular impact. This report uses significance as the primary measure of evaluation.
7.2 Criteriafor Assessing Significance
A list of criteria adopted from the Integrated Environmental Management (IEM) guideline documents is presented below (Department of Environmental Affairs, 1992). Using these criteria, significance is determined by the degree to which the proposed Iaction: - is highly uncertain or unknown; - is irreversible; - affects key resources of special significance; - has long-term effects; - affects the overall well-being of people; - has the potential (or fails) to optimise existing conditions; and - has a cumulative or synergistic effect.
Each criterion outlined above is applied to the impacts identified in the text. To indicate the level of significance, the impacts have been assigned a positive or negative rating of very high, high, moderate, and low. Very high positive would indicate a significant positive impact arising from the activity. Alternately, very high negative indicates a significant negative impact due to an activity component of the proposed project. A rating of low negative or positive indicates minimal significance attached to the impact.
34 8.0 ASSESSMENT OF IDENTIFIED IMPACTS
8.1 Impacts on local communities
The proposed project (road) has a high population concentration at Chingola, Chililambobwe and Kasumbalesa border. Residents of these areas as well as construction workers will be exposed to high noise levels and particulate matter during the construction phase of the project, which could lead to health implications.
Significance without Mitigation: Moderate-High negative
Reason: Communities living along the proposed road have for a long time been exposed to vehicular noise and have become accustomed to such noise. However, the use of heavy machinery and equipment during the construction period will raise noise impacts to levels that could induce stress on some members of the local community including construction workers. Particulate matter is another problem that residents will be exposed to.
Significance with mitigation: Low negative
Mitigation: The following measures are recommended for implementation to reduce the adverse effects on local communities and project workers:
a) Diversion of non-project traffic to other routes to be recommended by the Chingola and Chililabombwe Municipal Councils (During the construction phase); b) Provision of physical barriers to shield residences from direct noise (where buildings are less than 50 metres from the road and are without wall fences); c) Watering of working sites to suppress dust emissions during working hours; d) Provision of protective clothing to construction workers; e) Construction activities to be carried out during normal working hours stipulated in the Zambian laws and as indicated in the contract document.
8.2 Impacts on Human health and Safety
The impacts on human health and safety resulting from undertaking the proposed road works are envisaged to be quite significant. District health authorities in the project areas have indicated that despite efforts aimed at preventing the spread of STDs and HIV/AIDS related diseases being implemented, prevalence rates are on the increase owing to increased interactions between international truck drivers and local community. These interactions are believed to be facilitating the transmission of diseases and the spread of the dreaded HIV/AIDS virus. Such interactions between local people and construction workers could increase once the project is implemented, compounding the HIV/AIDS problem in the area.
35 Significance without mitigation: High negative
Reason: - The expected increase in traffic flow due to the improvement in the road infrastructure and the increased interactions between local people and visitors (truck drivers) on the one hand and project workers on the other hand, will facilitate the transmission of such diseases.
Significance with mitigation: Low - Moderate negative
Mitigations: (Please also refer to HIV/AIDS clause in Contract Document) a) Conduct a comprehensive health awareness campaign amongst the local community members, project workers and international travelers on the dangers of contracting and spreading of STDs and HIV/AIDS before and during the construction period; b) Screening of project workers for STD's and HIV/AIDS; c) Provision of free treatment to project workers; d) Provision of condoms to all project workers at all times;
Additionally, the proposed road alignment traverses sensitive areas such as residences, schools and churches that could pose a danger to human life and reduces the safety of pedestrians crossing the road both during the rehabilitation and operation phases of the project. This impact could also be significant if not mitigated against.
Significance without mitigation: Moderate - High negative
Reason: Close proximity of residences, schools and Churches to the proposed project road increases the risk of pedestrians' accidents during both construction and operational phases.
Significance with mitigation: Very Low - Low negative
Mitigation: a) Improvement of pedestrian and cyclist facilities; * rehabilitation of separate lanes and 'footpaths' * painting of edge lines in order to separate shoulders.
b) Speed -limiting measures: * provision of speed limit signs for motorised vehicles, * construction of humps to reduce speed of motorized vehicles, and * effective enforcement of speed limits by the police.
c) Improvement of crossing sites: * painting of zebra crossings (where the two schools are located), * provision of warning signs to indicate presence of schools, churches, etc. and
36 * provision of reflective studs on both sides of zebra crossing.
d) Additional measures: * diversion of non-project traffic to other routes to be recommended by the Chingola Municipal Councils to reduce congestion in school areas; * designate specific routes to be followed by residents during construction period; * locking of school gates all the time to prevent pupils from leaving school premises; * sensitise local community members on the project; and * regular monitoring of construction activities.
8.3 Impacts on vegetation resources
Except for borrow site MS1 17 located at Km 23.150, impacts on vegetation resources are likely to be minimal and of less significance, especially if formation of access roads is restricted to existing old diversion routes along the road and dumping of construction wastes is restricted to existing designated dump sites. However, Site MS 1 17 has significant forest resources which if disturbed could lead to the disruption of ecological functions in the area.
Significance without mitigation: Moderate negative
Reason(s): The proposed project will follow the existing alignment. Consequently, vegetation clearing will be minimal. In addition, all except one area selected for gravel mining are either located in areas previously used for cultivation and therefore are devoid of appreciable amount of vegetation or are existing borrow areas.
Significance with mitigation: Low negative
Mitigation: The overall effects of vegetation clearing will generally not be significant. However, vegetation clearing for extracting gravel at site MS 117 will be significant. The significance of the impacts will range from low to medium if mitigation measures are not implemented. Therefore the following measures are recommended:
a) avoid extracting gravel from Site MS 117 located at Km 23.150; b) limit the area of clearance to what is required for borrow material;' c) rehabilitate all material extraction sites immediately after use and not at the end of the project;
37 9.0 ENVIRONMENTAL MANAGEMENT PLAN FOR THE CHINGOLA- KASUMBALESA ROAD PROJECT
Environmental Issue Measures taken or to be taken | Implementing Responsible Organisation Organisation A. Design Phase 1. Alignment Design details to take into account safety concerns and ensure Designing agent/ Roads that specific safety features are correctly designed which must Consultant Department/NRB/World Bank include the following:
a) Improvement ofpedestrian and cyclistfacilities; * rehabilitation/construction of separate lanes and 'footpaths' between Km 3-10 in Chingola, Km 29.2-35 in Chililabombwe and from 43-45 at Kasumbalesa Border Post. * painting of edge lines in order to separate shoulders from footpaths' between Km 3-10 in Chingola, Km 29.2- 35 in Chililabombwe and from 43-45 at Kasumbalesa Border Post.
B. Construction Phase 1. Dust/air pollution a) Access roads to be watered at least five times a day in Contractor Consultant/ Roads Department settled areas of Chingola between Km 3-10, between Km /Environmental Management 29.2-325in Chililabombwe and from km 4345 at Unit Kasumbalesa Border post and three times a day in unsettled areas along the road to suppress dust emissions. b) Construction vehicles shall not exceed the speed limit of 40 km per hour in settled areas of Chingola between Km 3-10, between Km 29.2-35 in Chililabombwe and from km 43-45 at kasumbalesa Border Post.
2. Safety a) Speed -limiting measures Contractor Roads Department * speed limit signs for motorised vehicles to be provided Local Authority at Km 3-7, 29 and 44 -45 Road Safety Department/
38 * humps to reduce speed of motorized vehicles to be Traffic Police constructed at Km 4, 5, 5.5 * active police enforcement of speed limits Traffic Police b) Improvement of crossing sites Contractor Consultant/Roads Department * zebra crossings at Km 5, 5.5, 6.5, 30 & 44 to be (re) painted * warning signs to indicate presence of schools at Km 4, 5, 5.7 and churches at Km 5.5 & 6.0 to be provided * reflective studs of zebra crossing to be provided at Km 5, 5.5, 6.5, 30 and 44 on both sides of the road c) Additional measures * diversion of non-project traffic to other routes to be Local Authority Respective Local Authority recommended by the Chingola Municipal Council to (Chigola Municipal reduce congestion in school areas; Councll) * designate specific routes to be followed by residents Local Authority during construction period. * locking of school gates all the time to prevent pupils from leaving school premises at Chingola High and Aesthective School Consultant Sacred Heart Schools. .. * sensitize the local community. members on the project. ~~~~~~~~~Roadsafety Depart. Consultant
carry out regular safety awareness training to pupils Respective Local Authorities Consultant
Environmental Unit Consultant * regular monitoring of construction activities.
Roads department
39 3. Noise a) Noise levels reaching the communities from blasting Contractor Roads Department activities shall not exceed 90 decibels. /Environmental Management b) Workers in the vicinity of excessive noise shall wear Unit earplugs and helmets. c) In construction areas close to human settlements or within 500m, construction shall be stopped from 18.00 -07.00. d) Maintenance of machinery and vehicles shall be done regularly to keep noise to a minimum.
4. Construction sites a) All waste containers, litter and any other waste generated Contractor Roads Department waste management during construction shall be collected and disposed off at /Environmental Management designated sites in line with the Waste Management Unit Regulations of the Environmental Council of Zambia b) Construction waste shall not be left in stockpiles along the road. Waste and other excess material shall be used for rehabilitating borrow areas and landscaping around the road
5. Construction of a) Camp sites shall be located in consultation with the local Contractor Roads Department camps people and local authorities and shall conform to the general /Environmental Management settlement patterns of the area. Unit b) Garbage bags or tanks, portable drinking water and other sanitation facilities shall be provided in construction camps c) Garbage shall be collected and disposed of in designated areas periodically
6. Conservation of a) Gravel mining should not be undertaken at Site MS 117 Contractor Consultant/Roads Department/ Ecological b) Extraction site boundaries shall clearly be demarcated and Environmental Management Resources marked to minimise vegetation clearing Unit c) Vegetation clearing shall be restricted to the area required for safe operation in designated borrow areas. d) Vegetation clearing shall not be carried out for more than three months in advance of operations e) Access roads formation shall be restricted to the existing old
40 diversion routes (from kilometre 7 -23, 33-42) and shall be carried out within 50 m of the proposed project to reduce on the loss of arable land (around Chililabombwe & Kasumbalesa areas). f) Borrow pit at site MS109 located at Km 12.5 shall be rehabilitated. Consequently topsoil (20-30 cm) shall be removed and retained for subsequent rehabilitation (see annex 1) g) Soils at Kml2.5 shall not be stripped when they are wet as this can lead to soil compaction and loss of soil structure h) Location of stockpiles shall be done where they will not be disturbed by future construction work and must be re- vegetated to protect the soil from erosion. 7.Health * In collaboration with the respective health authorities Contractor in Roads Department and the World Vision Zambia- Border Initiative Project collaboration with /Environmental Management conduct a comprehensive health awareness campaign Health Authorities Unit among the local community members and project /NGOs workers on the dangers of contracting and spreading of STDs and HIV/AIDS; * screening of project workers for STDs; * provision of treatment to project workers and their partners regarding non-HIV/AIDS cases and refer HIV/AIDS cases to National AIDS Program for treatment under the Ministry of Health; * provision of condoms to all project workers at all times; * construction staff shall come from the project area unless relevant skills are not available at local level in order to reduce the spread of transmitted diseases
C. Operation Phase 1. Maintenance of * The drainage system shall be periodically cleared to Local Authority/ Ministry of Works & Supply/ drainage systems ensure water flow Roads Department Ministry of Local Government & Housing
41 2. Safety a) Speed -limiting measures Respective Local Ministry of Local * provision of speed limit signs at designated points (as Authority Govemment & Housing indicated) * construction of humps to reduce speed at designated points (as indicated) Traffic Police Ministry of Home affairs * active police enforcement of speed limits b) Improvement of crossing sites Roads department/ Ministry of Works & Supply/ * re- painting of zebra crossing at designated points (as Local Authorities Ministry of Local Govemment indicated) & Housing * provision of warning signs to indicate presence of schools, churches, etc. at designated points (as indicated) * provision of reflective studs on both sides of zebra crossing at designated points (as indicated) 3. Health * conducting comprehensive health awareness campaigns District Health Ministry of Health among the local community members and project Management Board/ workers on the dangers of contracting and spreading of Local Authority/ STDs and HIV/AIDS; NGOs * screening of project workers for STDs, and provision of treatment to those affected; * provision of free condoms to CSWs at all times;
42 9.1 Monitoring and Reporting schedule
9.1.1 Monitoring
Notwithstanding the contractor's obligation above, the contractor shall implement the following monitoring activities
a) Monitoring of water quality of the Kafue River. Monitoring parameters to be determined by the Environmental Council Zambia (ECZ). Sampling points: 2 points upstream and 4 points down stream. Frequency: once every two weeks.
b) Inspections of access roads, stockpile areas and any other excavated areas, which can cause scouring, or erosion. Frequency: Once a week.
c) Monitor the dust levels in order to regulate blasting, crushing and loading activities and spray water when necessary. Frequency: Throughout working hours
d) Monitoring the safety regulations both at the material extraction sites and crushing plant. Frequency: Throughout working hours.
e) Monitoring operational grounds for oil and fuel spillages so as to take immediate corrective action. Frequency: Throughout working hours.
9. 1.2 Reporting
Reporting will be done in accordance with the provisions on reporting requirements as provided for under the contract unless otherwise as directed by the Project Engineer.
43 10.0 ANNEXES
ANNEX I Potential Receptors and Environmental Impacts of Road Rehabilitation Potential Receptors
(a) Natural Environment Receptors
* Areas supporting significant biodiversity such as wetland ecosystems; * Surface water bodies (e.g. rivers, lakes, wells); 3Hydrological flow regimes of local rivers and ground water tables; * Wildlife and forested areas; * Sites of significant cultural, religious or historical importance; * Protected areas (e.g. national parks, forestry reserves, game management areas, water falls); * Sites supporting aquatic flora and fauna, including rare species.
(b) Human Environmental Receptors
* Rural settlements or urban housing served by the road to be improved; * Land use (e.g. agricultural land, recreational areas) in proximity to the roads; * Cultural sensitivity to induced development along route; * Public health consequences (during construction and use); e.g. STDs and the vulnerability of women and children; * Capacity of local public services to support the increased demands for passenger and freight traffic or induced development; a Environments already significantly degraded such as grazing areas and agricultural lands.
Potential Environmental Impacts
(a) Impacts of Routing
* Induced resource exploitation patterns that are difficult to manage or control; * Invasion of tribal or traditionally-owned land; * Conversion of forest to other land use types such as human settlement areas, pasture, etc; * Invasion of weedy species and land degradation resulting in the abandonment of the area; * Loss of natural areas, habitats, built heritage; * Loss of valuable biodiversity.
44 (b) Impacts from Construction and Rehabilitation Works
* Ground and surface water contamination by oil, grease and fuel spills which may affect both human populations and aquatic life; * Increased soil erosion from excavations, embankments and quarrying; * Creation of stagnant water bodies in borrow pits and quarries which act as habitats for disease vectors such as mosquitoes, snails, etc.; * Increased sexually transmitted diseases among local communities die to interaction between construction workers and local communities; * Disruption of traditional lifestyles due to interaction between project workers and local people; * Interruption of subsoil and overland drainage leading to landslides, slumps and slips; * Increased runoff leading to flood hazards; * Temporary or permanent covering of benthic organisms and river bed flora due to siltation of rivers; * Increased BOD placing fish and aquatic flora under oxygen stress.
(c Impacts from Road Use and Improved Accessibility
(i) Negative EcologicalImpacts
* Increased commercialisation of tree cutting in forested areas; * Increased commercialisation and illegal off-take of wildlife resources due to better roads and enhanced transport; * Ground and surface water contamination by oil, grease and fuel spills; * Destruction of wildlife habitats and loss of biodiversity through attraction of road developers.
(ii) Positive Socio-economic and Environmental Impacts
* Improved access to markets, places of employment; * Increased tourism; * Increased speed of movement of goods and services; * Improvement in employment activities both during and after road improvement project. Special consideration should be given to utilising women in labour intensive road rehabilitation aspects; * Reduction in accidents on improved roads; * Lower maintenance costs for vehicles; * Improved landscape and scenery.
45 (iii) Negative Socio-economic Impacts
* Land prices along improved roads may rise out of reach of the local population; * May encourage shift to dependence on cash crops to the exclusion of subsistence crops; * Change in population settlement patterns due to attracted activities along improved roads; * Secondary impacts from induced development; * Erosion and silt runoff from poorly constructed roads - affecting human health and productivity; * Transport spillage of hazardous materials affecting flora, fauna and water supplies; * Vehicle emission pollution (intensified where congestion occurs); * Disruption of normal activities of local communities.
46 ANNEX 2 Additional Technical and Operational Guidelines for Road Works
In order to mitigate the potentially adverse environmental impacts of the proposed rehabilitation works, the following technical and operational guidelines should apply:
Site Installation
(a) Location
* Work sites shall be located no less than 5km from any surface water sources; * The location of work sites within the boundaries of local authorities shall be done with permission from the authority and/or the local communities; * Work sites shall not be located in cultural heritage sites. The NHCC Act of 1989 shall be observed;
(b) Drainage
* Work sites shall have perimeter drains. The perimeter drains shall be excavated outside the site fence; * All drainage channels inside the site shall discharge the effluent into oil interceptors; * All buildings shall be surrounded by spoon drains; * All sheds shall have spoon drains.
(c) Buildings
* Buildings shall be architectured and constructed in a manner that could facilitate conversion to social service facilities such as schools, clinics, etc. at the end of road works; * All Buildings in work sites shall be approved by the Buildings Department; * All sheds shall have concrete floors
(d) Labour Camp Facilities
* Labour camps shall have rubbish bays approved by the Environmental Council of Zambia; * Labour camps shall have toilet facilities approved by the Local Council's Health Authorities; * Labour camps shall have one toilet for every 10 - 15 persons; * Pit Latrines shall be located away from any wetland or water source by no less than 250m in clay soils and 500m in loam soils and no less than 1 OOOm in sandy soils.
47 (e) Community Education
* In consultation with the Ministry of Health, the contractor shall provide awareness education on STDs and HIV/AIDS to local communities where significant social interaction between project workers and local communities is envisaged. * The contractor shall provide information about his activities to local communities;
Petroleum Products Handling
(a) Transportation
* Fuels shall be delivered to the sites by certified petroleum tankers; * All petroleum tankers shall observe the Petroleum Act, Cap 424.
(b) Storage
* Petrol shall only be stored in underground tanks. Tanks should be jacketed; * Diesel may be stored in skid tanks positioned in a bund wall; * Underground tanks shall undergo regular pressure checks; * Oils shall be stored in oil sheds with concrete floors. I© Dispensing and Disposal
* Petroleum sites shall be located on concrete platforms and surrounded by spoon drains; * Approved dispensing equipment shall be used for dispensing petroleum products; * Used oil shall be reused, recycled or incinerated; * Sludge from petroleum storage tanks shall be incinerated.
Material Mobilisation
(a) Haulage
* Haulage trucks carrying latrine or stone aggregate shall not exceed the speed limit of 60km per hour on paved roads and 40km per hour on gravel roads; * The height of the loaded laterite or stone aggregate shall not exceed haulage truck sides; * Haulage trucks carrying cement or lime shall be covered.
48 (b) Storage
* The distance from any stock pile to the nearest community shall not be less than 5km; * Stockpiles shall be located no less than 5km from any surface water sources. The distance from the stockpile to the nearest wetland shall not be less than 5km; * Stockpiles shall not be located on cultural heritage sites; * The distance from the stockpile to the nearest cultural heritage site shall no be less than 5km * Stockpiles shall have perimeter drains and buffer vegetation; * Cement and lime shall be stored in enclosed sheds; * Bitumen in excess of 2000 litres shall be stored in appropriate storage tanks.
I Material Handling
* Appropriate equipment shall be used in handling of materials; * The contractor shall provide appropriate protective clothing to the workers handling hazardous and corrosive materials; * Safety techniques and accident emergency measures shall be outlined to all workers.
Plant/Equipment Operations
(a) Noise Control * Noise from plant and equipment operations shall be limited to no more than 90 decibels in human settlements; * Stationary Plant (e.g. generator) shall be noise masked; * Plant and equipment shall not be operated near human settlements after 18:00 hours; * Plant and equipment shall not operate without exhaust silencers; * Plant and equipment speeds shall be limited to 60km per hour.
(b) Emission Control * Plant and equipment exhaust pipes shall be fitted with catalytic conventors; * Plant and equipment shall meet ECZ emission standards.
(c) Safety Control * Carrying of abnormal loads of plant and equipment shall be done in accordance with Road Traffic Regulations; * All abnormal load-carrying regulations shall be observed (Road Traffic Regulations).
49 Drainage Excavations and Construction
* Drainage excavations shall not be done in the rainy season; * No excavations shall be done in gazetted cultural heritage sites; * The provisions of the NHCC Act of 1989 shall be observed; * Side drains in low water table areas shall be stone pitched; * Mitre shaped mitre drains shall be used in wildlife areas; * Mitre drains shall be discharge into settlement basins
Borrow Pits
* Borrow pits shall not be located near wetlands. The distance from the borrow pit to the nearest wetland shall not be less than 5km; * The location of borrow pits shall be subject to approval by relevant government departments and local communities in the areas in which they are located; * Borrow pits shall preferably be located in less vegetated areas, * Borrow pits shall be surrounded by perimeter drains; * Borrow pit restoration plans shall be provided and approved by relevant government departments and local communities affected.
Energy Acquisition
* Firewood will be collected from dead wood; * Permits for large quantities of firewood shall be obtained from the Forestry Department.
Asphalt Plant
(a) Location * The location of an asphalt plant shall be approved by the local authorities;
(b) Operation * Contractors shall obtain licences to operate asphalt plants; * The asphalt plant shall be operated by qualified personnel; * The asphalt plant shall meet ECZ emission standards; * The asphalt plant shall meet ECZ effluent standards.
(c) Measures * The asphalt plant shall be positioned in a bund wall; * Preventive maintenance measures shall be observed and logged; * Flushings from asphalt plants shall be incinerated.
50 Detours
(a) Width * Detours shall have width of existing carriageway or 6m, whichever is the lesser; * Detours shall be cleared and maintained for a width of at least 1.5m beyond the edge of the carriageway; * Throughout the existence of the detour, traffic shall be maintained over a reasonably smooth traveled way, which shall be marked, by all appropriate legal signs, delineators, guiding devices and other methods in accordance with government regulations.
(b) Restoration * Unserviceable detours shall be re-vegetated at the end of the road works in accordance with government regulations.
Quarry Pits
(a) Quarrying * Quarrying shall not be done near surface water sources. The distance from the quarrying site to the nearest water source shall not be less than 5km; * Quarrying shall not be done near human settlements. The distance from the quarry site to the nearest settlement shall not be less than 1Okm; * There shall be no quarrying in National Parks; * There shall be no quarrying on or near gazetted cultural heritage sites; * The provisions of the NHCC Act of 1989 shall be observed; * Contractors shall obtain mining licences for quarrying; * Quarrying shall be done in conformity with the Mine and Minerals Act, No. 31 of 1995; and * Quarry sites shall be surrounded by a boundary perimeter drain
(b) Restorations * Top soil shall be stock piled in such a manner so as to be of benefit to local demand; * Sides of quarries shall be trimmed with a slope of 1:3 and shall be planted with grass and fast growing trees; * Where quarry depths are low, the quarry shall be fenced; * Where quarries may not be used for other purposes after the road works, they shall be back-filled; * Back-filled quarry sites shall be re-vegetated.
51 Excess Materials
* Excess materials of laterite, stone aggregate, concrete blocks, etc shall be removed from the work sites no longer than 2 weeks after completion of rehabilitation; * The excess materials, if not for subsequent works, shall be used in back-filling local trenches; * By-laws for disposal of any material shall be observed.
Drainage Systems
* Drainage ditches shall be planted with grass or stone pitched; * Drainage systems shall have silt traps installed at regular intervals; * Mitre-drains shall discharge into settlement basins; * Wide mouth drainage systems shall be constructed in wildlife areas; * Drainage systems shall have scour checks and gabions, as appropriate; * Drainage systems shall not discharge into settled and cultivated areas;
De-vegetated Areas
* All de-vegetated areas shall be replanted by the contractor on completion of road works; * There shall be no vegetation clearing near surface water resources, catchment areas, wildlife habitats, cultural heritage and scenic sites. All relevant legislation to this effect shall be observed.
Improved Roads
* Improved roads shall have all the necessary road sign billboard, pedestrian crossing facilities and wildlife by-passers in wildlife areas; * Raised roads in wetlands shall have water communication channels; * Where possible, improved roads shall not pass in wildlife areas; * Billboards indicating speed limits of 40km/hour in wildlife areas shall be put on improved roads; * Billboards indicating speed limits of 40km/hour in settled areas shall be put on improved roads; * Information road signs showing cultural heritage and scenic sites shall be put on improved roads.
52 I I I I I I I I I I I I I I I I I I I I Post Excavation Works
* Quarries and borrow pits shall be restored at the end of rehabilitation and maintenance works; * Permanent quarries and borrow pits shall have embankments turfed; * Park sites detours, and stock pile areas shall be replanted with fast growing indigenous vegetation; * Restoration of quarries and borrow pits in settled areas shall be done only after consultations with local communities; * Quarries and borrow pits left as community water reservoirs shall be drainable; * Excavated and graded areas in cultural heritage and scenic sites shall be stores at the end of the road works. The restoration shall be done in accordance with the provisions of the NIICC Act of 1989.
Abandoned Structures
* Permanent road works buildings in settled areas shall be handed over to local communities for conversion into social service facilities such as schools, clinics, etc;
Waste
* ECZ approved waste disposal methods for roadwork wastes shall be used; * Waste dumping sites shall not be located in wetlands, settled areas, cultural heritage and scenic sites; * Waste in abandoned mobile camps shall be buried or incinerated.
53 ANNEX 3- Additional Guidelines for the rehabilitation of Borrow Pits (MS 109 & MS 140)
(a) Establish the depth and quality of the topsoil and remove the top fraction (30cm) that is most fertile for storage for the final stages of rehabilitation. If sub soil is removed, it should be stored separately from the former. (b) Excess soil should be stockpiled in pre-designated and clearly demarcated areas. (c) Excavation should be limited to 2 metres depth wise. (d) Thin branches and twigs and leafy vegetation could be chipped or composted and used later for rehabilitation. (e) Slopes should be reduced to 1:200 (f) Keep the routes along which the earth moving equipment is to move to as small a number as possible. These should be carefully planned before hand and clearly marked. (g) Access routes should have topsoil removed and should be ploughed back and topsoil replaced once material removal has been completed.
54