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 &&#¬:@ecur &itl$L*ugh Ns&vam, ;*ere will be an overall low positive impet due to a rqduction in 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. paved. This will increase the pressure;~on. a&Mle cu%vable land i#er &pita. In view of the prevalence of communal. ownership of land, lineage groups whose lands may be affected w.ill be hard hit. Construction wi@ also lead to the destruction of significant quantities of fuelwood which is the main source of energy for rural dwellers. VI A few residents will have their houses demolished during eonstruetion. Even though these buildings may look dilapid,at@,. .to th& owners, they are more than mere shelters. There are also historical monuments,~ same of them, will also lose their locational advantages of being in the centre of the town. vi) A number of fuel selling stations, mechanics, shops, .restaurants, bars and other informal sector activities have been long siLtM .to take advantage of the existing route. Some of these service centres in Nsaw,am, Adoagyiri ,and a&so in set$lements to be completely bypassed, may have to be :relwted:.4at‘ some cost to their owners or risk drastic reduction in operations and possible c&apse of the enterprises. 4 Physical Impacts. Negatipe iii) On physical impacts, construction will involve the removal of top soil and vegetation as well as excavation. The excavated areas are possible points from where soil movement could originate. Another area .where soil erosion could be . . expected is beyond the shoulders of the road on the side slopes. The relatively high runoff generated on these slopes could result in severe erosion which would generally affect the shoulders and thereafter, the road itself. Viii) Generally, the impact on flora and fauna will be moderately negative except where there will be diversion of the highway from the original. In these places the impact is expected to be greater. Noise, dust as well as vibration levels are likely to be exacerbated during the construction phase through the use of heavy construction equipment and trucks. This will be of greater impact in the vicinity of villages and residential areas. Dust .’ .’ levels may also increase where existing surfaces are scraped for new overlays. ‘.. Deterioration’ in water quality will arise mainly from .the introduction of soil par&dates into water bodies. The impacts will be significant during the .- .’ rainyseason. This will however be overshadowed by the effects of other . . anthropogenic activities, especially agricultural, domestic and commercial. x) Linked with the scarring of the landscape will be the creation of pools of water :’ ,. which provide ideal habitats for the breeding of mosquitoes responsible for the ,’ transmission of malaria and elephantiasis. Furthermore, movements of people during road construction, in search of jobs, .: .: may cause additional public health problems. They may carry diseases which .. . hitherto were unknown into the area and would be at risk of contracting other . . diseases in the area. : 7. MITIGATION So&-economic Impacts 0 To deal with the expected increase in crime and lawlessness in settlements which will experience accelerated urbanization, as a result of the project, the relevant district authorities should progressively strengthen the existing organs for law and order enforcement. ii) A choice, based on so&-economic and technical feasibility, should be made (by the consultants) between the provision of overhead pedestrian crossings and under passes in town Centres where the route passes. Adequate public education on the use of such facilities should be provided by the relevant district and town authorities before the project is completed. 5 :*,... iii) New houses, containing at least m6 me ,number of rooms and of good design :- .:J ,I q&@, should be put up for h&@&&l&$&&~,-: -whose- .‘hapm d :& :g a demolished. The affected househokis .sho$d be con.sulit& on the sek&m ofnew sites, the housing design and the kind &knmediate neighbours th&y &ould want to have. .- .? iv) The provision of new houses should. &o&&e into account of, and protision made at the new site for, undeveloped. .@nds:.%hat may be lost together with ‘houses at the abandoned sites. The value of crop farms that will ,be ..dq&oyed along the route-way must be properly assessed and adequate Com~n~sation paid to their owners. The electricity, telephone and water d&i$bution lines which will be disrupted in some of the settlements, should be replaced with new networks before ‘the old ones are destroyed. Physical Impacts Vii) Viii) It is important to provide general vegetation cover especially on the sides of the . ,. road which will not be asphalted. RegraWIg should ‘be ,carried- out in stages as the ; : construction progresses. : .‘. , ,% ji 1 W As much as possible, exposed dirt St&aces,- should be dowsed with water at. .:-. ‘. .: in~ly&fylt t in&m& w r&m &@f ke@lks. S@ is ,q)(f&.& &at ,&he a($&. a~@.. vibration problems associated with the con&u&ion weld be on&y tem@orary. Efforts should however be made not to carry out construction at. mght neaf villages and townships. xl During the operational phase, there wil.1 be the need to institute measures to control the incidence of surface tiater @h&ion esp&ia@y ,where newly constructed drains are likely to be used as waste recept&les. a ,‘Q’ xi) Onchocerciases, malaria, bilharzia and guiqnea worm are endemic in some of the 4/_ communities within the Achimota-An~y$,nam* :s.tretch. It is proposed that measures to mitigate adverse impacts, q&dty ,+&g ~ns~&&~, $ould include management practices that seek to elimi~nate ~exi&ng br~eeihng s&es of disease vectors and prevent the creation of new ones. .. 6 . l . 8. ESTIMATED BUDGET REQV The cost of implementing the road project is estimated at 95.587 million US Dollars,-and the ‘cost of implementing the mitigating measures is estimated at 2.173 million US Dollars. This represents 2.27per cent of the total project cost. These costs which will be incorporated in the total project cost, comprise the following project environmental budget components: 0 Replacement or compensation costs $ 323,000. ii) Re-location of Utilities $ 1,400,OOO iii) Relocation /protection of Historic Monuments, Sacred groves etc $ 100,000 iv) Measures to control Surface Water Pollution $ 100,000 VI Pedestrian Safety Measures $ 50,ooo vi) Measures to reduce adverse effects during construction $ 100,000 Vii) Landscaping Breeding Sites of Disease Vectors $ 50,ooo viii) Elimate Breeding Sites of Disease Vectors $50.000 $ 2.173.000 9. MONITORING Though the physical impacts would not require regular post-mitigation monitoring. ! they will be closely monitored during the project’s implementation by the Bank, the : Government’s implementing agency and the consultants. However, the level of satisfaction of the users can be used as a monitoring indicator for the road project after the ipmlementaion of the project. Here, the project implementing agency’s quarterly or half-yearly random survey of the road users - motorists, pedestrians, local authorities and inhabitants - should be a useful guide to the positive impacts of the project as well as : how successful mitigative measures have been. This should be limited to the first 2 years after completion of the project. -. . ..: 10. CONCLUSION. 10.1 The environmental impact assessment has been properly carried out and the anticipated positive and negative impacts arising from the implementation of the project : .: have been clearly presented. The mitigating measures against the negative impacts include enforcement of law and’ order, reduction or prevention of pedestrian-vehicular .conflict, resettlement of negatively affected people, payment or compensation for cost or damaged property such as farms , relocation of services, restoration of vegetation and water quality, rehabilitation of areas damaged especially during construction such as borrow pits and quarries, and the siting of camps. 10.2 The estimated funds for the implementation of the mitigating measures as outlined in Section 8, is estimated at 2.173 million US Dollars. The arrangement for the execution . of the measures sounds to be adequate as long as the stipulated clauses are incorporated in the contracts and that both the contractors and other players i.e the District Councils etc undertake their responsibilities. By incorporating the budget for the mitigating measures into the project cost, there is a higher probability that such measures will be adequately undertaken. 7 ._ :‘. ;j j I : ! . j :. ; :..: ,_~. .... ,.;:..;y* . ..‘...J: . .. _.. .,:.:.: . ._. .., .:.‘:...;:;:_ .-; ,.I.f::“+,..i_: . . . : ;. f:..;i.* + .:...‘.I . ._. : .; KYEKYEWERE WESTERN BYPASS - PRlSON ADEISO L. i LOCATION PLAN Dual Carriageway 9 Existing Road Possible Bypass toNsawam -u A6cdwa Bypass Possible Dual Carriageway lrRl 1 FRONTISPIECE