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GHANA : ACHIMOTA - ANYINAM ROAD Srmdy

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GHANA : ACHIMOTA - ANYINAM ROAD Srmdy AFRICAN DEVELOPMENT FUND GHANA : ACHIMOTA - ANYINAM ROAD SrmDY EXECUTIVE SUMMARY OF THE ENVIRONMENTAL IMPACT ASSESSMENT . GHANA: ACHIMOTA - ANYINAM ROAD STUDY--SUMMARY ! OF THE. JZNVIRONMENTAL IMPACT ASSESSMENT . 1. INTRODUCTION I I 1.1 Sir Alexander Gibb and Partners have been commissioned by the Ghana Highway Authority to undertake a feasibility study and. thereafter the detailed engineering design n for the upgrading of the road connecting Achimota to Anyinam. The design options for the road include a dual carriageway from Achimota to Nsawam, a by-pass to Nsawam, a.by-pass to Apedwa and minor realignments to ameliorate short comings in the existing alignment. 1.2 A Repoit on the preferred alternative by-passes for Nsawam and Apedwa was submitted in October 1994. This second Report deals with the EIA of the upgrading of the road from Achimota to Anyinam including the selected route for the Apedwa. by-pass and two alternative routes for the Nsawam by-pass. 2. OBJECTIVES AND METHODOLOGY 2.1 The major objective of the Environmental Impact Assessment was to conduct .. analyses detailing the positive and negative effects of the project on the environment and recommend appropriate solutions to minimize any undesirable effects that could result .- from the project’s implementation. The EIA was also to indicate the impact the project . may have on the position of women in development in the project area. 2.2 The evaluation team, comprising an Environmentalist and a So&-economist, was .i. assisted by experts in Environmental Chemistry, Ecology, Hydrology and I’ Water-associated diseases. 4 field trips, 2 in October 1994 and 1 each in May and June 1995, were undertaken to observe conditions on the ground along the proposed routes. The team took advantage of the trips to interact with a random number of people along .:. the routes about the proposed project. : 2.3 The team was guided by the World Banks checklist for Environmental Impact Assessment and the Environmental Protection Agency’s checklist for assessing the environmental impacts of roads/railways construction. In addition, various publications ” :: on socio-economic surveys were consulted for the Environmental Impact Statement on the project. 3. PROJECT DESCRIPTION 3.1 The project basically involves the upgrading of the road connecting Achimota to Anyinam (see Fig. 1). The proposed improvements fall into four categories: 0 Duellirig of the carriageway between Achimota and Nsawam. ii) A by-pass. to Nsawam. iii) A by-pass to Apedwa. iv) Minor realignments to ameliorate shortcomings in the existing alignment. 3.2 The existing road from Achimota @cc@ to Anyinam, follows a generally l&VW direction hugh the Ga district in the Gr&tef. .&era @@, and tb& .South .k&wapi~m, &hum-Kraboa Coaltar and East-A.kim d~ist&t& in the ‘,&stern .region. In terms of . geography, the route traverses parts of .tMee spa&&y ~~Contiguous but distinct geographical regions. They are the .South at C%a&il @ins, .&he Food Crop belt and the Cocoa belt (Dickson and Benneh, 1980). 4. ENvIRo;~&. BASELINE CONDITIONS 4.1 The land between Achimota and Anyinam is generally low lying. It averages 46 m above mean sea level and the surface is flat *to ,gently undu&&g. in the Accra Plains S&ion. Further inland, the topography is more steeply undulating to, rolling. The project area falls into two climatic zones - the dry equatofial in ithe south with annual rainfall of 880 mm and the semi equatorial with annual r&tfall of 1780 mm. .4.2 As a result of its own internal fe&ity and m0rtality dyneics. and also from in-migration, the population along the exist@ ,Achi$nota~An~yinam ,route is growing rapidly, 2.8% annual compared to 2.6% nationally. Allthough the project area has lieen traditionally inhabited by Akans and Ga-Adangbes, there is currently a signifilcant presence of Ewes, Guans and Dagbanis. 4.3 The levels of educational at&meet, espeoia$~~ of women, are 16~. Agriculture’~is the leading industry and farming the most imp@r$@t occupation with about 6@% of the -no&ally active rural population eng;aB& .& it. Next in &po~~ s ;&$&g @ manufacturing. Women constitute more than ,8@% of the traders. ‘Income levels in the area are generally low with the rural population in the lower bracket. 4.4 The land along the route is either built up (i.,e. residential accommodation, shops, industrial plants, educational institutions), -devoted ‘to crop farming, civic and cultural heritage uses or comprised undeveloped spaces with vegetation cover which varies from the marginal at Achimota to upland, evergreen forest types around Anyinam. 4.5 The bulk of the route lies within the Densu river basin and smaller segment in the Birim river basin. As a result of .mdnly anthropogenlic activities, the quality of the water of the Densu river starts deteriorating tight from he source and worsens as it passes south through the project area increasmg the potential for the transmission of water-associated diseases. From medical records:, the prevalent complain~ts are related to malaria, bilharzia, onchocerciasis and malnutrition. ‘Although, there is virtually no information on air quality, field observations indicate that air pollution is gene&y low in the project area. 5. ALTERNATIVE ALIGNMENT FOR NSAWAM BY-PASS 5.1 The final choice between the two Nsawam by-passes, P2 (western) and G2 (eastern), will depend on a nu,mber of faotors that are broadly’ categorized as technical,economic, social, environmental tid other considerations.Ho.wever, in terms of environmental impact, the P2 by-pass is being recommended for constru;ction. 2 5.2 Considering the different stages of the project, the overall impact of the P2 by-pass will be positive at both the construction and operation phases. On the other hand,, the, Gl. will have overall negative impacts in the construction stage, mainly due to its effects on land use, and a slight positive impact at the operation phase. 5.3 Should P2 be finally chosen, the segment near the sacred grove west of Sal@krom, should be aligned in such a way that the grove will be on the Sakyikrom side of the road. This is necessary in order to avoid future accidents involving mourners and vehicular . tr,affic on the highway. 6. IDENTIFICATION -AND PREDICTION OF IMPACTS An assessment of the impacts of the project on some key so&-economic and land use as well as physical factors indicate that most of the negative impacts will occur during the construction phase while most of the positive impacts will occur during the operation phase. A Population, So&-economic and Landuse Impacts Positive Impacts : 0 Since roads constitute one of. the most important means of economic transportation in Ghana, the execution of the Achimota-Anyinam road project is diiy in line. with national development objectives. ii) The upgrading of the road will have positive impacts on both national and regional economies. During the operation phase, there will be easier flow of traffic j and shorter travel times. Vehicles that use the route will thus make some savings ,’ in fuel use resulting in a corresponding decline in depreciation and overall ;: maintenance costs. : The Apedwa diversion will further open up more of the countryside to the growing modem sector of the national economy. The rate of urbanization in settlements like Nsawam, Adoagyiri, Suhum, Pokuase and Amasaman will be speeded up. This rapid population growth will concentrate the attention of the Planning and Administrative Authorities to the infrastructural and other social needs of these settlements and make them more attractive to investors than they currently are. I iv) The high unemployment levels in the area could be reduced, both directly and indirectly, by the project. Directly, the project will create jobs for both the skilled and unskilled in the construction sector. Indirectly, women caterers and other food hawkers will find ready market in the construction workers over the period of construction. During the operation of the road, women in the trading and agricultural sectors stand to gain economically. For roadside traders, an increase in the volume and tempo of traffic will lead to brisker trade and higher turnover. In general, there will be some improvements to the quality of life in the area. 3 Positive Pysical Impacts VI With respect to physical impacts:; since &uing the oper@ional .#hase of3he project; the major vehicular &&#&not:@ecur &itl$L*ugh Ns&vam, ;*ere will be an overall low positive impet due to a rqduction in <noise levdk&&o, with the completion of cmstn&iofil @+,&he ~&yqa.s& ad tJ@ ,lr&@&@& of,he existing alignment, the general lan&sca&e &f the project area will be aesthetically enhanced. B T Population, Socio-econmic, and ‘Landuse Iinpakts Negative’ Impacts 0 In the operational phase -of the project, some of the well documented negative side effects of rapid urbanization @l am in some.& the ~settlements and will be deepened in others . where they dr@q, exist. These m&de the explosion of lawlessness,. inadequate sanitation, $@adii~&a’te hot&g, potable water and general environmental degradation. Witi .i&e ‘~@&j@~ iof,, &&ion&. : no)~tm~, ccme, prostitution and drug addiction co&l bqome acute in ,the medium to long term as some of the settlements tuba&e rapid&. ii) On the other hand, there is the high ~poss$5&y in the post+onst@tion era that settlements like Am&(-q Asida. :~~-@&i, WKigh iti b,e by+$&& by t&e Apedwa junction diversion will stagnate and decline. iii) Also in the operational phase, accidents involving fast moving vehicles and relatively sluggish pedestrians, crossing the ,road in town centres, and even out of towns, could become more rampant. iv) The additional carriageway from Achimota to Nsawam, the Nsawan by-pass (P2) and the proposed Apedwa by-pass will reqeetively cause about 42,16 and 23 ha of land currently under crops, veget#@n:;~~and~ or is built ,up to be &a&l and.
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