República de Moçambique

Environmental and Social Impact Assessment Study for Building Climate Resilience of Basin in

Quarries and Transport of Material

To: Administração Regional de Águas do Sul (ARA-Sul), Mozambique August 2018

À: Administração Regional de Águas do Sul (ARA-Sul), Moçambique

www.smec.com TABLE OF CONTENTS

1. INTRODUCTION ...... 1 2. METHODOLOGY ...... 2 2.1 IDENTIFICATION OF SUITABLE QUARRIES ...... 2 2.2 CRITERIA USED TO IDENTIFY TRANSPORT ROUTE ALTERNATIVES FROM THE QUARRIES TO THE RAILWAY STATIONS ...... 2 3. QUARRIES AND TRANSPORT ROUTE ALTERNATIVES ...... 4 3.1 BOANE ...... 4 3.1.1 SELECTED QUARRY IN BOANE ...... 5 3.1.2 BOANE RAILWAY STATION ...... 6 3.1.3 POTENTIAL NEGATIVE IMPACT TO SENSITIVE RECEPTORS ...... 9 3.1.4 PREFERRED OPTIONS ...... 10 3.2 MOAMBA ...... 11 3.2.1 SELECTED QUARRY IN MOAMBA ...... 12 3.2.2 MOAMBA RAILWAY STATION ...... 12 3.2.3 ALTERNATIVE TRANSPORT ROUTES BETWEEN MOAMBA QUARRY AND MOAMBA RAILWAY STATION 13 3.2.4 POTENTIAL NEGATIVE IMPACTS TO POTENTIAL SENSITIVE RECEPTORS ...... 15 3.2.5 PREFERRED OPTIONS ...... 16 3.3 MABALANE ...... 17 3.3.1 SELECTED QUARRY IN MABALANE ...... 17 3.3.2 MABALANE RAILWAY STATION ...... 18 3.3.3 PROPOSED TRANSPORT ROUTES BETWEEN MABALANE QUARRY AND MABALANE RAILWAY STATION 18 3.3.4 POTENTIAL NEGATIVE IMPACTS TO SENSITIVE RECEPTORS ...... 19 3.3.5 IMPACT ASSESSMENT AND MITIGATION ...... 21 3.3.6 RESETTLEMENT ...... 21 4. CONSULTATION WITH KEY STAKEHOLDERS ...... 23

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 ii TABLE OF FIGURES

Figure 1 Selected quarry in Boane ...... 5 Figure 2 Alternatives 1,2,3,4,&5 ...... 7 Figure 3 Alternatives 1,2&3 ...... 8 Figure 4 Alternatives 4 & 5 ...... 9 Figure 5 Transport alternatives 1,2,3 & 4 and sensitive receptors ...... 10 Figure 6 Selected quarry in Moamba ...... 12 Figure 7 Moamba- Transport alternatives 1, 2, 3 & 4 ...... 13 Figure 8 Moamba station and holding areas ...... 15 Figure 9 Alternatives 1, 2, 3 & 4 and sensitive receptors ...... 16 Figure 10 Selected quarry in Mabalane ...... 18 Figure 11 Mabalane station and holding area ...... 19 Figure 12 Alternative 1 and sensitive receptors ...... 20

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 iii LIST OF TABLES

Table 1 Total Number of trucks travels by day for the transport from the quarry to the railway station 2 Table 2 Boane Population Density ...... 4 Table 3 Population Density of Moamba ...... 11 Table 4 Population Density of Mabalane ...... 17 Table 5 Summary of preferred alternatives, infrastructure needs and potential main impacts 20 Table 6 Main activities and impacts ...... 21

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 iv 1. INTRODUCTION

This report intends to present the result of the analysis of alternative routes for the transport of rock material from the selected quarries to the Mapai Dam site. The analysis is based on the results of the work carried out by COBA under Sub-Component II.A - Feasibility Study of the Technical-Economic Analysis of the Dams - and following the decision taken after the EPDA phase to discard, the initial proposal which involved developing a quarry in the and postpone further geotechnical analysis to develop a quarry in Pafuri. Discarding the alternative of a quarry in Limpopo National Park was mainly attributed to: a) to the Limpopo National Park’s legal protection status making it impossible to carry out geotechnical investigations inside the core area of the park required to better evaluate the quality and quantity of the rock material; b) Objections made by ANAC (Limpopo National Park’s authority) and MITADER. The potential quarry in Pafuri would be located in the Limpopo National Park’s buffer zone which would an increase the level of demand in that area. Given that it was not possible to carry out sufficient studies to enable its evaluation during the feasibility study, this alternative remains a possibility, if required for use of the Contractor or other interested parties, providing that all licensing requirements are followed.

As part of the sub-Component II.A - Dam Feasibility Study, feasible alternatives were evaluated in the Boane, Moamba and Mabalane quarries that proved to be adequate to supply material to the project. The evaluation of quarries included geological and geotechnical surveys for the characterization of the rock materials required to build the dam. The transportation of material from the selected quarries in Boane, Moamba and Mabalane via road and nearby railways was considered as the best forms of transportation and continued to be studied by COBA. A series of alternatives were analysed for road transport routes to the railway, and the ones with the greatest technical, economic, social and environmental advantages were selected.

Thus, to validate the alternatives proposed in the feasibility study, this report reviews the advantages and disadvantages associated with each alternative and carries out an evaluation of the impacts of the proposed alternatives with respect to sensitive environmental and social receptors in these areas, proposing measures to minimize these impacts. The most significant social impacts that may occur involve the resettlement of housing and commercial infrastructures. The preliminary survey and identification of the sites that may be affected is discussed in this report,

In the case of the Boane, the need for resettlement as a result of the proposed routes, depends on the confirmation of the National Railway Authority (Caminhos de Ferro de Moçambique -CFM) allowing the loading of the wagons near their quarry.

Consultation with key interested and affected parties was undertaken to assist the process of identifying feasible alternatives with reduced environmental and social impacts on existing sensitive receptors.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 1 2. METHODOLOGY

2.1 Identification of suitable quarries The Feasibility study identified the rock material as the main materials for the construction of the dam. This material was considered for the construction of filters for drainage, rip-rap, foundation (stone columns) and aggregates for concrete. From the evaluation of the geological-geotechnical characteristics of the rock mass existing at the site where the dam will be built, it was concluded that the rock does not offer the appropriate characteristics so the material should be obtained from a quarry. The construction of the Mapai dam requires approximately 1,705,000 m3. According to the geological and geotechnical surveys and the economic studies carried out, the appropriate rock material located nearest to the dam site and where the exploration is not conditioned to be at the Boane, Moamba and Mabalane selected quarries. The Boane and Moamba quarries, from a technical point of view, are quite similar and can provide material for rip-rap material and aggregate for concrete, while material for drainage layers and stone columns can be obtained from the Mabalane quarry, closer to the dam site. It was considered that each quarry will provide the following volume of materials for the construction of the dam:

 Boane quarry: 580 000 m3  Moamba quarry: 580 000 m3; and  Mabalane quarry: 545 000 m3

The quarries identified by the project are all commercial quarries that are currently in operation. These quarries are run by private companies which, in order to operate, need to comply with the regulation and have a valid mining and environmental permit, therefore the environmental impact assessment of these quarries is outside the scope of this study. It is assumed that when the project is approved and a contractor is selected, the compliance of the quarries with the relevant regulations will be confirmed.

2.2 Criteria used to identify transport route alternatives from the quarries to the railway stations In order to transport the volumes of material required for the construction of the dam, a maximum of 31 truck trips from the Mabalane quarry and 28 truck journeys in the case of Boane and Moamba quarries in the peak period (year 2 and 3 of construction) are required. Table 1 Total Number of trucks travels by day for the transport from the quarry to the railway station Quarry Working days /Year Year 1 Year 2 Year 3 Year 4 Year 5 Boane 300 6 28 27 24 11 Moamba 300 6 28 27 24 11 Mabalane 300 10 31 30 18 -

The alternative routes considered for the transport of material from the quarries to the railways were identified according to the following criteria

 Prioritize and maximize the use of the Limpopo Rail Line to transport material to Mapai to reduce disturbance in urban areas

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 2  Existence of suitable road transport to be used by trucks between quarries and CFM stations (the need to build new roads was not considered);  Choice of loading points to the railway closer to quarries  Minimize negative impacts to sensitive environmental and social receptors along routes

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 3 3. QUARRIES AND TRANSPORT ROUTE ALTERNATIVES

The Project could generate significant traffic from the quarries to the railway stations and from these to the dam site due to the circulation of a significant number of large trucks with a load capacity of up to 30 m3 each. This can create significant impacts associated with road safety, pedestrians, noise, vibration and dust emissions. There may also be potential rail impacts associated with loading and unloading and an increase in the number of trains operating on the Limpopo rail line. The identification of the transportation routes of the material from the quarries considers the potential environmental and social impacts and recommends mitigation measures that should be implemented during the construction phase of the project. Additional mitigation measures and safeguards should be developed in detail when the contractor is appointed and in accordance with the baseline conditions at that time.

3.1 Boane Located south of province, the District of Boane is bordered to the north by the District of Moamba, to the south by the District of Matutuíne, to the east by the District of and finally to the west by the City of . The district is divided into two Administrative Posts namely Boane, which is the headquarters of the district and where the project area is located and the . In terms of population and density, the district has the following distribution: Table 2 Boane Population Density District Área (km²) Population Population density Total Men Women (residents/km²) Boane 820 210 498 102 041 108 457 257

The , due to the proximity of major urban centers and international borders, presents a mixed structure of rural and urban settlements. However, further into urban settlements, the live-style and social relations of communities tends to be more rural. The district of Boane is crossed by the national roads N2 and N4 (in the region of P.A. Matola river), by the Regional Road of Boane - Goba, by other secondary, tertiary and vicinal roads. In terms of railways, Boane has the Salamanga rail branch that ensures the flow of limestone to the Matola cement factory. In Boane there is also the Small Libombos Dam, a relief infrastructure built with the purpose of guaranteeing the supply and water supply to the region of Maputo and Matola The town of Boane and the administrative posts of Mulotane, Matola river and Namaacha constitute large urban centers with very large commercial and financial functions, as it is to emphasize large projects with significant impact on the Mozambican economy such as the Beluluane Industrial Park generated by the impact of the implementation of the Aluminum Casting Industry - Mozal, which in turn generates other domestic and foreign companies and industries. The informal and border trade that is characteristic of the district has a significant impact on the population and the economy of the district. In the village of Boane, along the main road (EN2), in the secondary and tertiary accesses there is a dense occupation of informal commercial facilities and a high movement of people. Despite the mixed context, the populations of the district have agriculture as their main subsistence, complemented by the breeding and trade of cattle, sheep, pigs and poultry. In Boane private commercial agriculture is heavily existing and occupies large tracts of land with great impact on the absorption of the local active labour force. The network of schools covering the Boane district is 53 establishments and in terms of Health Units there are 14 health units and 4 community health posts, one of which is the reference hospital whose access and also by N2 (MAE, 2014 ).

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 4 The Boane district has several quarries, some of which are inactive. An active quarry was selected about 6 km away from center of the village to supply the project.

3.1.1 Selected Quarry in Boane The Boane quarry has a mining license and is a well-established operation, currently being managed by Sulbrita Lda., A wholly owned subsidiary of CMC Africa Austral Lda., Which is a company registered in Mozambique, previously involved in works on the Small Libombos and Massingir dams. The Boane quarry is a commercially active quarry located near the town of Boane, where rhyolites occur. This quarry supplies materials for state-owned enterprises and aggregates mainly for the construction industry in the provinces of Maputo Matola and Inhambane. The quarry is presumed to operate with a valid environmental license

Figure 1 Selected quarry in Boane The figure above shows that the Boane quarry is served by the EN2 national road linking Boane to Namaacha and Swaziland. The road has a normal traffic volume, consisting of light vehicles and medium-sized trucks transporting material from the quarry to the Boane railway station, located in the heart of the town of Boane, as well as to other parts of the country. Within the urban center of Boane, the EN2, on a slope, crosses the railway line in the vicinity of the train station, located about 300 meters away. The exit from EN2 to the Boane's railway is made at a 90 degree angle to a narrow unpaved road crowded with residences, small businesses and informal commerce. According to the available information, Boane's quarry has been the source of rock material used in the rehabilitation of roads in the south of the country, including the 221 National Road between Caniçada and , as well as for the placement / replacement of ballast in the railways, including in the existing railway section between Chókwè and Chicualacuala.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 5

3.1.2 Boane Railway Station The Boane railway station is one of the stations under the management of the Mozambique Railway Authority (CFM). The station has four railway lines. The 1st and 2nd railway lines are operational daily, the 3rd is a reserve line, while the 4th line is used for loading as it is located next to the cargo area. Informal houses on both sides of the railway line invaded the reserved areas of the railway station, including the loading area given the absence of fences, physical barriers or surveillance as illustrated in photo 1.

The railway operates a passenger service twice a day Photo 1: informal business area Houses and freight service eight times a day. A period of 48 encroaching on to the railway station cargo hours is usually allocated for loading wagons. holding area The CMFs have a branch line diverted from the main railway line close to Boane station. The branch ends at a quarry also belonging to the CFM with an area designated for material loading from the quarry in the wagons. The rock material that is extracted from the quarry is used as ballast in the maintenance of railways and roads and is transported out from that railway branch to other sites CFM informed that the railway extension needs to be rehabilitated in some sections and is currently not in use. Currently the material produced in the quarry, is transported by truck to Boane station and loaded on the wagons. Figure 2 presents the five alternatives considered in Boane.

Transport alternatives between the selected quarry in Boane and the railway

In the first 1.6 km the proposed route is the same for all alternatives (alternative 1 to alternative 5). Figure 2 below shows the alternatives considered.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 6

Figure 2 Alternatives 1,2,3,4,&5

Alternative 1, 2 & 3 These alternatives use the main road EN2, which is wide enough to allow bi-directional circulation of construction vehicles and normal traffic. Alternative 1 (6.9 km), alternative 2 (7.7 km) and alternative 3 (7.9 km) differ in the total length of each alternative and in the place where they leave the EN2 towards the railway station. Figure 3 shows alternatives 1, 2 and 3 in the urban center of Boane

Alternative 1 leaves the EN2 at a 90-degree angle and enters a narrow road, at least 10m of wide, in which the first 250m leads to the to the loading / unloading area of Boane station. This area has been encroached by residential infrastructures and small businesses. This route is currently used by trucks loading / unloading at the Boane station, including CFM trucks. In certain sections of this route it is not possible for two trucks to cross simultaneous with the minimum safety. This alternative, if chosen, may require upgrading and resettlement of approximately 30 families and 17 small businesses. The criteria used to determine the number of affected families is based on Land Law 66/98 of 8 December described below in section 3.2.3

Alternatives 2 and 3 exit the EN2 a bit further away using routes that cross densely populated areas and narrow roads all of which are unpaved and in some sections does not allow a two-way circulation of light vehicles, and in the case of large vehicles only one car at a time in all its extension. Further, it is not possible to turn at an acute angle curve to follow to the CFM station. All the access routes of these alternatives will need improvement.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 7

Figure 3 Alternatives 1,2&3

Alternatives 4 & 5 Alternatives 4 (3,6 km) and 5 (4,8 km) propose the use of the railway branch (Figure 4) located north of Boane in an area known as Radio Marconi, in the Mabanja neighborhood, linking the quarry belonging to CFM through the railway branch to the existing rail network. Although the CFM quarry is not proposed for the supply of material to the project, the use of the railway branch has been investigated for the benefits it can offer to the project and as a way of minimizing the impacts to the communities and maximizing transport operations. Alternative 4 diverts from road 251 towards the CFM quarry, using a wide road on the left with few residences located at a distance on either side of the road. On the other hand, alternative 5 leaves the main road 251 further away compared to alternative 4, turning right onto a wide unpaved road without infrastructures. About 300 meters away, it is proposed that trucks unload the material from the quarry in an existing loading area that has direct access to the same railway line. There is a government office located approximately 200 meters from the existing loading zone. These alternatives require the least amount of road improvements. Figure 4 shows the location of alternatives 4 and 5.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 8

Figure 4 Alternatives 4 & 5

3.1.3 Potential negative impact to sensitive receptors Although alternative 1 is the truck route regularly used to gain access to the loading area at the railway station, and like alternatives 2 and 3 all use unpaved roads where several sensitive receivers are found including people moving in a disorganized manner. Some of the sensitive receivers include people on street stalls, small businesses, homes and children who play without adult supervision. Alternative 3 proposes the movement of trucks on narrow gravel road slightly wider than Alternative 2, but still within a densely populated area with sensitive receivers on both sides of the roads. Alternative 3 ends at the railway station but at a distance from the existing loading area. If one of these three alternatives is chosen, attention should be given to pedestrian safety issues, traffic issues, noise, and dust impacts. Although Alternative 1 provides a shorter route, all three alternatives will likely have to relocate infrastructures, including homes and commercial interests. Figure 5 shows the location of the sensitive receptors in relation to the proposed alternatives In relation to Alternatives 4, there are a limited number of houses in the vicinity of these alternatives. The last 300 meters of the route before the loading area are through a residential area with few houses. Alternative 5 is less likely to affect sensitive receptors, since routes do not pass through residential areas Figure 5 shows the concentration of sensitive receptors that could be affected by these alternatives These two alternatives are similar and propose the use of the paved national road which has a minimal impact in terms of noise and dust, and significantly shortens the distance from the quarry to the railway line avoiding the center of the village of Boane, thus significantly reducing health issues and safety, pedestrian risks and

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 9 indirect environmental and social impacts. However, pedestrian safety needs to be considered, since main roads proposed for use by trucks are used by children on the way to school. There are also operational benefits as the number of trucks can be potentially increased without significantly increasing the risks to communities. There could be benefits to Boane's urban planning if either of these alternatives were chosen, since they diverted truck routes and loading operations to these areas outside the urban center of Boane, reducing the risk and impacts to communities, but capitalizing on the potential for business in Boane. As a consequence, this could bring an increase of income to the Municipality. These alternatives bring limited disturbances to the community when compared to the other alternatives.

Figure 5 Transport alternatives 1,2,3 & 4 and sensitive receptors

3.1.4 Preferred Options Alternatives 4 (3.6km) and 5 (4.8km)are the best alternatives for transporting and loading quarries in trains, given the proposed use of existing infrastructure that avoids the urban center of Boane, reducing environmental and social impacts, and health and safety risks, and does not require social costs (distress and concern for the future, disruption of social and networks, loss of income sources, among others), as well as financial costs added to the Project related to the preparation and implementation of a Resettlement Plan. These routes are also shorter providing an opportunity to reduce operations costs. However, these alternatives are subject to the approval of the CFM for the use of the railway branch and the associated loading area. ARA-Sul has formally requested the use of the railway branch and the use of the loading area by the project, but a decision from CFM is pending. If no CFM approval is obtained, alternative 1 (6.9km) with the shortest distance to Boane rail station and the small number of houses and businesses affected compared to options 2 and 3 is considered the best alternative. However, there will be a need to mitigate traffic, health and safety problems and noise impacts. Given that this route is frequently used by trucks to access the loading area at Boane Station, the existing sensitive receivers in close proximity to the station have some resilience to these impacts. The potential use

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 10 of this route by the project will increase the existing impacts and will require the preparation of a Resettlement Plan to resettle approximately 31 families and 17 small businesses. In total, the transport of quarry material to Boane railway station will be about 4.8 km (alternative 5) or 6.9 km (alternative 1) by road followed by rail transport from Boane to Mapai 465. 5 km and road transport from the railway at Mapai to the dam area (21km). The total distance from a total of approximately 491.2 km or 493.3 km for alternatives 5 and 1 respectively.

3.2 Moamba The is located north of and borders the on the north by the Massitonta River, to the south by the , to the east by the Manhiça and districts, and to the west by the province of in the Republic of . The district is divided into four Administrative Posts, namely Moamba, Pessene, Ressano Garcia and Sabié. The project area is located at the Administrative Post of Moamba, in the village of Moamba. In terms of population and density, the district has the following distribution

Table 3 Population Density of Moamba District Area (km²) Population Population density Total Male Female (residents /km²) Moamba 9 107 43 883 20 209 23 674 4.8

The settlements of the village of Moamba have more urbanized characteristics, however, the human settlements in this district are rural including their forms of subsistence and social relations. These settlements are concentrated in the headquarters of the Administrative Posts, throughout the localities are concentrated near rivers and roads. The family farming of dry land is the basis of subsistence of the populations, and it is practiced in small farms in regime of a mixed-culture farming. Moamba has a tradition in cattle raising and in the extensive production and commercialization of cattle that constitute a source of local income, complemented by the raising of sheep, goats and subsistence birds. The Moamba District is crossed by the N4 connecting Mozambique to the neighbouring Republic of South Africa including other regional, secondary, tertiary and vicinal roads and a railroad linking Mozambique from the port of Maputo to the Republic of South Africa via which is very important for the transportation of cargo and passengers, and the Moamba - Xinavane line is currently inoperative. The administrative office of Ressano Garcia in this district constitutes a large urban center where major commercial and financial transactions are carried out. The district's economy is also based on in small local fishing, carpentry and handicraft industries, with informal trade being mostly practiced to support households because of the scarcity of jobs and alternative sources of income. In terms of school networks, the district has 65 schools and in terms of health units around 9 (MAE, 2014). The district has several operational quarries, whose material is often used to meet the needs of various public infrastructures built in the southern part of the country.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 11 3.2.1 Selected Quarry in Moamba The Moamba quarry (Figure 6) is not currently in operation. However, the area shown in Figure 6 is under concession by two WBHO and B & E International exploration companies. The quarry is located northwest of Maputo, near the village of Moamba, where basalts occur. There are no residences or businesses within at least 2 km from the quarry. However, there is a primary school at a distance from the road that is used by trucks using the quarry. It is assumed that when in operation, this quarry will operate with a valid mining and environmental license

Figure 6 Selected quarry in Moamba

3.2.2 Moamba Railway Station The Moamba railway station is located in the village of Moamba and is managed by the CFM. The station currently operates two railway lines where freight and passenger trains are transported daily with approximately 10-12 ascending trains and 12 trains descending from Maputo. The trains that follow to the South African border in Ressano Garcia pass through Moamba. Photo 2: Informal business area

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 12 A third railway line is currently occupied and a fourth railway line needs rehabilitation. Rehabilitation of the 4th rail line (according to the CFM classification, which is referred to as the 2nd line) would involve work on approximately 400 m of track, including additional ballast and junction of railway lines). At present, the cargo handling and loading area is located directly south of the railway station, and despite the 50- meter statutory exclusion area on both sides of the railways and loading areas, a considerable encroachment of residences near the railway is clearly visible due to lack of fencing or inspection of this reserve area. Passengers enter the north of the station building and a small informal shopping area is established to provide goods and services to people arriving from trains as shown in photo 3. Photo 3: Passenger access to the trains at the The railway station was used in the past to transport rock station in Moamba material to road projects in Gaza.

3.2.3 Alternative transport routes between Moamba Quarry and Moamba Railway Station From the Moamba quarry, several alternatives were considered to transport the rock material to the Moamba railway station (Figure 7). Given the remote location of the quarry west of the village of Moamba, all alternatives propose the use of the same initial 6.7 km of 10 m wide unpaved road. This route is often used by trucks transporting rock material from the Moamba quarry, but there is a primary school 200 m away from the road and access is made from the truck road.

Figure 7 Moamba- Transport alternatives 1, 2, 3 & 4

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 13 As shown in Figure 7, four alternatives were considered and these differ from each other about 1 km before entering the urban area to gain access to the loading area of the railway station. Figure 7 shows the location of the routes proposed by the four proposed alternatives

Alternative 1 Following the 6.7 km of road coming from the quarry towards the station, this alternative 1 (8.3 km) proposes that the trucks circulate south of the railway line next to the railway line towards the loading site of the station of Moamba. However, the proposed rail-side transport route would need to be created within the CFM reserve corridor adjacent to the outer rail lines. As Figure 8 below shows in Figure 7, this corridor area was partially occupied by some informal homes, and small businesses. Likewise, the reserve area of CFM around the loading area was also invaded by informal residences due to lack of physical limits of the station area and lack of enforcement. This alternative may require resettlement of approximately 60 families and 14 small businesses. The criteria used to determine the number of affected families is based on Land Law 66/98 of 8 December described below in section 3.2.3.

Alternative 2 and 3 Alternative 2 (8.2 km) proposes that trucks circulate further east from Alternative 1 and turn north directly to the existing loading area of the Moamba railway station. Alternative 3 (8.3 km) proposes to use the same alignment of alternative 2, but turns north toward the station a few meters ahead. Figure 8 shows both Route 2 and Route 3 alternatives involve access to densely populated areas through area dominated by informal houses, following the narrow access roads without clear definition. Both alternatives would have significant impacts on sensitive recipients related to traffic, community safety, dust and noise. If these alternatives are considered, a large number of families would have to be resettled.

Alternative 4 Alternative 4 (8.6 km) emerged as a result of the consultation meetings and was proposed by CFM. This alternative is an extension of Alternative 1 but it crosses the railway tracks along a broad unpaved road passing through a secondary school towards an area within the CFM reserve north of the railway line through the village of Moamba. The use of this alternative by the Project would involve the rehabilitation of a section of the railway line and the creation of a loading area to be located about 100 m from the north railway station of the railway line. This alternative allows the exclusive use of a railway line and avoids interference in the normal operation of the trains. Figure 8 shows the proposed route alternatives, the existing holding area and the proposed holding area at the Moamba railway station

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 14

Figure 8 Moamba station and holding areas

3.2.4 Potential Negative Impacts to potential sensitive receptors All alternatives considered which pass by or near sensitive receptors will create impacts of noise, dust and risks to the health and safety of communities Alternative 1 proposes the most direct access to the loading area, however, informal houses occupy a large part of the station's reserve area and, therefore, if this alternative is carried forward, resettlement of some families would be necessary. In addition, there are several residences, small businesses and others. Alternatives 2 and 3 propose a relatively shorter distance, but these alternatives would bring the very high number of resettlement, greater risks to residents due to poor access, health and safety, dust, noise and generally unsafe conditions for the residents who would remain in the vicinity of the proposed alternatives. Alternative 4 poses a significant risk to pedestrian safety, dust, noise, other impacts to sensitive receivers by passing in the vicinity of a secondary school and requiring access through the urban area of Moamba village, however access would be by wide and well defined, does not require resettlement of families and does not disrupt the normal operations of trains. The location of the sensitive receivers in relation to the alternatives of proposed routes is presented in Figure 9

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 15

Figure 9 Alternatives 1, 2, 3 & 4 and sensitive receptors

3.2.5 Preferred Options All alternatives considered have impacts associated with noise, air quality, health and safety of communities, occupational health and safety that will have to be mitigated. Alternative 4 (8.6km) is preferred because it proposes the use of wide roads to reach a proposed loading area within the CFM reserve north of the railway line, although it proposes to pass near a secondary school in the center of Moamba. This alternative requires the approval of CFM for the rehabilitation of a section of railway line for the exclusive use of the project and approval of the necessary space for the creation of the loading area. This alternative does not require resettlement of people, while all other alternatives would require resettlement of families and small businesses. ARA-Sul consulted CFMs on the possibility of using this alternative and approval is pending. However, if CFM approval is not granted, Alternative 1: (8.3 km) will be preferred over alternatives 2 and 3, but it will be necessary to build a new 150 m road in the railway reserve area and for this road to be built resettlement of approximately 60 households, assets, complementary infrastructures and 14 small businesses would be need to be resettled. In total, transport of quarry material to the Moamba railway station will be about 8.6 km (alternative 4) and 8.3 (alternative 1) by road, followed by rail transport from Moamba to Mapai 483 km, and road transport from 21km from Mapai to the area of the dam. The total distance of a total of approximately 512.6 km and 512.3 km for options 4 and 1 respectively.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 16 3.3 Mabalane The district of Mabalane is located to the north of the province of Gaza, bordering to the north with the district of Chiculacuala, to the south with the district of Chókwè and Guijá, to the east with the districts of Chigubo and Guijá and to the west with the district of Massingir. The district is divided into three Administrative Posts, namely Combomune, Mabalane and Ntlavene. The project area is located in the administrative post of Mabalane. In terms of population settlements, Mabalane is merely rural although the host village exhibits urban characteristics. The communities of the district present forms of subsistence and structure of rural social relations and are concentrated in the headquarters of the Administrative Posts, localities and along rivers and roads. Like Boane and Moamba, in the district of Mabalane, agriculture forms the basis of subsistence of the populations, based on the family production of dry land, practiced in small farms under the regime of a mixed- culture farming. The district has tradition in the production of bovine cattle that constitutes strong source of revenues, however, the ovine, goat is also produced. The small industry is characteristic of the region based on small carpentry, locksmithing, handicrafts, coal production. The has a National road, the N221 connecting the neighboring Republic of Zimbabwe, and other secondary, tertiary and vicinal roads, and a railway line - from the Limpopo Corridor to the border with the Republic of Zimbabwe connecting with others districts such as Chókwè, Guijá, Chigubo, Mapai and Chicualcuala. The Mabalane district has 7 health units and 55 educational establishments (INE, 2013). The gender distribution of population and density the district has the following: Table 4 Population Density of Mabalane District Área (km²) Population Population density Total Men Women (residents/km²) Mabalane 4 589 83 879 40 350 43 529 18.3

3.3.1 Selected Quarry in Mabalane The Mabalane quarry is located north of the village of Mabalane, about 3 km from the train station. This commercial quarry has been used to support various infrastructure projects. At present, this quarry is not operational. Figure 10 below shows the extension of the quarry.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 17

Figure 10 Selected quarry in Mabalane

3.3.2 Mabalane Railway Station The station is located in the center of the village of Mabalane. The station is managed by the CFM and operates passenger trains twice a week, from Maputo to Chicualacuala.

3.3.3 Proposed transport routes between Mabalane Quarry and Mabalane Railway Station In the Feasibility Study phase, it was considered that the material from the Mabalane quarry will be transported through the N221 to the railway station. Figure 11 shows part of the route as it crosses Mabalane village

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 18

Figure 11 Mabalane station and holding area

3.3.4 Potential negative Impacts to sensitive receptors Although the proposed route (2.8 km) uses the unpaved road, most of the route passes through urban areas with scattered houses and it is likely that sensitive receivers may be affected in the last 600m before the railway station- Figure 12 shows the location of the sensitive receptors in relation to the transport route. The most likely impacts that needed to be mitigated include traffic, pedestrian hazards, dust, noise, and health and safety. In total, transport of rock material from the quarry to the Mabalane railway station will be about 3 km by road, followed by rail from Mabalane to Mapai for a total of approximately 145 km. Once in Mapai, a road link of about 21 km is needed between the railway station of Mapai and the dam. It makes a total of about 169 km of distance between the quarry in Mabalane and the site where the dam will be built.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 19

Figure 12 Alternative 1 and sensitive receptors

Table 5 Summary of preferred alternatives, infrastructure needs and potential main impacts Preferred Main potential impacts to be Alternatives Details of preferred route alternative mitigated Route on EN2 and road 251, followed unpaved  Few sensitive receptors. road. CFM permission  Noise, dust, health and safety 4.5 required for use of the and occupational health and railway branch and safety Boane: loading area OR Alternatives 1, 2, 3, 4  Many sensitive receptors. and 5 Route along the EN2 and Potential for resettlement of unpaved road to the approximately 31 families and 1 loading area of Boane 17 small businesses. train station.  Noise, dust, safety and health and operational safety

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 20 Preferred Main potential impacts to be Alternatives Details of preferred route alternative mitigated Route along well defined  Many sensitive receivers roads. Requires CFM including school and urban approval for new loading center 4 area and exclusive rail line  Noise, dust, community health use and safety, health, operational Moamba: OR safety Alternatives 1, 2, 3 and 4  Potential for resettlement of Creating a road within the approximately 60 households, reserve area of CFM, 1 and 14 small businesses improvement of access  Noise, dust, health and safety, within reserve area health and operational safety Well-defined road route.  Few sensitive receivers. Mabalane 1 Minimal road  Noise, dust, safety and health improvements required and safety

3.3.5 Impact Assessment and Mitigation During the five-year construction period, the main impacts will occur during the following activities:

Table 6 Main activities and impacts Activity Direct Impacts Truck loading at the quarry site  Noise, Dust, Occupational Health and Safety Road transport with trucks  Resettlement  Noise and vibration, dust, community health and safety and occupational health and safety, traffic Truck unloading at railway holding areas  Noise , Noise, Dust, Occupational Health and Safety Loading of material on to the wagons  Noise, dust, occupational health and safety, railway service schedule

The description of these impacts and the mitigation measures are presented in the main ESIA report in Sections 7.12 and 7.13 In addition to the detailed mitigation measures described in the Environmental and Social Management Plan, additional measures will be prepared by the Road Transport Contractor and will be supervised by ARU-Sul, National Roads Authority (Administração Nacional de Estradas -ANE), CFM and local authorities. The Plan to be developed by the Contractor shall include detailed traffic management drawings showing all deviations, temporary roads, temporary bridges, temporary diversions, required barricades, warning signs / lights, road signs and others such as a construction schedule. A Basic plan is presented in the ESMP.

3.3.6 Resettlement If CFM approval is not granted, alternative 1 in the Boane district and alternative 1 in the Moamba district will be the best alternatives routes to transport the material by rail to Mapai. These alternatives if implemented, will involve possible resettlement of people living in the reserve corridor and in the access areas of the CFM railway stations in Boane and Moamba The criteria used to estimate the number of possible resettlements was based on the regulation of Land Law 66/98 of December 8 that regulates the evacuation of the partial protection zone for railway lines and

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 21 respective stations within 50 meters from the line. The access roads of Boane and Moamba are also within the protected areas of the stations If this is the case, a detailed Resettlement Plan shall be prepared and shall involve the de-occupation of the areas in question to give way to the movement of trucks and storage space for materials applying regulatory distances from these areas in relation to residential settlements. This would involve census of the potential affected people and inventory of their assets so that the levels of expropriation can be determined and the process can be properly carried out. The preparation of a Resettlement Plan will be carried out in accordance with the Mozambican resettlement regulations, as well as ADB safeguards, as well as in accordance with the safeguards of the World Bank and IFC. Although land expropriation and resettlement has negative impacts, there is also an opportunity to make improvements in urban planning in Boane including improvement of the railway loading and unloading facilities at the CFM so that these can function effectively which in turn will benefit these districts in the future. Other positive impacts for the three districts are linked to the creation of opportunities for an informal source of income, and also the truck movement will bring revenue to the district administrations.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 22 4. CONSULTATION WITH KEY STAKEHOLDERS

4.1 Introduction In order to obtain contributions during the process of identifying viable routes, COBA consulted with key stakeholders such as the National Roads Authority (Administração Nacional de Estradas -ANE), the Caminhos de Ferro de Moçambique, the District of Boane and the district and administrative post of Moamba. If the project moves forward, these stakeholders will be 'key partners' of Ara-Sul, ensuring that the quarry material is transported from Maputo to Mapai to build the dam as planned. As a result, the stakeholder meetings aimed to create a proactive engagement in the planning process, ensuring that the transportation alternatives carried forward reflect project design requirements, consider sensitive environmental and social issues, but also consider potential synergies and priorities that can be leveraged by this project. Likewise, the opportunity to use the institutional knowledge and experience of similar projects implemented in the past has been considered in order to ensure that important aspects of this project are identified and duly considered in the decision-making process. It is recommended that the next steps of this project be made with the joint engagement of these institutions so that the contractual specifications in the selection of the future contractor include the already integrated priorities of the various interests in these districts, in particular on the aspects which safeguard social and environmental interests.

ESIA for Building Climate Resilience of Limpopo Basin in Mozambique: Quarries and Transport; Rev.2; August 2018 23