Republic of Rwanda

REPUBLIC OF RWANDA

Public Disclosure Authorized

MINISTRY OF AGRICULTURE AND ANIMAL RESOURCES

RWANDA FEEDER ROADS DEVELOPMENT PROJECT

Public Disclosure Authorized

FINAL REPORT

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FOR SELECTED FEEDER ROADS

NYAMASHEKE DISTRICT

Public Disclosure Authorized NOVEMBER, 2013

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

TABLE OF CONTENTS

List of Tables 4 List of Figures 5 List of Photographs 5 List of Annexure 5 Abbreviation 5

0 Executive Summary 8 PART I ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT 14

1 Introduction 14 1.1 Background of the Project 14 1.2 Objective 15 1.3 Scope of Services 16 1.4 Approach and Methodology 16 1.4.1 Review of Baseline Data and Up-date 17 1.4.2 Environmental and Social Impact Assessment 19 1.4.3 Social Analysis 19 1.4.4 Environmental and Social Management Plan 20 1.4.5 Environmental and Social Monitoring 20 1.5 Liaison with Authorities 20 1.6 Format of the Report 20

2 Policy, Legal and Administrative Framework 22 2.1 National Relevant Policies and Strategy 22 2.1.1 National Environmental Policy 22 2.1.2 Water Policy 23 2.1.3 National Forest Policy 23 2.1.4 Transport Policy 23 2.1.5 National Land Policy 24 2.1.6 Public Transport Policy on Environmental Sustainability 24 2.1.7 National Development Strategy 24 2.2 Legal Instruments 25 2.2.1 Important Environmental Legislations 25 2.3 Institutional Framework/ Arrangement 20 2.3.1 Province and Districts 28 2.3.2 EIA Procedure and Environmental Category in Rwanda 28 2.3.3 Rwanda Environmental Standards 30 2.4 International Environmental Framework and Agreements 30 2.4.1 Environmental Assessment Category of Projects 30

3 Project Description 36

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

3.1 Project Location 36 3.2 Objective of the Project 36 3.3 Project Details 37 3.3.1 Brief Description of Feeder Roads 37 3.3.2 Present and Projected Traffic 38 3.3.3 Feeder Road Design Standards 38 3.3.4 Planned Activities for Proposed Feeder Roads 40 3.4 Analysis of Alternatives 44 3.4.1 Without Project Alternative 44 3.4.2 With Project Alternative 44 3.5 Quantity of Material for Construction 45 3.5.1 Borrow Area Sites 46 3.6 Construction Schedule 46 3.7 Cost of the Projects 46

4 Environmental and Social Baseline Data 48 4.1 General 48 4.2 Study Area 50 4.3 Land Environment 50 4.3.1 Physiography and Land Use 50 4.3.2 Geology and Soils 51 4.3.3 Soil Erosion 52 4.4 Water Environment 53 4.4.1 Precipitation and Temperature 53 4.4.2 Surface Water Resources 54 4.4.3 Water Quality 55 4.5 Air Environment 56 4.6 Noise Quality 56 4.7 Ecological Environment 57 4.7.1 Forest, Flora and Vegetation 57 4.7.2 Fauna / Wildlife 59 4.7.3 Avifauna 59 4.7.4 Fish Species 60 4.8 Socio-economic Environment 60 4.8.1 Socio-economic Conditions 60 4.8.2 Socio-Economic Conditions of Effected People 61 4.9 Physical Cultural Resources 62 4.10 Infrastructure on Road side 62

5 Environmental and Social Impacts 63 5.1 Environmental and Social Impacts 63 5.2 Impact Identification 63 5.3 Positive Impact 63 5.3.1 Impact During Planning and Design 64

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

5.3.2 Impact during Construction Phase 64 5.3.3 Impact During Operation Phase 65 5.4 Negative Impact 67 5.4.1 Impact During Planning and Design 67 5.4.2 Impact during Construction Phase 70 5.4.3 Impact During Operation Phase 76 5.5 Impacts Analysis 78

6 Environmental Management Plan, Mitigation and Enhancement Measures 82 6.1 Management Plans 82 6.2 Proposed Mitigation Measures 83 6.3 Specific Issues and Management Plans 89 6.3.1 Restoration of Facilities 95 6.3.2 Design Considerations during Detailed Engineering 95 6.3.3 Environmental Management Issues in Tender Documents 95 6.4 Cost of Environmental Management Plans 96 6.5 Environmental Management Plan Implementation Arrangement 96 6.5.1 Organization and Staffing 96 6.5.2 Environmental Training 99 6.5.3 Monitoring and Reporting Procedures 100 6.5.4 Record Keeping 100 6.5.5 Implementing Schedule 100 6.6 Construction Management Guidelines 101 6.7 Alternatives 103 6.8 Disclosure of Environmental & Social Instruments 103

7 Public Consultation 104 7.1 Public Consultation and Participation 104 7.1.1 Stakeholder 104 7.2 Public Participation Method and Process 105 7.3 Finding from Public Consultation 107 7.3.1 Focus Group Discussion 108

8 Environmental and Social Monitoring Plan and Costs 109 8.1 Environmental and Social Monitoring 109 8.2 Total Environmental and Social Costs 109

9 Conclusions and Recommendations 113 9.1 Conclusions 113 9.2 Recommendations 115

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

PART II PHYSICAL CULTURAL RESOURCES PLAN 118

1.1 Definitions 118 1.2 Legal and Policy Framework 118 1.3 Physical Cultural Resources 119 1.4 Institutional Framework 119 1.4.1 Institutional Implementation Arrangement 120 1.4.2 Timings 120 1.4.3 Role and Responsibility 120 1.4.4 Institutions Responsibility 121 1.5 Construction Phase Mitigation Measures 122 1.5.1 Removal/Relocation Process of Graves 122 1.5.2 Removal/Relocation Process of Religious Buildings 122 1.5.3 Resources Requiring Protection 123 1.6 Chances and Procedures 123 1.7 Capacity 124 1.8 Budget 124

LIST OF TABLES

1 Relevant World Bank Safeguard Operation Policies 31 2 Category of Project Subjected to EIA 33 3 Present and Projected Traffic 39 4 Proposed Design Standards for Rwanda Rural Roads 40 5 Drainage and RCC Abutments 42 6 Road Length by Intervention 43 7 Feeder Roads Improvement Intervention in the District 43 8 Quantity of Construction Material 45 9 Borrow/ Quarry Site, Distance and Location 46 10 Scoping Matrix 49 11 Land Use Details of the District 51 12 Water Bodies along Feeder Roads 55 13 Water Quality of Surface Water 55 14 Noise Level at Monitoring Sites 56 15 Trees Along Feeder Roads with on ROW 58 16 Girth Wise Details of Trees 58 17 Tree, Shrubs and Herbs along the Feeder Roads 59 18 Physical Cultural Resources 62 19 Infrastructure Facilities 62 20 Impact Matrix for Potential Environmental Impacts 68 21 Land Use Change 70 22 Construction Spoil Disposal 72 23 Vehicles Emission Factor 73 24 Emission during Construction 74

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

25 Fuel Consumption Rates for Construction Machinery 74 26 Noise levels During Construction 75 27 Noise Due to Construction Machinery 76 28 Loss of Bio-mass 76 29 Noise Emitted by Vehicles 77 30 Projected Noise Levels 78 31 Impacts Analysis 79 32 EMP describes Impacts and Mitigation measures 84 33 Capacity of Septic Tanks for Individual Dwelling 90 34 Trees for Plantation 93 35 Bill of quantities and Cost of EMP 97 36 Schedule of Implementation 101 37 List of Authorities Contacted 105 38 Summary of Public Consultation 107 39 Environmental Monitoring Program 110 40 Bill of quantities and Cost Estimates 111 41 Physical Cultural Resources 119 42 Role and Responsibility 120 43 Budget for Protection of Physical Cultural Resources 124

LIST OF FIGURES

1 Location of the District in Rwanda 15 2 Approach and Methodology Flow Chart 18 3 EIA Procedure in Rwanda 29 4 Feeder Roads in the District 41 5 Construction Schedule 47 6 Soil Erosion Map of the District 52 7 Altitude, Rainfall and Temperature 53 8 Drainage Map of the District 54

PHOTOGRAPHS 116

ANNEXURE

1 Study Team for the Project 125 2 Discharge Standards for Domestic Waste Water 125 3 Discharge Standards for Industrial Wastewater 126 4 Ambient Air quality Standards 127 5 Ambient Noise Standards 127 6 Tree Shrubs and Herbs and their origin 128 7 Common Wildlife of Nyungwe National Park 130 8 Questionnaire for Social Survey 135 9 PAPs Participated in Public Consultation 137

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

ABBREVIATIONS

AIDS : Acquired Immune Deficiency Syndrome amsl : Above Mean Sea Level BP : Bank Procedure CBD : Convention on Biological Diversity DPR : Detailed Project Report EA : Environmental Assessment EDPRS : Economic Development and Poverty Reduction Strategy EIA : Environmental Impact Assessment EMP : Environmental Management Plans ESIA : Environmental and Social Impact Assessment ESMP : Environmental and Social Management Plan FS : Feasibility Studies GDP : Gross Domestic Product GOR : Government of Rwanda HIV : Human Immune Deficiency Virus IL : Impact Level LHS : Left Hand Side LARAP : Land Acquisition Resettlement Action Plan MDG : Millennium Development Goals MINAGRI : Ministry of Agriculture and Animal Resources MINIRENA : Ministry of Natural Resources NAP : National Action Plan NAPA : National Plan of Action NBSAP : National Bio-diversity Strategy and Action Plan NCC : National Consultative Committee NGOs : Non-Governmental Organizations NFP : National Forest Policy NMT : Non-Motorized Transport NR : National Road NWP : National Water Policy OP : Operation Policy PAPs : Project Affected Persons PCRMP : Physical Cultural Resources Management Plan POL : Petroleum, Oils and Lubricants QA : Quality Assurance RAP : Resettlement Action Plan RBS : Rwanda Bureau of standards RCC : Reinforced Cement Concrete RDB : Rwanda Development Board REMA : Rwanda Environmental Management Authority RFP : Request for Proposal RFRDP : Rwanda Feeder Roads Development Project RLDSF : Rwanda Local Government Development Support Fund

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

RHS : Right Hand Side RMF : Road Maintenance Fund RNRA : Rwanda National Resources Authority RTDA : Road Transport Development Agency STD : Sexually Transmitted Disease ToR : Terms of Reference ROW : Right of way TP : Transport Policy WB : World Bank WHO : World Health Organization

CURRENCY EQUIVALENTS (August 2013) Currency Unit = Rwanda 1 EUR = RWF 960 1 US$ = RWF 660

FINANCIAL YEAR July 1 to June 30, Next Year

MEASURES Km2 = 106 m2 m3 = 103 litre ha = 104 m2 Mm3 = 106 m3 % Percentage ha Hectare Km Kilometer Km2 Square kilometer Mm3 Million Cubic meter MUR Mauritius Rupees l/c/d Litre per capita per day l/s Litre per second m3 Cubic meters m3/d Cubic metre per day ug/m3 Microgram per Cubic metre mm/hour Millimetre per Hour 0C Degree Centigrade g/cm3 Gram/cubic centimeter m Meter km/hour Kilometer per hour ppm Parts per Million ppb Parts per Billion ft Feet

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

0. EXECUTIVE SUMMARY

The Government of the Republic of Rwanda through Ministry of Agriculture and Animal Resources (MINAGRI) is planning to rehabilitate and/ or reconstruct priority feeder roads in Nyamasheke District. The District of Nyamasheke is in Western Province of Rwanda and has 12 Sectors namely Bushekeri, Cyato, Kagano, Kanjongo, Karambi, Karengera, Kilimbi, Macuba, Mahembe, Rangiro, Ruharambuge and Shangi. The district of Nyamasheke is about 240 km by road from Kigali the Capital of Rwanda and it can be approached via National Road (NR)-1 and NR 6. The total area of the district is 1,175 km2 with a population density of 335 people /sq Km1. The Rwanda Transport Development Authority (RTDA) has prepared a feasibility study, preliminary design and environmental and social impact assessment study for the proposed project feeder roads in Nyamasheke District. The main objective of the assignment is to assist the Ministry of Agriculture and Animal Resources (MINAGRI), Government of Rwanda (GOR) to review and update the Environmental and Social Impact Assessment (ESIA) and corresponding Environmental and Social Management Plan (ESMP) and Physical Cultural Resources Management Plans (PCRMP) prepared by Rwanda Transport Development Agency (RTDA). The specific objectives are to review and update the:  potential positive and negative environmental, social and cultural impacts of the feeder roads rehabilitation projects and propose environmental and social management measures to negate the negative impacts; and  To bring reports in the format and level so that these are in compliance with EIA guidelines, policies and regulation of Government of Rwanda (GOR) and the World Bank (WB) safeguard policies. Approach and Methodology: First of all the Consultant has reviewed the RTDA, ESIA Report. The missing data, analysis and computation were identified. The geology and soils data was adequate while ecology, sociology, air, water and physical cultural resources data was either not available or inadequate. This data was collected, compiled and analysed during field studies. The approach and methodology, is based on the requirements of the TOR and accordingly given full consideration to the objectives, purpose and the scope of the study. Further the consultants have taken into account the requirements of regulations and standards. Participation of stakeholders has also been taken into consideration in formulating the approach and methodology for the study. It is proposed to integrate the existing and proposed environmental and social safeguard measures in the overall planning, design, construction and operation of the proposed infrastructure. The approach is to follow the sequence of steps adopted in an ESIA study. The study is conducted in such a manner and procedure so that it fulfils the requirements of Government of Rwanda, and the World Bank’s environmental and social appraisal procedures. The Consultants apart from following standard environmental and social

1 www.citypopulation.de/php/rwanda

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

impact assessment practices and procedures have deployed advanced technologies, techniques and tools to the extent these are applicable and relevant to this project. The changes likely to occur in different components of the environment viz. land, water, air, ecological, noise and socio-economic etc. have been studied, analysed, verified and quantified, wherever possible. The impacts are categorized as negative and positive. The cost of management and monitoring programs were estimated and budgeted for. The Rwanda National Acts, Legislation and Laws were consulted with a view to ensure compliance with various requirements. Finally an analysis was conducted for environmental parameters or impact indicators to summarizing the potential impacts. Legal, Policy and Institutional Framework: The Republic of Rwanda has developed policy and strategies; legal instruments and institutional framework for environmental protection and conservation. The strategies and action plans reflect the national priorities for Environmental Natural Resources (ENR) sector that are online with the Rwanda’s second phase Economic Development and Poverty Reduction Strategy (EDPRS II) as a medium-term framework for achieving the country’s long term development aspirations as embodied in Rwanda Vision 2020 and the Millennium Development Goals (MDG) priorities. The environmental policies are prepared by the Ministry of Natural Resources (MINIRENA), Regulation by Rwanda Environmental Development Authority (REMA) and Environmental Impact Assessment (EIA) is reviewed and cleared by Rwanda Development Board (RDB). Rwanda Natural Resources Authority (RNRA) is an authority that leads the management of promotion of natural resources which is composed of land, water, forests, mines and geology. It shall be entrusted with supervision, monitoring and to ensure the implementation of issues relating to the promotion and protection of natural resources in programs and activities of all national institutions. Since 2003, most of the sectorial legislations on environment and natural resources have been under review, environmental policies and laws have been repealed and new ones enacted in line with the Constitution of 2003. The Republic of Rwanda has enacted number of organic law for the protection and conservation of environment. Some of these relevant to the project are:  Sector Guidelines for Environmental Impact Assessment (EIA) for Road Development Project (August, 2009);  Environmental Impact Assessment: Law no 003/2008 and no 004/2008 August 2008; Cabinet Approval in its Session of 14/11/2007 (Pursuant to Organic Law No 04/2005 of 08/04/2005 especially in Article 67,68,69 and 70); The Government of Rwanda has signed international protocols for conservation and protection of environment and natural resources. The article 66 of the Environmental Organic Law specifies to establish, at the Provincial, District, Town, Sector and the Cell levels; Committees responsible for conservation and protection of the environment. The organization, functioning and their responsibilities are determined by Prime Minister’s Order. The executive committee of the District is responsible to initiate the expropriation and District Council implements the expropriation after considering the decision of the Land Commission (Expropriation law, 2007). An EIA process in Rwanda includes 5 steps: (i) project application and registration, (ii) screening, scoping and terms of reference, (iii) EIA study and report, (iv) submission of an EIA report and finally (v)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

decision making. Screening enables categorisation of projects in any one category out of three according to their Impact Level (IL). As per World Bank environmental assessment category the project falls in Category A or IL 3 as per Government of Rwanda Regulations. Project Description: The prime objective of the project is to improve transport infrastructure with a view to supporting project area’s social economic development. The project development will facilitate the economic growth, the improved transportation of goods and services. The main activity associated with the selected Nyamasheke feeder roads rehabilitation/ maintenance of bridges and drainage work and also rehabilitation of the carriageway pavement standardising the width at 6 or 7 m. The Rwanda Transport Development Agency (RTDA) has prepared feasibility report for 204.6 km feeder roads in the district of Nyamasheke. Based on technical, economical, financial, social and environmental factors, the feeder roads have been assigned the priority. Based on priority, during this study feeder roads of 150 km have been selected for environmental and social impact assessment. The above length is covered in 10 priority section of feeder roads. The project is planned to be completed in about 24 months including the detailed design and tendering and construction phases. The requirement of construction material and borrow / mining sites have been identified. The cost of the interventions to improve the feeder roads has been reproduced from the feasibility report. The total cost to improve 204 km of feeder roads in the Nyamasheke District amount to USD 21.436 million, the average cost per km is 105,078 USD. While the total cost to improve the priority roads of 150 km will be US$ 15.463 million with an average cost per kilometre amount to US$ 103,091. Environmental and Social Baseline Data: The objective of Environmental and social Impact Assessment (ESIA) is to ascertain the baseline environmental and social conditions and then assess the impacts as a result of the proposed feeder road project during various phases of the project cycle. The baseline has been developed for the environment namely the Land Environment (land use, geology and soils); Water Environment (precipitation, hydrology and drainage); Air Environment (meteorology and air quality); Noise Environment (noise levels); Ecological Environment (flora and fauna); Socio-Economic Environment (demography, livelihood, land holding, income, socio- economic etc.). The Eastern part of the project area is located on the Congo-Nile crest which overhangs Lake Kivu. Almost all road traverses the mountainous area of the Congo-Nile crest. The rivers located in Nyamasheke District discharge their water into Kivu Lake and belong to the Congo River Basin. The Congo basin comprises only small and short rivers. River Rusizi in the south is its outflow towards Lake Tanganyika. The district relief is described as mountainous. According to the Geological Map of Rwanda, the regional geology consists of Quartz- Phyllites, Granites to Granite-Gneisses, Quarzites and Mica-Schists, Amphibolites and Mylonites (Butare Complex) and Meta-Volcanics (Nyungwe Formation). Metamorphic rocks form the major part of the rock mass and some magmatic rocks are also present. The soils encounter at different feeder roads are: a) Alluvial Clay to Silt Clay Soil; b) Alluvial Gravelly Sand Soil; c) Silt Clay Residual Soil; and d) Sandy silt residual Soil. The dominant soils are the result of alteration of the granite and the gneiss and have

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

resisted erosion. Soils derived from schistose, sandstone and quartzite formations found in the Congo-Nile Ridge. The slopes in the districts are over 25% which indicates the risk of high erosion. The mean annual rainfall varies westward from 700 mm to 1,600 mm, corresponding to the topographic features. The annual mean temperature varies eastward from 15°C to 21°C from western highland to eastern plains and hills respectively. A total Annual renewable water resource is 6.3 KM3/ Year and per capita annual renewable water resources 815 m3/person/year. The district has number of rivers and water bodies. The largest water body in the district is Kivu Lake. The water quality has indicated high concentration of Magnesium and Turbidity and needs treatment before human consumption. The air quality of the district along the feeder roads may be within permissible limit. Noise Quality has been monitored along the proposed feeder roads at identified places during the day. The noise values are 34-56 dB(A) respectively in rural and urban areas. The noise levels are within the permissible limits. The project area has rich flora and fauna. The Nyungwe National Park partly falls in district of Nyamasheke and the feeder road Gisovu to Rangaro passes through it. The park is rich in flora and fauna. The tree species comprise of Eucalyptus sp, Pinus sp, Grevillea robusta; Fiucus sp, Mengifera indica (Mango), Pinus, Parsia americana (Avacoda), Jacaranda mimosifolia, etc About 751 trees have been identifies those are falling on the right of way. There are 670 bird species in Rwanda with variation between east and the west. Nyungwe Forest has 280 recorded species, out of which 26 are endemic.

The Socio-economic analysis of the affected families (28 in number) has indicated that 50% of the PAP families size is Large, means that the size of the family is above 7 per household. While 32, 2% are medium, which means that they are within the range of 5-7 in the family and 17, 8% has small size, means below 5 persons per family. Considering the whole district of Nyamasheke, the EICV 3 shows that the average size of the household for that district is 4.9 persons, which is the same as for Western Province. It is slightly higher than the national average (4.8). About 57.1% of PAPs are married; 14.2% single, 7.1% divorced, and 21.4% widow and balance are not applicable. 17, 9% of PAPs represent “housewife”. The majority of the project affected population (82.1%) are in normal conditions, 10, 7% of the respondents live with disability. One lives with mental disability, while the last one lives with physical disability. 7, 2% of the surveyed household are the orphans. Among the respondents (PAPs), 42.8% are illiterate, primary (elementary level) education represent 39.2%, 10.7% have incomplete secondary level, and 3.5% completed the secondary education Environmental and Social Impacts: The potential environmental impacts depend on the location of the project and type and volume of the interventions due to proposed development. The project activities such as levelling of soil, cutting, clearing of vegetation, long the road, construction of culverts & bridges on rivers, setting up of labour camps, installation of construction machinery and other related operations are bound to cause environmental impacts (positive/negative). The identification of potential impacts is based on field inspection of existing road with due consideration of direct, indirect, cumulative, positive or negative and secondary impacts on environmental attributes. The

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

impacts are presented for both positive and negative in nature for different phases of project cycle in the following sections. The positive impacts include employment opportunity, skill transfer, training, enhanced economy in rural areas, increase in social and industrial activity, improved transport system, saving in travel time, reduction in accidents better drainage system, reduction in fuel consumption and green house gases. Negative impacts include loss of land, loss of houses, loss of agriculture, loss of bio mass and trees; increase in erosion rates/ loss, decrease in soil fertility, soil pollution, disruption of natural drainage, water pollution due to construction in water front structures, construction spoil disposal and waste disposal; increase in water demands, risk to health due to waste disposal and outside labour; increase in noise and air pollution in the vicinity of construction sites; encroachment in nature conservation areas by feeder road passing via forest area Gisovu-Ruzizi-Cyto-Rangiro section of feeder road, The spill of oil, grease and other chemical/ material on road may pollute the soil and surface and ground water. Such spills shall be closely monitored. Finally impact analysis has been conducted for positive and negative impacts. Environmental and Social Management Plans (ESMPs): The most reliable way to ensure that the plan will be integrated into the overall project planning and implementation is to establish the plan as a component of the project. This will ensure that it receives funding and supervision along with the other investment components. For optimal integration of ESMP into the project is done by making provision for investment links for: Funding, Management and Training, and Monitoring. The purpose of the first link is to ensure that proposed actions are adequately financed. The second link helps in embedding training, technical assistance, staffing and other institutional strengthening items in the mitigation measures to implement the overall management plan. The third link provides a critical path for implementation and enables sponsors and the funding agency to evaluate the success of mitigation measures as part of project supervision, and as a means to improve future projects. For every issue discussed for above measures, the implementing agency as well as staffing, equipment, phasing and budgeting have been presented as far as possible. All required funds will be channelled through the executing agency. The mitigation measures are set forth to maximise positive impacts and minimise negative impacts as a result of the proposed feeder roads. Environmental and social management plan incorporating mitigation measures have been proposed for all identified impacts for environmental and social impacts. The management plan includes the Bill of Quantities for expropriation and compensation of resettled families, compensation for permanent acquisition of land, agriculture, trees, measures for protection of water sources, minimization of dust/ air and noise pollution, reforestation, soil erosion control have been made. Public Consultation: As part of the project consultations, efforts were made to consult with the public as well as a number of local authorities, to determine their thoughts, opinions and feedback on the impact of the rehabilitation of feeder roads in Nyamaskeke District. The stakeholders include the central and local authorities, as well as the population so as to determine their thoughts, opinions and feedback on the impact of the project in Nyamaskeke District. Socio-economic information was obtained during informal meetings with local authorities during the field visits as well as the information

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

obtained from field survey. The public consultation was held in Nyarusiza Village, Nyakavumu Cell, Mahembe Sector of Nyamasheke District all along Gatare-Wisumo- Gisovu feeder road on 19th September 2013. The main groups of stakeholders met are: Project Affected Persons (PAP); Local authorities; Community People and Road Users; and Churches and cooperative leaders. Most of the PAPs were happy to know that road will be improved. However they were also keen to know the mode of compensation, employment in the project, how long the process will take. The stakeholders also mentioned the problem of dust and noise pollution during harvesting season when more vehicles are plying on these roads. The consultants also carried out a focussed group discussion (FGD) on Thursday 19th September 2013 after public consultation. They met 8 people among them 5 women and 3 men. Those 8 people did not attend the previous consultation meeting. Environmental and Social Monitoring: Environmental and social monitoring plan is prepared for ESMP of the development project. This monitoring will help in signalling the potential problems resulting from the proposed project and will allow for prompt implementation of effective corrective measures. The monitoring plan will be required during construction and operational phases. The following parameters shall be monitored: Water Quality, Air Quality, Noise levels, Soil conservation, and Reforestation. A matrix has been developed for monitoring of impacts to facilitate the monitoring frame work which includes the following: Parameters to be monitored, Indicators, Method used for verification, Frequency of monitoring, Responsibility, and Costs involved. The bills of quantities (BOQ) have been prepared for environmental and social management plans along with costs involved. The ESIA costs are RWF 294,133,700 (2.9% of project costs) as follows:.  Environment and Social Management Plans : 220,655,500  Environmental and Social Monitoring : 67,142,200  Physical Cultural Resources Protection : 6,336,000 :

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

PART I: ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

1. INTRODUCTION

1.1 BACKGROUND OF THE PROJECT Rwanda has four provinces (East, West, North and South) and Kigali City. The capital, Kigali, is located near the centre of Rwanda2. The District of Nyamasheke is in Western Province of Rwanda and has 12 Sectors namely Bushekeri, Cyato, Kagano, Kanjongo, Karambi, Karengera, Kilimbi, Macuba, Mahembe, Rangiro, Ruharambuge and Shangi. The district of Nyamasheke is about 240 km by road from Kigali the Capital of Rwanda and it can be approached via National Road (NR)-1 and NR 6. The total area of the district is 1,175 km2 with a population density of 335 people /sq Km3. The district of Nymashehe is predominantly rolling hills. The hills or mountains are part of the Albertine Rift Mountains that flank the Albertine branch of the East African Rift; this branch runs from north to south along Rwanda's western border4. The district on its south east has the famous Nyungwe National Park a resident of variety of flora and fauna including rare and endangered species. Figure 1 indicates the location of Nyamasheke Disrict in Rwanda. The Nyamasheke District is surrounded by the district of Nyabuguru in east, Karongi in north and Ruszi in south, however in west it has kivu lake. The EICV3 survey results show that the total population of Nyamasheke district in 2010–11 was 394,000. This represents 15.2% of the total population of Western Province and 3.6% of the total population of Rwanda. Females comprise 55% of the population of Nyamasheke district. The data indicates that the majority of the population is young with 81.7% aged less than 40 years; females in this age group represent 81.5% of all females in the district, while males represent 81.9% of all males in the district. 55% of the population of Nyamasheke is aged 19 or younger. The district is also starting point of watersheds of the major rivers Congo and Nile drainage basins. Around 80 per cent of the country's area 26,338 square kilometres (10,169 sq mi) draining into the Nile and 20 per cent into the Congo via the Rusizi River. The country's longest river is the Nyabarongo, which rises in the south-west, flows north, east, and southeast before merging with the Ruvubu to form the Kagera; the Kagera then flows due north along the eastern border with Tanzania. The Nyabarongo- Kagera eventually drains into Lake Victoria in Blue Nile Basin. Rwanda has a road network of 14,000 km out of which 4,700 km is classified5 and spread over the national territory. Sixty (60) percent of classified road network is designated as national roads consisting of about 1,100 km of paved roads and 1,800 km of gravel roads while remaining 40 percent of the classified network is designated as district roads. Out of the 14,000 km of the overall road network about 66 percent (9,300 km) are unclassified roads which are predominantly earth roads and considered as communal roads.

2 Geography of Rwanda, Wikipedia, the free Encyclopaedia 3 www.citypopulation.de/php/rwanda

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

According to a road condition survey carried out in 2010, about 23 percent of the district roads are in good conditions while 44 percent and 32 percent are in fair and poor condition respectively. The unclassified roads are not surveyed, but generally in poor state and impassable during the rainy season. The district and unclassified roads that mainly constitute the feeder roads are in dismal state and are major constraints for the mobility of man and material in rural Rwanda.

Figure 1: Location of Nyamasheke District6 in Rwanda

In order to solve the problems of bad conditions of roads, make them motor able and for fast mobility of man and material the Rwanda Transport Development Authority (RTDA) has prepared the feasibility report including the environmental and social impact assessment and resettlement action plan for selected feeder roads in four district of Rwanda. As per appraisal requirements of the Government of Rwanda and the World Bank, it was decided to “Review and Update of the Environmental and Social Impacts Assessment for Selected Feeder Roads in the District of Nyamasheke” as part of this report. The resettlement action plans for the project are available as separate document.

1.2 OBJECTIVE7 The main objective of the assignment is to assist the Ministry of Agriculture and Animal

6 Source: An Atlas of Boundaries and Names, Administrative Units in Rwanda, National Institute of Statistics of Rwanda 7 Terms of Reference for the Review and Update of the Environmental and Social Impact Assessment and Resettlement Action Plan for Selected Feeder Roads in Rwanda (Project ID: P 126498)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Resources (MINAGRI), Government of Rwanda (GOR) to review and update the Environmental and Social Impact Assessment (ESIA) and corresponding Environmental and Social Management Plan (ESMP) and Physical Cultural Resources Management Plans (PCRMP) prepared by Rwanda Transport Development Agency (RTDA).

The purpose of the ESIA and ESMP review and update is:  To advise government how project designs can avoid or mitigate negative impacts and enhance environmental and social benefits; and  To bring reports in the format and level so that these are meeting EIA guidelines, policies and regulation of Government of Rwanda (GOR) and the operation policies and safeguards measures of the World Bank (WB).

1.3 SCOPE OF SERVICES The scope of services includes ensuring that feeder roads rehabilitation is implemented in an environmentally and socially sustainable manner and full compliance with Rwanda’s and the World Bank’s environmental and social safeguard policies. The scope of services in brief for “Review and Update of the Environmental and Social Impact Assessment (ESIA), Environmental and Social Management Plan (ESMP) and Physical Cultural Resources Management Plan (PCRMP) for selected Feeder Roads” Project ID: P 126498 is as follows:  Review of baseline data for various environmental and social attributes on Physical Environment; Water Environment; Ecological Environment; Environmental Pollution and Physical Cultural Resources and Socio-economic profile; and complete missing elements;  Review of potential positive and negative environmental and social impacts of proposed feeder roads;  Update environmental mitigation measures and management plans to effectively address the impacts;  Prepare updated ESIA, ESMP and PCRMP so that these are acceptable to Government of Rwanda and the World Bank;  Prepare post project monitoring programs, institutional arrangement to implement the environmental and social plans; and  Prepare cost estimates for the management and monitoring programs. The project will improve the existing infrastructure in rural areas which will boost the connectivity and transfer of man and material from one place to another in less time. The improved feeder roads will contribute towards the GDP of the regions and the country as a whole. The project will pave the way for systematic improvement and continued investment in the road and allied infrastructure sector.

1.4 APPROACH AND METHODOLOGY In formulating this approach and methodology, care has been taken for the requirements of the TOR and accordingly given full consideration to the objectives, purpose and the scope of the study. In addition the nature of habitation in settlement areas with their regulations, requirements and standards of services have also been taken into account.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Participation of stakeholders has also been taken into consideration in formulating the approach and methodology for the study. It is proposed to integrate the existing and proposed environmental and social safeguard measures in the overall planning, design, construction and operation of the proposed infrastructure. The approach is to follow the sequence of steps adopted in an ESIA study. The study is conducted in such a manner and procedure so that it fulfils the requirements of REMA, and the World Bank’s environmental and social appraisal procedures. The Consultants apart from following standard environmental and social impact assessment practices and procedures have deployed advanced technologies, techniques and tools to the extent these are applicable and relevant to this project. The proposed methodology flow chart for review and Upgradation of ESIA, ESMP, and PCRMP is available in Figure 2. The basic concept is to ascertain the existing baseline conditions and assess the impacts as a result of construction and operation of the project. The changes likely to occur in different components of the environment viz. land, water, air, ecological, environmental and socio-economic etc. have been studied, analyzed, verified and quantified, wherever possible. The identification of parameters for data generation and impact assessment are important. The accurate analysis of assessment depends upon the reliable data generated/ available on environmental attributed. The consultants have document the missing baseline data for various parameters of physical (physiographic and soils), ecological (forestry, fisheries and wildlife), environmental pollution (air, water, noise, and solid waste) and socio-economic (loss of land/property, physical and cultural resources). The impacts are assessed for various phases of project cycle namely:

 Impacts due to project location and design,  Impacts due to project construction, and  Impacts due to project operation. The impacts are categorized as negative and positive. The cost of management and monitoring programs were estimated and budgeted for. The standard methodology for the review, field visit data collection, impact assessment and formulation of management plans is adopted. The Rwanda National Acts, Legislation and Laws were consulted with a view to ensure compliance with various requirements. The consultant reviewed and updated the environmental and social baseline data for environmental and social attributes from primary and secondary sources. The primary sources include site visits and visual inspection. The secondary sources include the reports, books, maps and documents from various government and non-government organizations on subject matter. The methodology proposed to be adopted for data collection, impact analysis, preparation of environmental management and monitoring plans is highlighted in brief, in the following paragraphs. However, more elaborate methodology is present in the main text in the relevant sections.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Desk Research, Acts, Legislation, Review of Previous ESIA Reports, Reconnaissance and Discussion

Scoping / Identification of Field visit Gap/ Parameters

Ecological Environmental Physical Socio- Environment Pollution Environment Economics  Flora  Water  Topography  Social Status

 Fauna:  Soil  Land use  Infrastructure  Tree / facilities  Air pattern Forest  Drainage/  Physical  Noise  Fisheries hydrology Cultural Resources

Compile Environmental and Social Field Studies Baseline Data

Analysis and Screening of Public Consultation

Environmental and Social Impacts

Review and Update of Impacts

Potential Environmental and Social Impact Assessment No impact

Preparation of Environmental and Social Management Plan

Viability of

Management Environmental & Social Monitoring

Programs, Conclusion and Figure 2: Approach and RecommendationsMethodology Flow Chart for Review and Up-date of ESIA, ESMP, RAP and PCRMP

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

1.4.1 Review of Baseline Data and Update The existing land-use pattern along the feeder roads have been identified mainly as agricultural, forest and trees, human settlements and water bodies and/or marshy land. The soils and geology parameters are studied from the available data in the feasibility report. Water Resources in the project were considered in terms of precipitation and drainage.

These will facilitate to decide various uses such as drinking, irrigation construction work etc.. The cross-drainage issues were identified to meet run off flow during project operation. The issues related to air and noise quality ecology and sociology; and Physical Cultural Resources Management (PCRM) with reference to project were missing in the ESIA report. These are important issues during project construction and operation of road project. Hence, noise levels, site specific ecology, sociology and PCR Management aspects were monitored on feeder roads to develop baseline levels in the area. Similarly the future air and noise quality were missing which has been predicated using mathematical modeling. The ecology was reviewed for vegetation types and document through field investigation and visual inspection and past research. The list of birds and animals of the area were complied along with the rare and endangered species, if any. Based on the documents review the missing gaps were identified. These gaps were filled by collecting additional data during field visit which was conducted from August 27-30th 2013. The study team for the project is reported in Annexure 1.

1.4.2 Environmental and Social Impact Assessment The objective of the study is to assess the impacts as a result of construction of the feeder roads. The changes likely to occur in different components of the environment were studied and analyzed. The core area of study is right of way (ROW) which is 6-7 m and additional 3 m on side for major features. Based on project particulars and the existing environmental conditions, potential impacts were identified that are expected to be affected as a result of the proposed project and wherever possible, these are quantified. Both positive and negative impacts are evaluated to have an idea about resultant impacts. These impacts were assessed for various phases of project cycle namely, location, construction and operation. The standard methodology was adopted for impact prediction and assessment. Prediction is essentially a process to forecast the future environmental conditions in the project area that might be expected to occur. The predictions of impacts were through mathematical modelling, overlays/ super imposition of activity, or comparison of impacts observed. The environmental impact of the project includes changes in land use, soil erosion, air quality and noise levels, cutting of trees, loss of property/houses, impact on forest and wildlife etc. Finally a Checklist is prepared for environmental parameters or impact indicators to summarizing the potential impacts.

1.4.3 Social Analysis In the RTDA report the social analysis was based on literature survey or based on thumb rule. This was updated by conducted field surveys and involving stakeholders through participatory direct or indirect consultations. First of all the stakeholders were identified. The main groups of stakeholders are: Project Affected Persons (PAP), Local authorities, Community People and Road Users, and Government Agencies and Other Organization.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

These were appraised about the project. A questionnaire was specifically developed to collect the socio-economic information from the project affected family. The socio- economic details were collected and analysed for existing status. Then, the PAPs along with others were consulted. During the consultative process, beside the local administrative, other social organizations were also invited to attend the communication meetings.

1.4.4 Environmental and Social Management Plan The project will provide higher living standard, better quality of life and facilitate during emergency. The management plans are essential to ensure that stress/ loads on the systems are within carrying capacity. The management plan aims at maintaining the environmental quality of project area at-least in pre-project stage. An environmental and social management strategy/ plan was developed to mitigate the adverse impacts. Efforts are made to enhance the quality of environmental attributes.

1.4.5 Environmental and Social Monitoring It is necessary to monitor the environmental attributes during construction and operation. Monitoring would indicate any environmental problems, which have come up due to ongoing activity. This will facilitate to assess the effectiveness of management / mitigation measures. The consultant has designed a post project environmental monitoring plan for implementation. The cost estimates for environmental monitoring and management have been included in the project estimates.

1.5 LIAISON WITH AUTHORITIES For the preparation of this report, the team members / experts have liaised with the MINAGRI, RTDA, REMA and the WB in order to discuss the proposed scope, available data in the specific area on environmental and social attributes and general comments / observations that these authorities may have on the project and its environs. In addition, informal consultations were organized with individuals, in order to present the project and collect their views on the perceived positive and negative impacts on account of this new development.

1.6 FORMAT OF THE REPORT This report has been prepared taking into consideration the ESIA mechanisms, procedures and contents spelt out in “Guidelines and Procedures for Environmental Impact Assessment” (2006); “Sector Guidelines for Environmental Impact Assessment (EIA) for Road Development Project” in Rwanda (2009) prepared by the Rwanda Environmental Management Authority8 and the World Bank safeguard Operation Policies and Procedures. The main findings are reported in conclusions and recommendations chapter for disclosure locally and the World Bank InfoShop prior to project appraisal. The report has two parts as:

8 Developed to operationalizing the provisions of the Organic Law Organic Law No 04/2005 of 08/04/2005 determining the modalities of protection, conservation and promotion of environment in Rwanda; to make EIA mandatory for all development projects and they aim to serve agencies and individuals taking part in the EIA process.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

 Part I is on Environmental and Social Impact Assessment and Environmental and Social Management Plan; and  Part II is on Physical Cultural Management Plan. The main chapters in ESIA report (Part I and Part II) are: Chapter 0 is on executive summary. Part I is on environmental and social impact assessment. Chapter 1 provides a general introduction to the project along with the project background, objectives and scope of the study and an outline on the approach and methodology adopted for the study. Chapter 2 is a concise document on the policy and strategies; legal instruments, institutional arrangement and international framework under which the project will be developed. Chapter 3 is on the Project Description which highlights the need for the development. The project Construction Schedules material requirements and cost of project are also summarized. The Chapter 4 is on the baseline environmental and social conditions in pre-construction phase in sufficient detail to enable an adequate assessment of the potential environmental and social impacts; Chapter 5 describes the environmental and social impacts that could occur as a result of the proposed project, as well as with increased road traffic during different phases of project cycle. Chapter 6 is describing appropriate environmental and social management along with cost of environmental and social management plans while Chapter 7 is on public consultation. Chapter 8 is on monitoring programs with cost involved. Finally the conclusions and recommendations are presented in Chapter 9. Part II of ESIA report is on Physical Cultural Resources Management Plan (PCRM) which includes the impact and how to manage these impacts. The literature, books, reports and maps referred are presented as footer note in the main body of the report. At the end, the report has annexure which are reported in the main body of the report.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

2. POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

2.1 NATIONAL RELEVANT POLICIES AND STRATEGY9 This chapter describes the relevant policies and strategies, legal instruments, institutional arrangement and international framework applicable to rehabilitation and /or construction of feeder road in different districts of Rwanda. It summarizes the National Laws and describes the procedure for obtaining environmental permits to allow project implementation. The awareness of environmental and social issues started as early as in 1920. Thereafter were created respectively Albert Park (1925), the National Forest of Nyungwe as a reserved forest (1933) and Akagera National Park (1935). The environmental friendly initiatives were also supported by vast campaigns for soil conservation from 1947. In 1977 action program of environmental nature were launched such as: human settlement (1977), stockbreeding (1978), soil protection and conservation (1980), water supply in rural areas (1981), erosion control (1982) and reforestation (1983). The national environment strategy was prepared in 1988-1989, and the strategy was adopted by Cabinet in May 1991. The aims of this strategy are as follows:  to enable the country to strike a dynamic balance between population and resources while complying with the balance of ecosystems;  to contribute to sustainable and harmonious socio-economic development such that, both in rural and urban areas, men and women may realize their development and well-being in a sound and enjoyable environment; and  to protect, conserve and develop natural environment.

2.1.1 National Environmental Policy The National Policy of Environment was adopted by the Cabinet in November 2003. This policy presents broad categories of development issues that require a sustainable approach. The overall objective is to ensure judicious utilization of natural resources and the protection and management of eco-system for sustainable development. The policy anticipates improved management of environment both at central and local level in accordance with the country’s current policy of decentralization. The environmental considerations are taken into account in all development policies, programmes and projects with participation of public before implementation. The policy sets out also institutional and legal reforms with a view to providing the country with a coherent and harmonious framework for coordination of sectoral and cross-cutting policies. The National Environment Policy contains policy statements and strategic options with regard to population and land-use management, management and utilization of natural resources and other socio-economic sectors, as well as the necessary arrangements for the implementation of the policy. It provides a framework for the reconciliation of the three pillars of sustainable development, namely environment, social and economic issues. It is thus in line with the policy for poverty reduction while ensuring the quality of life and environment. With regard to the protection and management of natural resources and

9 National Environmental Policy (November 2003)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

environment, the aim of the Government of the Republic of Rwanda is to see, by 2020, the percentage of households involved directly in primary agriculture reduced from 90% to less than 50%; effective and updated regulations established which are adapted to the protection of environment and sustainable management of natural resources; the rate of diseases related to environmental degradation reduced by 60%; and the share of wood in national energy balance reduced from 94% to 50%, The application of laws and regulations, the adoption and dissemination of environment friendly technologies will constitute a high priority for the central and local authorities. Environmental policy also advocates to ensure compliance with environment in all transport and communications activities which includes the following: (i) to ensure that land, lake and air transport regulations minimize pollution; (ii) to prevent air and soil pollution by emissions of gases and heavy metals from transport equipment; (iii) to ensure the protection of areas bordering roads; (iv) to protect the population against noise nuisances and dangers from air, lake and land transport;

2.1.2 National Water Policy (NWP) The National Water Policy (NWP) aims for sustainable management of water. This policy is relevant as some of the activities such as bridges, culverts and road construction will be undertaken in buffer zones of rivers and or marshy land. The policy also highlights management of water on both demand and supply side. Policy also integrates the other policies on forests, wetland, agriculture and land.

2.1.3 National Forest Policy National Forest Policy (NFP) was established in 2004 and amended in 2010. Under this policy forest commission was established to promote and oversee forestry activities. It also emphasizes to meet the needs of population for wood and other forest products. The policy fixed the target of forest cover at least 30% of geographic area and also to have 85% of farmland under agro-forestry by 2020.

2.1.4 Transport Policy The transport policy (TP) was approved in December 2008. This policy takes into account the action plan of the Sub-Saharan Africa Transport Policy and cross-cutting issues such as HIV/AIDS, gender mainstreaming, socio-economic and environment. The main objective is to reduce down constraints of transport in order to promote sustainable economic growth and contribute to poverty reduction. The policy also advocates the reduction in transport costs, develop transport infrastructure, increase mobility and supplying of services and allow the entire population to improve their standard of living. The transport infrastructure sector must be effective to facilitate the other socio-economic sectors and thus stimulate the growth for achievement of the objectives of EDPRS and Vision 202010.

10 The transport policy is inspired by planning tools such as EDPRS-II, National Investment Strategy, and the medium term expenditure framework. The policy enables the establishment of viable transport sector for economic development in Rwanda. It is also addressing the present and future shortcomings. The vision 2020 advocates the internal trade and mobility

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

2.1.5 National Land Policy National land policy was adopted in February 2004. This policy provides register and transfer of land and possibility of investments in land. It also highlights key principle of land use and land management. The policy advocates the protection of green areas, marshy land, valley and protected areas in Rwanda. These protected areas are classified as such because of their multiple roles, namely ecological, economical, cultural, and social. The main objective of their preservation was the conservation of different species and different habitats of biodiversity for educational, touristic and research purposes. These areas have been affected by various changes, one of which is the spatial reduction due to the resettlement of the population.

2.1.6 Public Transport Policy on Environmental Sustainability11 The principles on ensuring environmental sustainability of transport in Rwanda are as hereunder:  Promote the use of intermediate means of transport and the most efficient vehicles in terms of environmental standards;  Establish regulations and tariffs against pollution emissions from vehicles;  Establish measures focusing on the reduction of the environmental impact of transport development projects;  Keep the population informed and ensuring their participation in environmental management in the transport sector;  Complying with all relevant environmental legislation and approved codes of practice;  Seeking to keep wastage to a minimum and maximise the efficient use of materials and resources in the construction and maintenance of transport infrastructures;  Developing transport sub-sector management processes to ensure that environmental factors are considered during planning and implementation; and  Regularly communicating environmental performance to transport sector managers, professionals, public and private sector employees and other significant stakeholders.

2.1.7 National Development Strategy12 The Vision 2020 document has developed National Development Strategy in year 2000 wherein it is realized that Rwanda shall have a reliable and safe transport network of feeder roads. Hence feeder roads will continue to be extended and improved. Land use management, urban and transport Infrastructure development are considered as important pillar among 6 pillars of vision 2020 and protection of environment and sustainable natural resource management is one of the crosscutting areas of the vision. The other important planning tools are: the Economic Development and Second Poverty Reduction Strategy (EDPRS II), the National Investment Strategy, Millennium Development Goals (MDGs) and the Medium Term Expenditure Framework. The vision

with access to market through road network particularly in rural area. The transport policy also matches with the millennium development goals of economic growth and reduction in poverty. 11 Public Transport Policy and Strategy for Rwanda, Ministry of Infrastructure, Republic of Rwanda, Kigali, October 2012 12 Rwanda Vision 2020; Republic Of Rwanda; Ministry Of Finance and Economic Planning (2000)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

document advocates to the development of economic infrastructure of the country and transport infrastructure in particular. The Government of Rwanda (GoR) developed National Strategies and Action plans for the following:  National Biodiversity Strategy and Action Plan (NBSAP) 2003,  National Plan of Action (NAPA) for climate change adaptation (2006/7), and  National Action Plan (NAP) for combating desertification. These strategies and action plans reflect national priorities for Environmental Natural Resources (ENR) sector that are online with the Rwanda’s second phase Economic Development and Poverty Reduction Strategy (EDPRS II) as a medium-term framework for achieving the country’s long term development aspirations as embodied in Rwanda Vision 2020 and the Millennium Development Goals (MDG) priorities.

2.2 LEGAL INSTRUMENTS The environmental policies are prepared by the Ministry of Natural Resources (MINIRENA), Regulation by Rwanda Environmental Development Authority (REMA) and Environmental Impact Assessment (EIA) is reviewed and cleared by Rwanda Development Board (RDB). Rwanda Natural Resources Authority (RNRA) is an authority that leads the management of promotion of natural resources which is composed of land, water, forests, mines and geology. It shall be entrusted with supervision, monitoring and to ensure the implementation of issues relating to the promotion and protection of natural resources in programs and activities of all national institutions. Since 2003, most of the sectorial legislations on environment and natural resources have been under review, environmental policies and laws have been repealed and new ones enacted in line with the Constitution of 2003.

2.2.1 Important Environmental Legislations The Republic of Rwanda has acted number of organic law for the protection and conservation of environment. Some of these relevant to the project are:  Sector Guidelines for Environmental Impact Assessment (EIA) for Road Development Project (August, 2009);  Water Law no 62/2008 for use conservation, protection and management of water resources;  Environmental Impact Assessment: Law no 003/2008 and no 004/2008 August 2008; Cabinet Approval in its Session of 14/11/2007 (Pursuant to Organic Law No 04/2005 of 08/04/2005 especially in Article 67, 68, 69 and 70);  Modalities of Inspection Law No 005/2008 and no 007/2008; Ministerial order establishing modalities of inspecting companies or activities that pollute the environment and list of protected animals and plant species.  Environment Organic Law No 04/2005 of 08/04/2005 determining the modalities of protection, conservation and promotion of environment in Rwanda;  Guidelines and Procedures for EIA 2006; EIA mandatory for developmental projects;  Organic Law No 04/2005 of 08/04/2005 determining the modalities of protection, conservation and promotion of environment in Rwanda and advocates

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

environmental impact assessment (EIA) in chapter IV whereas every project is subject to ESIA before implementation. EIA procedure is specified in Ministerial order 2008.  Biological Diversity and its Habitat: President Order No 017/01 of 18/03/1995; In addition, Rwanda participates in regional initiatives related to environment protection and management as the Nile Basin Initiative and the Lake Victoria Biodiversity Programme.

2.3 INSTITUTIONAL ARRANGEMENT / FRAMEWORK The main Ministry, Authorities, Institutions and Boards responsible for development of policy, framing regulation, developing projects, monitoring and approval of issues related to environment protection and conservation are:  Ministry of Natural Resources (MINIRENA);  Ministry of Agriculture (MINIAGRI);  Ministry of Infrastructure;  Rwanda Environmental Development Authority (REMA);  Rwanda Natural Resources Authority (RNRA);  Road Transport Development Agency (RDTA).  Rwanda Development Board (RDB) and  Provincial and District Administration. The Ministry of Natural Resources (MINIRENA) is responsible for developing the policies and norms for efficient land, water resources and environmental management. The Ministry of Agriculture (MINAGRI) is the executing agency for the project. The participating districts will be the implementation entities for project related environmental and social aspects for the rehabilitation, upgrading, spot improvement, as well as maintenance works. The districts will be supported by the Rwanda Transport Development Agency (RTDA), environmental and social staff. RTDA and MINAGRI have environmental and social specialists that look after environmental and social management issues for the main road contracts. The infrastructure officers of the districts are responsible for environmental and social safeguard aspects of development projects, but due to capacity limitation their engagement is restricted to minor community level development actions. In addition to the support staff, training and TA for safeguards will be provided by the project management consultancy firm to be engaged under the project. Rwanda Environmental Management Authority (REMA) which was created by law no 16/2006 of 03/04/2006 is responsible for implementing the policy and strategies on environment. This institution is responsible for the following duties: a) to coordinate various activities undertaken by environmental protection institutions for the protection of environment, and promote the integration of environmental issues in the developmental policies, projects and programmes with the aim of ensuring appropriate management and rational use of environmental resources on the basis of sustainable production for the improved well-being of the people of Rwanda;

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

b) to coordinate the implementation of Government policies, decisions and ensure the integration of environmental issues in national planning, and in concerned departments and institutions within the Government; c) to advise the Government on legislations and other measures relating to environmental management or to the implementation of relevant international conventions, treaties and agreements in the field of environment as and when necessary; d) to make proposals to the Government in the field of environmental policies and strategies; e) to monitor environmental attributes during construction phase; Rwanda Natural Resources Authority (RNRA) is an authority that leads the management of promotion of natural resources which is composed of land, water, forests, mines and geology. It shall be entrusted with supervision, monitoring and to ensure the implementation of issues relating to the promotion and protection of natural resources in programs and activities of all national institutions. Rwanda Natural Resources Authority is established by the law N°53/2010 OF 25/01/2011, which merges the four institutions (National Land Center, National Forestry Authority and national Geology and mines authority) together with the Ministry of natural resources' department of integrated water resources management.. The RNRA is responsible for: a) implementing national policies, laws, strategies, regulations and government resolutions in matters relating to the promotion and protection of natural resources; b) making a follow up and implementing international conventions Rwanda ratified on matters relating to the conservation of natural resources; c) advising the Government on appropriate mechanisms for conservation of natural resources and investments opportunities; d) registering land, issuing and keeping land authentic deeds and any other information relating to land of Rwanda; e) ensuring proper geological data and their respective maps; f) providing technical advise on the proper use of natural resources; g) making follow up and supervising activities relating to proper management, promotion and valuation of natural resources; h) rehabilitating and conserving where natural resources are damaged in the country; i) making a follow up and supervising activities relating to the proper use of natural resources; j) promoting activities relating to investment and added value in the activities of use and exploitation of natural resources in Rwanda; k) initiating research and study on natural resources and to publish the results; l) instituting regulations, guidelines and appropriate mechanisms for management, use and conservation of natural resources and ensuring their implementation; m) establishing cooperation and collaboration with other regional and international institutions with an aim of harmonising the performance and relations on matters relating to management of natural resources.

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

The main institutions in transport sector are:  Ministry of Infrastructure; and  Road Transport Development Agency (RTDA). RTDA is a public institution with financial autonomy in Ministry of Infrastructure. It was established by organic law no 02/2010 of 2001/2010. RTDA is responsible for policy development, advisory and monitoring. The Rwanda Development Board (RDB) brings together all the government agencies responsible for business registration, investment promotion and, environmental clearance. The department of investment and division of investment promotion of RDB co-ordinate the EIA process and issue the environmental clearance certificate and also validate the EIA studies.

2.3.1 Province and District The article 66 of the Environmental Organic Law specifies to establish, at the Provincial, District, Town, Sector and the Cell levels; Committees responsible for conservation and protection of the environment. The organization, functioning and their responsibilities are determined by Prime Minister’s Order. The executive committee of the District is responsible to initiate the expropriation and District Council implements the expropriation after considering the decision of the Land Commission (Expropriation law, 2007).

2.3.2 EIA Procedure and Environmental Category In Rwanda EIA studies have the direct benefit of assisting developers to incorporate environmental considerations at the planning phase and to minimize environmental risks and costs. Indirect benefits include beneficial circumstances created by the project for commerce and trade. EIA is an invaluable tool for environment management. It provides a framework for promotion of efficient decision making in project approval; enables implementation of environmental safeguards to mitigate significant negative impacts, avoid ecological damage and large-scale irreversible loss of natural resources; plays a role in information dissemination impacts beyond its core area. An EIA process in Rwanda includes 5 steps: (i) project application and registration, (ii) screening, scoping and terms of reference, (iii) EIA study and report, (iv) submission of an EIA report and finally (v) decision making. Figure 3 summaries the EIA procedure in Rwanda including timeline in each stage. Screening enables categorisation of projects according to their Impact Level (IL) as follows:

Category 1: (Impact level IL1): Full EIA not required. Rwanda Development Board (RDB) advises on the appropriate environmental management measures (plan). The Exercise may take 14 days from the day received the project brief; (days may be less or more depending on the nature of the project);

Category 2: (Impact level IL2): The proposed projects under this category are screened to determine whether or not a full EIA is needed. In this connection, RDB provides the developer with clear indication of the additional information required. Once this

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

information is received, RDB will determine whether or not a full EIA of the project is needed.

Category 3: (Impact level 3): Full EIA is required.

Figure 3: EIA Procedure in Rwanda13

13 Source: Environmental And Social Impact Assessment For Selected Nyamasheke Feeder Roads Techniplan International Consulting (July 2013)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Ministerial order No. 004/2008 of 15/08/2008 establishes the list of works; activities and projects that have to undertake an EIA. They are classified into infrastructure, Agriculture and Animal Husbandry, works in park and in its buffer zones and mine extraction. According to that law, the proposed feeder road rehabilitation project falls in category 3 (IL3) of infrastructure where full EIA is required

2.3.3 Rwanda Environmental Standards The Rwanda Bureau of Standards (RBS), Government of Rwanda has developed standards from time to time for water and air quality for discharge in the ambient air. The relevant standards are discussed in subsequent sections. a) Waste Water Quality Standards: Rwanda Bureau of Standards (RBS) has developed waste water quality standards for tolerance limit for discharge of domestic waste water and permissible limit for industrial discharge of waste water standards RS 462:200914 and RS 461:200915 respectively. The limits are documented in Annexure 2 and Annexure 3. These limits shall not exceed during periodic measurement under normal conditions. b) Ambient Air Quality Standards: Rwanda Bureau of Standards (RBS) has developed ambient air quality standards for Particulate Matter, Sulfur dioxide, Nitrogen Oxides and Carbon Mono-oxides for industrial residential and controlled areas16. The ambient air quality limits for above pollutants are presented in Annexure 4. These limits shall not exceed during periodic measurement under normal conditions as specified in the standards. c) Environmental Standard for Noise: The noise from the vehicles on the road is due to road wheel interaction, engine operation and other mechanical operations. Noise has effect on human health, may create headache and loss to hearing. The international standards17 for noise are summarized in Annexure 5.

2.4 INTERNATIONAL ENVIRONMENTAL FRAMEWORK Further, to avoid adverse negative environmental and social impacts of a proposed road for improvement, no road contract tender should be launched before a road specific ESIA and RAP based on final design is prepared, the ESMP with the mitigation measures is incorporated in the bidding documents, and every person affected by the works on that section has been relocated and/or properly compensated according to Bank social safeguards policies.

2.4.1 Environmental Assessment Category of Project The World Bank Operational Policy 4.01 requires that the Environmental and Social Assessment report must be a standalone document to meet the Bank appraisal procedures for the project. The disclosure should be in Rwanda where it can be accessed by both the general public and local communities. In accordance with the World Bank Safeguard operational policies and procedures the proposed Rwanda Feeder Road

14 Rwanda Bureau of Standards (RBS) Tolerance Limit for Industrial Discharge Wastewater (RS 462:2009) 15 Rwanda Bureau of Standards (RBS) Permissible limit for Industrial Discharge of Waste Water (RS 461:2009) 16 Rwanda Bureau of Standards (RBS) Ambient Air Quality Standards (2009) 17 World Health Organization (Noise Standards)

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Development Project has been classified as Environmental Assessment (EA) risk category A. The EA categories are summarized on Table 1.

Table 1: Categorization of Projects Subjected to EIA (World Bank, 1999)

Category A Category B Category C Category FI The project is likely to have Although an EIA is not The projects result It involves significant adverse impacts always required, some in negligible or investment that may be sensitive, Environmental analysis is minimal direct of Bank irreversible, diverse, necessary. The projects have disturbance of the funds comprehensive, broad or impacts that are ‘less physical through a precedent setting. These significant, not as sensitive, Environment. financial impacts generally result numerous, major or diverse. Typical projects intermediary from a major component of Few if any of the impacts are include education, the project and affect the irreversible and mitigation family planning, health, and human area as a whole or an measures can easily be designed. resource entire sector. development Typical projects include A full environmental No EIA or other assessment is required rehabilitation, analysis is maintenance, or upgrades, required. rather than new construction

The project triggers the following safeguard policies: i) Environmental Assessment – Operational Policies (OP) and Bank Procedures (BP) (OP/BP 4.01) require environmental assessment of projects proposed that are deemed to have potential adverse impacts upon the environment to help ensure that they are environmentally sound and sustainable. Environmental Assessment is one of the 10 environmental, social, and legal Safeguard Policies of the World Bank. World Bank Environment and Social Safeguard Policy aims at improving decision making, to ensure that project options under consideration are sound and sustainable, and that potentially affected people have been properly consulted. Operational Policy 4.01 further requires that the ESIA/ESMP report must be disclosed as a separate and standalone document by the GoR and the World Bank as a condition for Bank appraisal of this project. Potential adverse environmental and social impacts include: noise, dust, soil and water erosion, and health and safety. Mitigation measures to address these impacts have been recommended in the ESMP as part of this ESIA. An Environmental and Social Management Framework (ESMF) for the project has been prepared, consulted upon, and will be disclosed prior to appraisal. An ESIA/ESMP will be prepared for finalized alignment of roads. ii) Natural Habitats (OP/BP 4.04) - This policy aims at the conservation of natural habitats, and enhance the environment. Natural Habitats are land and water areas where the ecosystems’ biological communities are formed largely by native plant and animal species, and human activity has not essentially modified the areas primary ecological functions. The policy is essential for long term

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

sustainable development. The Bank therefore supports the protection, maintenance, and rehabilitation of natural habitats. Though the project area lacks any natural habitat as the area has been cultivated before, the planned roads may be traversed along the forest and marshlands; the Natural Habitats policy is triggered. These lands may have ecological value, and provide shelters to birds, insects, and aquatic animal species and to flora. The ESMF and ESIA include mitigation measures to address the potential impacts. iv) Physical Cultural Resources (OP/BP 4.11) - The Bank operational policy on safeguarding cultural properties aims at protecting cultural assets and knowledge of communities in bank financed project areas. Safeguarding cultural property policy requires the determination of what is known about the cultural aspects of the proposed project site. The policy calls for consultation involving all parties including scientific institutions and NGOs as part of this process. The policy defines cultural property as sites having archaeological, paleontological, historical, religious and unique natural value. These sites, when stumbled upon, require that the authorities are informed and the site is demarcated and protected. Physical, Cultural heritage resources may get affected due to road works; located in the influence area. Graves could be located in the right of way. The ESMF and ESIA have addressed impacts on physical cultural resources and provide a cultural management plan. Physical Cultural Resources (PCR) such as graves within the project site may be affected during the project implementation. Management of PCR including guidance on “chance finds” has been provided as part of the ESIA.. v) Involuntary Resettlement (OP/BP 4.12) - This policy covers direct economic and social impacts that both result from Bank-assisted investment projects, and are caused by; involuntary taking of land resulting in relocation or loss of shelter; loss of assets or access to assets, or loss of income sources or means of livelihood, whether or not the affected persons must move to another location. The objective of this policy is to avoid where feasible, or minimize the resettlement, exploring all viable alternative project designs. The proposed project settings may induce land acquisition. A resettlement plan has been prepared as a separate document to mitigate against effects of displacement. The project setting may induce land acquisition. A Resettlement Policy Framework (RPF) for the project has been prepared, consulted upon, and will be disclosed prior during presentation. A Resettlement Action Plan (RAP) for Nyamasheke feeder roads has also been prepared as a separated document.

iii) Forest (OP/BP 4.36): The road rehabilitation and Up gradation will follow existing alignments with some widening, which are not expected to have negative impacts on forest resources. However, one feeder road development trigger the potentially adverse impacts on forest. In the case of conflict between World Bank Policies and National regulations, the World Bank legal framework will prevail

Review and Update of the Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

3. PROJECT DESCRIPTION

3.1 PROJECT LOCATION The Nyamasheke District is situated in the western province of the country. The district of Nyamasheke is about 240 km by road from Kigali the Capital of Rwanda and it can be approached by National Road (NR)-1 and NR 6. The total area of the district is 1,175 km2 with a population density of 335 people /sq Km18. The population is unevenly distributed over the district area, the most populated area is the sector of Nyabitekeri with 957 people /sq.km, the least populated sector is Cyato in the south eastern part of the district with a density of 136 people/sq.km. The district of Nymasheke is predominantly rolling hills. The hills or mountains are part of the Albertine Rift Mountains that flank the Albertine branch of the East African Rift; this branch runs from north to south along Rwanda's western border19. The district on its south east has the famous Nyungwe National Park a resident of variety of flora and fauna including rare and endangered species. The Nyamasheke District is surrounded by the district of Nyabuguru in east, Karongi in north and Ruszi in south, however in west it has Kivu lake. The roads in Nyamasheke are mostly in hilly terrain. The hills are populated with scattered settlements often located on the small holdings of individual households (average holding about 0.5 ha/household). However, the government has launched an initiative, which encourages the scattered settlers to live in small townships established at selected central locations for a population living in a defined rural neighbourhood. The hills are covered with farms and small grazing lands, with limited vegetation. The farms usually are on the foot of the hills. The roads are mainly on hills slopes and the side slopes may have to be stabilized while widening. But this will not require relocating large population. The impact on fauna and flora is expected as road also passes through the National Park. The proposed roads follow existing routes, and road sides are cultivated or already cleared. Roads in the hilly terrain require construction of culverts, often small in size, following the existing natural water course. Side drains may require stone pitching and check dams to control erosion. The soil along the roads is mostly soft to moderately hard that could be excavated by mechanical equipments and labour. The soil around Nyamasheke is sandy clay and makes the road slippery during rainy season. Few roads are broken and cannot be used specially in rainy season and hence need construction/redevelopment.

3.2 OBJECTIVES OF THE PROJECT The prime objective of the project is to improve transport infrastructure with a view to supporting project area’s social economic development. The project development will facilitate the economic growth, the improved transportation of goods and services. Specifically, the major purpose of the proposed upgrading project is to rehabilitate / construct feeder road network in Nyamasheke District in order to meet the following objectives:  To promote socio economic development of the project area by linking it within the district and other districts and cities in the country; and

18 www.citypopulation.de/php/rwanda

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 To increase agricultural productivity and marketing capacities, by lowering the transport costs and losses of farm input and output. In particular, improved feeder networks will enhance the commercial activities of rural households, access to services and will reduce poverty.

3.3 PROJECT DETAILS The project components include rehabilitation of right of way, culvert and bridges and cross drainage works. In general terms the project areas have common characteristics being located in the hilly countryside of Nyamasheke District. The affected areas of the feeder rehabilitation are limited to the Right Of Way (ROW); plus the widening areas and borrow and quarry areas. The existing ROW will be followed with 2-3m for possible feeder road widening. Due to the steep slopes, settlements are placed alongside the road. Cultivation extends into close to the feeder road, with mostly tea plantations and banana. Due to the agricultural use of all areas that are not steeper than 35° most areas are cultivated, leaving very little room for native flora species. Also in terms of fauna the project areas is rich specially those roads passing or close to national park.. The rehabilitation of feeder roads will have environmental and social issues. The feeder roads are discussed in subsequent sections.

3.3.1 Brief Description on Feeder Roads A brief description of these roads is presented below; the initial number communicates the priority of road along with road number: 1 Hangar-Nyamugali-Gishugi (Road No 13): This section road is 7.3 km long with 4 to 5 m wide and located in Shangi Sector. Many culverts overarched by logs in bad condition. In some section the pavement is in very bad condition. Soil is clay and makes the road no-motor able during rainy season. Road has gully erosion due to runoff. 2 Gatare--Uwisumo-Gisovu (Road No 1): This feeder road is 17.6 km long and traverses two sectors, Kirimbi and Macuba. This section is in bad condition due to lack o hydrological structures and insufficient maintenance. The road has loss of camber, lack of side drains and bad condition of the bridge. 3 Muremure-Nyarubuye-Peru (Road No-10): This 12.9 km long feeder road traverses Kanjongo, Macuba and Karambi Sectors with 3 to 4 m wide. Some culverts overarched by logs in bad condition. The feeder road has not side drains and storm water induced roadside landslide. The road also has significant water induced pavement erosion and vegetation encroachment.

4 Giticyinyoni-Gihinga (Road No-8): This 8.6 km long feeder road is located in western part of Ruharambuga Sector. The pavement is in very bad poor condition. There are frequent potholes, water-induced longitudinal and transversal erosion due to absence of side drains. 5 Wimana-Gasayo-Higiro (Road No-6): This section is located in Ruharambuga and Karengera Sectors. The road has no signs of maintenance or rehabilitation. The geometry and vertical profile is very poor; furthermore several parts of the

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track show a widespread vegetation encroachment with very bad condition of bridges. This section is a path with an average width of 3.5 m, the horizontal alignment and profile longitudinal alignment are very poor. The road is also broken due to landslides. 6 Kini-Ngoma-Mwaga (Road No 7):This road is 8.70 km long and is located in south western part of Kagano Sector. It has culverts overarched by logs in bad condition. No maintenance, with the exception some routine works carried out by local communities during community works. There is a community water supply infrastructure within road ROW which will need to be relocated. The pavement is in bad condition; potholes, water-induced longitudinal erosion on slopes. 7 Rangiro-Cyato- Wisumo-Gisovu (road No-2): The road traverses Rangiro, Cyato and Karambi Sectors. The horizontal alignment is winding with hairpin curves. The vertical alignment is characterized by steep gradients higher than 10%. The road condition is fair but rapidly degrading due to the inadequate hydraulic structures. 8 Kamiranzovu-Gitwa-Ryarutungura (Road N0-11): This 5.09 km long road starts at the main road Nyamasheke-Karongi and traverses the northern part of Kagano Sector. The carriageway is of 4-5 meters width. The horizontal and vertical alignments are poor. There is subsistence farming and coffee plantation in road ROW and settlement are very close to the feeder road. 9 Rwatano-Kagwene-Ngiryi (Road no 4): This road is reported as 21.5 km in the feasibility study. However on site such road is not observed. There is a road which starts at village Mucenyi and goes to Ngiryi hills. This road is 5-6 m wide with number of broken culverts. 10 Kiyoga-Muraza-Vugangoma-Nyakabingo-Ruppango (Road No-12): This road is 17.2 Km in length. The road has very bad condition; the carriageway is of 4-5 meters width. The horizontal and vertical alignments are poor.

3.3.2 Present and Projected Traffic The present and projected traffic in the district is estimated in the feasibility study of the project. These projections are mostly linked to the demographic growth and the improvement of socioeconomic conditions during the last 10 years. The same growth pattern has been taken for the projection of traffic during next 10 years (2024). The Table 3 presents the current and projected traffic.

3.3.3 Feeder Road Design Standards Generally the study of rehabilitation intends to improve the condition of the district network that can:  Ensure an average commercial speed of 40 kmh,  Reduce routine and periodic maintenance cost, and  Reduce vehicle operating costs and contribute to economic growth.

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Table-2 : Present and Projected Traffic on Feeder Roads in Nyamasheke District

Priority Road Road Sector Motorized Traffic (Numbers/day) NMT Motorized Traffic NMT No No (2012) (2012) (Numbers/day) (2024) (2024) Heavy Light Motor Bi- Heavy Light Motor Bi-cycle Vehicle Vehicle cycle cycle Vehicle Vehicle cycle > 3.5 Tons < 3.5 Tons > 3.5 Ton < 3.5 Tons 1 13 Hangar-Nyamugali-Gishugi 19 28 40 30 19 33 72 49 2 1 Gatare-Uwisumo-Gisovu 33 44 41 26 34 57 73 46 3 10 Muremure- Nyarubura-Peru 20 31 41 32 20 39 73 53 4 8 Giticyinyoni-Gihinga 11 18 34 33 11 25 64 55 5 6 Wimana-Gasayo-Higiro 11 23 30 26 11 32 54 44 6 7 Kini-Ngoma-Mwaga 10 14 32 28 11 19 60 47 7 2 Rangiro-Cyato- Wisumo-Gisovu 27 47 36 32 28 57 67 49 8 11 Kamiranzovu-Gitwa- 7 11 40 30 6 15 72 49 Ryarutungura 9 4 Gatare-Karambi-Musenyi- 20 25 41 26 20 35 73 46 Nyankenke-Karengera 10 12 Kigoya-Muraza-Vugangoma- 14 21 40 30 14 28 72 49 Nyakabingo-Rupango Source: Feasibility and Environmental and Social Impact Assessment for Selected Feeder Roads in Nyamasheke District (RTDA), Techniplan International Consulting, July 2013

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The existing horizontal alignments have been maintained with corrections near the existing bridges or when the road cross some villages. Minor realignments are however inevitable on the existing horizontal alignment at isolated sections where the radius fall short of the design requirements. The vertical alignment follows the existing natural ground in general with exceptions in the sections where the water cross the roadway especially near the existing bridges. In those limited sections the consultant proposes to construct small embankments to raise the vertical profile elevation. The cross section consist at one carriageway with width between 6 and 7 m , no shoulder and two side drain , one on each side of the carriageway. The proposed project aims to widen the dual carriageway for 6-7 m. Table 3 summaries the geometric Design Standards adopted for the project. Table 3: Proposed Design Standards for Rwanda’s Rural Roads

S. No. Description Unit Value 1 Design Speed (both in settlement crossings and open Km/h 40 countryside) 2 Width of Roads i) Main District Roads meter 7.0 ii) Secondary Roads meter 6.0 3 Right of Way i) 3.0 m off either side of the carriage way in meter 3.0 villages, ii) 5.0 m outside villages meter 5.0 4 Cross-Fall i) Carriageway Normal Cross-fall [%] 6.0 ii) Shoulder Normal Cross-fall [%] 8.0 5 Horizontal alignment design parameters in general follow the existing road i) Minimum horizontal curve radius meter 20.0 6 Vertical alignment design parameters: alignment follow the existing natural gradient

3.3.4 Planned Activities for Proposed Feeder Roads Figure 4 depicts the location of the priority feeder roads for rehabilitation/ re construction. The main activity associated with the selected Nyamasheke feeder roads rehabilitation/ maintenance of bridges and drainage work and also rehabilitation of the carriageway pavement standardising the width at 6 or 7 m. The details on rehabilitation works are as follows:

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Figure 4: Feeder Roads in Nyamasheke District20

20 Source: Environmental And Social Impact Assessment For Selected Nyamasheke Feeder Roads Techniplan International Consulting (July 2013)

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i) Rehabilitation/maintenance of drainage works: This intervention consists especially construction of the pipe culvert along the roads according to the recommendations of the RTDA at every 250 m. The three type of side drain are proposed in feasibility study: (i) rectangular in masonry at the crossing of important villages, (ii) trapezoidal unlined and (iii) and trapezoidal lined in masonry when the gradient is greater than 5%. The length of drainage works on each road is summarized in Table 4. ii) Rehabilitation/maintenance of Bridges: The majority of existing bridges will be reconstructed in the current location with abutments in masonry and slab in reinforced concrete. The feasibility report has proposed to raise the elevation of the existing bridge at least one meter in areas where the existing pavement shows signs of erosion due to water overflow during the raining season. Selected draining material will be used for the construction of the embankment and if necessary some pipe culvert will be added to facilitate the water flow crossing the road. The list of bridges and deck RCC abutment is reported in Table 5. iii) Rehabilitation of the carriageway pavement standardising the width at 6 or 7 m: Interventions for rehabilitation carriageway have been defined on the basis of the roads’ survey, including topographical survey, geotechnical information and experience in the road construction for the similar roads project. The kilometre likely to be rehabilitated in different interventions is reported in Table 5. Detailed four typical interventions proposed in the feasibility for rehabilitation of the carriageway are summarized in Table 6.

Table 4 : Drainage and RCC Abutments on Feeder Roads

Priority Feeder Road Drainage Bridge RCC Abutments No (m) (nos) 1 Hangar-Nyamugali-Gishugi 224 (8*4) 2 Gatare-Uwisumo-Gisovu 520 16(6*4),2(8*4),(6*4), (2*2) and 2(9*5) 3 Muremure- Nyarubura-Peru 400 4 Giticyinyoni-Gihinga 240 2(6*5) 5 Wimana-Gasayo-Higiro 320 2(6*4) and 3(5*4) 6 Kini-Ngoma-Mwaga 216 7 Gisovu-Wisumo-Cyto-Rangiro 1,200 5(5*4),2(8*4),(6*4), (2*2) and 2(9*5) 8 Kamiranzovu-Gitwa- 160 Ryarutungura 9 Gatare-Karambi-Musenyi- 640 3(10*4), 7(5*3), 3(7*3), Nyankenke-Karengera 2(8*4)and 5(3*4) 10 Kigoya-Muraza-Vugangoma- 520 2(4*4) Nyakabingo-Rupango Source: Feasibility Study of Feeder Roads for Nyamasheke District (RTDA)

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Table 5: Road Length by Intervention

S. No. Intervention Length % of Total (km) Length 1 T1: Reshaping and recharging existing carriageway - 0.00 2 T2: complete construction: carriageway widening, 138.0 82.00 new drainage structures and bridges (if any) 3 T3 : sub-grade removal unsuitable material+ fill 7.5 5.00 material + recharging and complete construction 4 T4: Removal heaps and rocks and recharging 4.4 3.00 Source: Feasibility Study of Feeder Roads for Nyamasheke District (RTDA)

Table 6: Feeder Roads Improvement Intervention in the District21

Priority Road Sector Length Width Intervention Type22 on the No (Km) (m) Carriageway (km) T1 T2 T3 T4 1 Hangar-Nyamugali- 7.3 6 - 7.0 0.3 - Gishugi 2 Gatare-Uwisumo- 17.7 6 - 14.7 2.5 0.5 Gisovu 3 Muremure- Nyarubura- 12.9 6 - 11.9 - 1.0 Peru 4 Giticyinyoni-Gihinga 8.6 6 - 8.6 - - 5 Wimana-Gasayo- 10.8 6 - 10.2 - 0.6 Higiro 6 Kini-Ngoma-Mwaga 8.7 6 - 8.7 - - 7 Gisovu-Wisumo-Cyto- 40.0 6 - 37.2 1.3 1.5 Rangiro 8 Kamiranzovu-Gitwa- 5.1 6 - 4.4 0.5 0.2 Ryarutungura 9 Gatare-Karambi- 21.5 6 - 20.5 0.7 0.3 Musenyi-Nyankenke- Karengera 10 Kigoya-Muraza- 17.3 6 - 14.8 2.2 0.3 Vugangoma- Nyakabingo-Rupango Total 149.9 6 - 138 7.5 4.4 Source : Feasibility and Environmental and Social Impact Assessment for Selected Feeder Roads in Nyamasheke District (RTDA), Techniplan International Consulting, July 2013

21 Source: Feasibility and Environmental and Social Impact Assessment for Selected Feeder Roads in Nyamasheke District, Techniplan International Consulting, July 2013 22 T1: Reshaping and recharging existing carriageway; T2: complete construction: carriageway widening, new drainage structures and bridges (if any); T3 : sub-grade removal unsuitable material+ fill material + recharging and complete construction T4: Removal heaps and rocks and recharging

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3.4 ANALYSIS OF ALTERNATIVES During the feasibility stage of the proposed feeder road rehabilitation/reconstruction project, options were explored and these options were weighed from all considerations such as cost, environment, and ease of implementation and maximum utilization of available infrastructure. The aim of alternative analysis is to arrive at a development option, which maximizes the benefits while minimizing the adverse impacts. Alternative analysis is also a form of mitigation measures. The two alternatives were considered “No Project Scenario” and “With Project Scenerio”. More alternatives are presented along with management plan.

3.4.1 Without Project Alternative The No Project option in respect to the proposed project implies that the status quo is maintained. This option is the most suitable alternative from an extreme environmental perspective as it ensures non-interference with the existing environmental conditions. This option will however, involve several losses on socioeconomic condition both to the local population and the nation as a whole. The local farmers will continue to face the constraints they are currently experiencing due to inefficient transport network and system and the anticipated economic development aimed at fulfilling the Vision 2020 will remain unattainable. The No Project Option is the least preferred from the socio- economic and partly environmental perspective due to the following factors:  The socio economic status of the Nyamasheke residents would remain unchanged. Reduced interaction both at local and national levels.  The local skills would remain under-utilized as no employment opportunities will be created for local population who would have otherwise worked at the project area.  Reduced business development due to current bad condition of the feeder road project;  The current erosion rate in the feeder road due to lack of drainage system will remain.

No project scenario case will also avoid social impacts due to the implementation of the project.

3.4.2 With Project Alternative The implementation of the project will contribute to socioeconomic improvement and will have positive impacts on residents’ life quality. The with project alternative have following advantages: There will be improved and assured transport facilities to the residents of the District. This will stimulate socioeconomic development of the area. The proposed feeder roads are a major deterrent for commercial growth in the area, the project scenario will catalyse commercial growth in the different centres and there will be better business opportunities for locals. There will also be savings in the vehicle operation cost (fuel, operation and maintenance) due to better feeder road condition. This alternative will have negative impact on land use, forest/trees, noise and air pollution during construction and operation phases.

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3.5 QUANTITY OF MATERIAL FOR CONSTRUCTION The new Road Act, which requires upgrading some feeder roads to six or seven meter width, may involve widening the existing road formation by two to three meters. This may necessitate expropriation of some farm lands and relocating households. Bidding process shall not be launched for a particular road section until every person affected by the works on that section has been relocated and/or properly compensated according to Bank policies. Feasibility report summarizes the quantities of construction material road wise23. These have been further utilized in assessing the environmental and social impact due to development of each road. The quantity of material is summarized in Table 7.

Table 7: Quantity of Construction Material

S. No. Description Unit Quantity

1 Preliminary Works

i) Clearing of undergrowth-cleaning of road surface m2 302,647

ii) Top Soil Stripping Area m3 90,795

2 Earthworks

i) Excavation in rock and earth; Removal of heap of rocks, m3 550,942 embankment from borrow pits and purge marshy soils

3 Roadway

i) Wearing Course and Capping Layer m3 149,675

4 Bridge And Culvert

i) Supply and install Culvert Ø 100cm (reinforced) m 4,480

ii) Reinforced concrete proportioned at 350kg/m3 for all works m3 953

iii) Stone masonry works for culverts head m3 1,960

iv) Paving jointed with the mortar m3 1,077

v) Stone riprap of 30 to 50kg m3 4,199

vi) Stone masonry works for various works M2 3,888

vii) Improvement of the existing bridges Nos 2

viii) Beacons out of wooden Nos 228

5 Drainage

i) Unlined Drain (Existing) m 2,000

ii) New Drain Masonry m3 9,450

iii) Intercepting Ditch m 14,769

23 Source: Environmental And Feasibility Report for Selected Nyamaskeke Feeder Roads Techniplan International Consulting (July 2013) Table 40 to Table 51 Pages 105 to 115.

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3.5.1 Borrow Areas Sites During feasibility study 6 borrow areas have been identified for construction material. The vicinity of feeder roads, access from road, location and area of borrow sites are summarized in Table 8. More borrow/quarry site need to be identified during detailed engineering especially for priority roads number 1, 2, 6, 9 and 10. The identified sites are located in Kagano, Kanjongo, Ruharambuga and Bushekeri sectors. Crushed stones also are available and observed on roads, according to local road works contractors the requirements for concrete and masonry works are satisfied.

Table 8: Borrow/ Quarry Site, Distance from Road, Area and Location

Borrow Vicinity to Distance from Area of Location Site No Priority Road Road (km) Site (ha)

Congoroka - Ruharambuga 1 4, 5 0.250 1.5 Mwaga - Bushekeri 2 - 0.100 2.0 Mukirambo – Kanjongo 3 3 0.45 1.50 Kugataka - Kagano 4 8 1.15 1.0 Kariba – Bushekeri 5 - 6.5 3.5 Karambi – Bushekeri 6 3, 7 0.75 1.8

3.6 CONSTRUCTION SCHEDULE The construction schedule of feeder roads depends on the methodology adopted for construction. In general the time period will also depend on the resources put in place by the contractor. The feeder road project may take about 24 months. A Typical Construction Schedule is shown in Figure 5.

3.7 COST OF THE PROJECT The cost of the interventions to improve the feeder roads has been reproduced from the feasibility report. The total cost to improve 204 km of feeder roads in the Nyamasheke District amount to USD 21.436 million, the average cost per km is 105,078 USD. While the total cost to improve the priority roads of 150 km will be US$ 15.463 million with an average cost per kilometre amount to US$ 103,091.

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Figure 5 : Typical Construction Schedule

Activity Duration in Month 0-2 2-4 4-6 6-8 8- 10- 12- 14- 16- 18- 20- 22- 10 12 14 16 18 20 22 24 Detail design of feeder roads, Tender documents and BOQ Notice inviting Tender, Tender process evaluation & award Preliminary works clearing, compensation etc. Construction of Bridges, Culverts and Roads etc. Testing and Commissioning Monitoring and Evaluation

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4. ENVIRONMENTAL AND SOCIAL BASELINE DATA

4.1 GENERAL The objective of Environmental Impact Assessment (EIA) is to ascertain the baseline environmental conditions and then assess the impacts as a result of the proposed feeder road project during various phases of the project cycle. The baseline environmental and socio-economic data was reviewed for final alternative likely to be implemented. The approach is to follow the sequence of steps adopted in ESIA study. Identification of environmental parameters, data collection and impact predictions are the core of Environmental Impact Assessment (EIA) process. A scoping matrix has been formulated to identify the attributes likely to be affected due to proposed project and presented as Table 10. Covering these aspects, data has been reviewed and updated for the following:  Land Environment (land use, geology and soils);  Water Environment (precipitation, hydrology and drainage);  Air Environment (meteorology and air quality);  Noise Environment (noise levels);  Ecological Environment (flora and fauna);  Socio-Economic Environment (demography, livelihood, land holding, income, socio-economic etc.)

Based on environmental scoping matrix and project setting the attributes likely to be affected are identified for baseline data review and up-date. The information presented in this chapter has been collected from various sources. Majority of data have been collected from field visits and desk research and previous report prepared by RTDA. Formal and informal discussions were held with the local people, project affected people and local government/non-government organisations and published reports, which have provided very useful information for preparation of this chapter. Information on project facilities, size, magnitude of activities, geology and soils of the project sites have been taken from the draft feasibility study of RTDA August 2013. The concept is to assess the extent the construction and operation of the proposed feeder road project is likely to have impact on above environmental attributes. A baseline environmental condition comprises the features present within the proposed carriage way as well as a strip of 2-4 m on sides of the existing road. This area is referred as right of way in the study in the report. It includes environmental features such as forest areas, ecological sensitive areas, water bodies (rivers, marshy and ponds), cultural properties, industries, and places of historical importance, tourism etc. The scope of this chapter is limited to only those issues, which are of concern in the environmental and social Impact assessment. The land use of the project area is agriculture, built up, forest and plantation. The major purposes of describing the environmental settings of the study area are:  Understanding the need of the project and environmental characteristics of the area;

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 Assessing existing environmental quality, as well as the environmental impact of the proposed project development;  Identification of environmentally significant factors or geographical areas that could influence decisions about any future development

Table 9 : Environmental and Baseline Scoping Matrix for the Project

Baseline Data Review/ Project Cycle Phase Likely Impacts collection A. LAND ENVIRONMENT Planning and Design Phase - Change of Land Use - Present Land use Construction Phase - Increase in Soil Erosion - Soil Characteristics - Pollution by Construction - Rainfall Spoils and Muck Disposal - Physiographic / Slopes - Use of land for Labor - Construction material / spoils Colonies and Solid Waste - Number of Employees Disposal during construction peak period B. WATER ENVIRONMENT Planning and Design Phase - Erosion of soil/roads - Drainage Pattern - Rainfall Construction Phase - Water Quality Impacts - Rainfall / Storms due to Disposal of Wastes - Water Courses/Drainage from labor Colonies and - Water Quality Construction sites - Waste water treatment - Water and Energy Supply - Waste water treatment and disposal from labour camps. Operation Phase Run off Drainage Problems C. AIR ENVIRONMENT Construction Phase - Impacts due to emissions - Ambient Air Quality generated by Construction machinery - Fugitive Emissions from Various Sources. Operation Phase - Exhaust Emission due to - Ambient Air Quality Road Operation D. NOISE ENVIRONMENT Construction Phase - Impacts due to - Ambient Noise Quality at construction machinery different Locations - vehicle Noise Operation Phase - Noise due to Road - Ambient Noise Quality at Operation different Locations E. ECOLOGICAL ENVIRONMENT Planning and Design Phase - Loss of Forest / Trees - Forest Area / Tree Number.

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Baseline Data Review/ Project Cycle Phase Likely Impacts collection - Wildlife species and conservation area Construction Phase - Loss of Forest/Trees - Forest area/ tree Numbers - Migration of Fauna - Faunal Species Operation Phase - Loss of Trees - Flora and Faunal F. PHYSICAL AND CULTURAL RESOURCES AND INFRASTRUCTURE Planning and Design Phase - Dislocation of Infrastructure - Identification of Infrastructure on ROW Construction Phase - Relocation of Infrastructure - Status of Infrastructure - Impact on Cultural - Status of Cultural Resources Resources Operation Phase - Impact on schools, - Values of environmental hospitals etc. attributes at sensitive locations G. Socio-Economic Environment Planning and Design Phase - Loss of Land, Houses, - Land, House, Livelihood data Livelihood, Job etc. Construction Phase - Loss of land, houses, - Land, houses, livelihood data livelihood, job potential Operation Phase - Livelihood - Socio-economic status

4.2 STUDY AREA The primary baseline data has been collected within the right of way of 9-10 m or 4.5-5 m on either side from centre line of the existing as well as proposed carriageway. The project influence area has been defined as 15 m on either side (Arial distance) from centre of road for collection of secondary data, including impacts due to ancillary sites like borrow areas, quarry, and material storage and disposal areas. The location of feeder roads is shown in chapter 3 on project description (Refer Figure 4).

4.3 LAND ENVIRONMENT The roads are located throughout of the district of Nyamasheke. The topography is mainly characterised by a steeply dissected hill area, i.e. erosive relief with dominant steeper slopes, ranging in altitude from 1,800 m at the offshore of Lake Kivu to over 2,500 m above sea level on the mountain ridge surrounding Nyungwe National Park. Therefore, in this area, feeder roads traverse many bridges, which are in different conditions and need rehabilitation and reconstruction. Almost 90% of western province is mountainous. Therefore, in this area, feeder road are located in mountainous area with high erosion risk. Parameters involved in land environment are physiographic, geology and soils and land use pattern. These are discussed in the following paragraphs.

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4.3.1 Physiographic and Land Use of District The Eastern part of the project area is located on the Congo-Nile crest which overhangs Lake Kivu. Almost all road traverses the mountainous area of the Congo-Nile crest. The rivers located in Nyamasheke District discharge their water into Kivu Lake and belong to the Congo River Basin. The Congo basin comprises only small and short rivers. River Rusizi in the south is its outflow towards Lake Tanganyika. The district relief is described as mountainous. Land use and land covers patterns are important in environmental impact assessment study from the point of view that land use describes the present use such as agriculture, settlement, etc and land cover, describes the material on it such as forest, vegetation, rocks or building etc. The average size of people in the household is 4.9 and average holding is 0.50 ha/household. Hence the land under agriculture is 40,204 ha. Land uses tentative details of the district are presented in Table 11.24 The forest cover in Rwanda is 22.1% (5,821 km2) of land area. Table 11: Land Use Details of Nyamasheke District

S. No. Land Use Area (Km2) % age 1 Agriculture Land 402.00 34.20 2 Forest and Nature Reserve 235.00 20.00 3 Water Bodies (Lake Kivu) 235.00 20.00 3 Others including woodlots, 303.00 25.80 houses, Roads and queries

Regarding soil protection against erosion on one hand, statistics unveil that the percentage of land that has been reported as protected against soil erosion in Nyamasheke District is 50-60%. Around 78% of cultivated land nationally is reported as being protected against erosion. The percentage of agricultural households incurring expenditure on chemical fertilizer in Nyamasheke District is 42% (national average is around 29%). The agriculture sector is dominated by tea, coffee, banana, and potatoes plantations which are the most grown crop in District.

4.3.2 Geology and Soils According to the Geological Map of Rwanda, the regional geology consists of Quartz- Phyllites, Granites to Granite-Gneisses, Quarzites and Mica-Schists, Amphibolites and Mylonites (Butare Complex) as well as Quartz-Phyllites and Meta-Volcanics (Nyungwe Formation).The greater part of the geological structure is occupied by such lithological varieties of Rocks. The region shows well developed drainage pattern. Metamorphic rocks form the major part of the rock mass and some magmatic rocks are also present. The soils encounter at different feeder roads at an average depth of 1.20 m vary from road to road. Generally the soils identified along the feeder roads are: a) Alluvial Clay to Silt Clay Soil; b) Alluvial Gravelly Sand Soil; c) Silt Clay Residual Soil; and d) Sandy Silt Residual Soil. The dominant soils are the result of alteration of the granite and the gneiss.

24 Rough Estimates on Land use and land cover from different reports / maps

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Disruption of drainage due to tectonic movements of the Pleistocene caused the formation of alluvial soils. These are the result of the erosion and available in the valleys around the rivers. The soils of the top of the mountains are products of granite and gneiss and have resisted erosion. Soils derived from schistose, sandstone and quartzite formations found in the Congo-Nile Ridge. Over the project area most of the valley slopes extending from river banks to the top of the ridges are cleared for cultivation of various crops. As a result, soil cover is well exposed. Soils have been degraded due to high rainfall, uneven relief conducive to erosion and agricultural over farming. In some sites, active erosion mainly caused landslide hazards which increase sediments in rivers. Other than that, erosion has also formed gully bodies through the slopes of mountainous area of Congo Nile ridge. The banks of the Rivers are composed of alluvial soils. Thus, the project activities may increase erosion and landslides rates at various points along the banks of rivers and in some lateral ravines during bridges reconstruction.

4.3.3 Soil Erosion Extensive deforestation for fuel wood and agriculture has reduced the soils‘ ability to withstand the scouring effects of rain in the upland watersheds, which has had serious downstream implications such as water pollution, turbidity in water and silting of water bodies. The slopes in the districts are over 25% which indicates the risk of high erosion. Erosion is of relevance to slope stability, which is in turn relevant to the design of the project and the conduct of operations such as excavation and drilling. Specific measures will be taken to address these considerations. Figure 6 presents the erosion risk in Nyamasheke District.

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Figure 6 : Soil Erosion Risk Map of Nyamasheke District

Source: Environmental and Social Assessment Report for the Feeder Roads Project of RTDA (2013)

4.4 WATER ENVIRONMENT Water environment consists of water resources such as streams, lakes, estuaries, water use, and quality. Understanding the water quality is essential in preparation of ESIA and to identify critical issues with a view to suggest appropriate mitigation/ management measures for implementation. Water availability is essential in the project area for construction and drinking. It is anticipated that water will be available for above purposes in project area.

4.4.1 Precipitation and Temperature Based on the data, Nyamasheke district is located in moist high land agro ecological zone, rainfall pattern in terms of distribution, intensity, and reliability poses periodical difficulties. The mean annual rainfall varies westward from 700 mm to 1,600 mm. The annual mean temperature varies eastward from 15°C to 21°C from western highland to eastern plains and hills respectively. The annual mean maximum temperatures range from 13°C to 28°C according to the layering of relief. The low values of 13°C to 20°C are observed in the northwest of the volcanic region. The highest values of more than 25°C can be measured in the east and southeast of the country and at the shores of Lake Kivu. The average annual minimum temperatures range from 5°C to 16°C and also correspond to the layering of relief. The lowest values of 5°C to 10°C are measured in the northwest

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of the volcanic region and southwest to the summits of the peak Congo Nile. Significantly colder temperatures, ranging from 11°C to 13°C, are observed in the high mountains of the north, over much of the southwest and in the extreme southeast. Figure 7 shows the rainfall pattern with temperature in Nyamasheke District.

Figure 7: Altitude, Rainfall and Temperature in Nyamasheke District

Source : Environmental and Social Impact Assessment Report of RTDA (2013)

4.4.2 Surface Water Resources Rwanda is divided into two major drainage basins: the Nile to the east covering 67 per cent and delivering 90 per cent of the national waters and the Congo to the west which covers 33 per cent and handles the remaining 10% of national waters. The Nyamasheke hydrological network includes lakes and rivers and its associated wetlands. A total Annual renewable water resource is 6.3 Km3/ Year and per capita annual renewable water resources 815 m3/person/year. The district has number of rivers and water bodies. The largest water body in the district is Kivu Lake. The drainage of Nyamasheke District is shown in Figure 8. The proposed feeder roads will be passing through or by side of number of water bodies, such roads and location are summarized in Table 12.

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Figure 8: Drainage Map of Nyamasheke District

Source: Environmental and Social Assessment Report of Feeder Roads in Nyamaskeke District, RTDA (2013)

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Table 12: Water Bodies along Feeder Roads

Priority Feeder Road Water Body Cross drainage at No Chainage 1 Hangar-Nyamugali-Gishugi River on Left One RCC Bridge 2 Gatare-Uwisumo-Gisovu Water Streams 22 minor bridges; 3 Muremure- Nyarubura-Peru No major Water Body Culvert 4 Giticyinyoni-Gihinga Stream Crossing 2 Minor Bridge 5 Wimana-Gasayo-Higiro Stream Crossing 5 Minor Bridge 6 Kini-Ngoma-Mwaga No water Body 7 Gisovu-Wisumo-Cyto-Rangiro Streams Crossing 11 minor bridges 8 Kamiranzovu-Gitwa- No water Body Ryarutungura 9 Gatare-Karambi-Musenyi- Streams Crossing 20 minor Bridges Nyankenke-Karengera 10 Kigoya-Muraza-Vugangoma- Streams Crossing 2 Minor Bridge Nyakabingo -Rupango Source: Consultants Field Surveys

4.4.3 Water Quality The project area falls partly in catchment of Congo River basin and partly in blue Nile Basin. In past water tests have been conducted and the results so obtained are documented in Table 13. The results have indicated that Magnesium and turbidity are very high and needs treatment before human consumption throughout the river system in Nyamasheke District. The main Cause of high values is erosion of Magnesium rocks.

Table 13: Water Quality of Surface Water25

S. Parameter Unit Nyabarongo Mwogo Rukarara Mwogo+ WHO No. Rukarara Standards 1 pH 7.58-8.1 6.41 6.56 6.56 6.5-9.5

2 No2 mg/l 0.037-0.047 0.077 0.12 0.115 3.0

3 Po4 mg/l 0.42-0.61 0.425 0.475 0.6 5.0 4 Ca mg/l 6.76-11.2 6.0 2.0 4.0 300. 5 Mg mg/l 6.96-12.76 1.45 0.87 0.87 0.1 6 Turbidity FTU 200-210 46.0 59 48 5.0

25 Rwanda Environment and Outlook: Our Environment for Economic Development, REMA, Kigali (2010)

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4.5 AIR ENVIRONMENT Air environment includes the Meteorology and air quality. Meteorology is an important parameter in environmental impact assessment exercise. The rainfall and temperature have already been discussed in section 4.4.1. The major factor for the diffusion of air pollutant is wind speed. It is responsible for the movement of air and air pollutants. The air quality of the district is not available in records. However, it appears that sulphur dioxide, Nitrogen Oxides, Carbon Monoxides and Hydrocarbons may be below detectable limits. Based on previous experience in similar topography the suspended particulate matter (SPM) may be in the range of 50-120µg/m3. The air quality of the district along the feeder roads may be within permissible limit (Refer Annexure-4). Moreover there is no major traffic on feeder roads which can contribute for the ambient air quality in the area.

4.6 Noise Quality Noise quality is an issue particularly in road projects especially due to slow and heavy traffic and blowing of horns on road. Noise Quality has been monitored along the proposed feeder roads at identified places during the day. During site visit it is observed that main source of noise are occasional movement of vehicles, wind blowing and other rural activities. The road wise noise monitoring sites and noise levels are reported in Table 14.

Table 14 : Noise Level at Monitoring Sites on Feeder Roads

Priority Feeder Road Location Distance Average Noise No from Start level during (km) Day dB (A) Hanger 0.0 38 1 Hangar-Nyamugali-Gishugi Nyamugali- 3.5 45 Gishugi 7.3 43 Gatare 0.0 35 2 Gatare-Uwisumo-Gisovu Gisovu 17 34 Giticyinyoni 0.0 48 4 Giticyinyoni-Gihinga Road Gihinga 8.6 42 Wimana 0.0 41 5 Wimana-Gasayo-Higiro Nyamurira 4.0 40 6 Kini-Ngoma-Mwaga On Road 0.0 56 Gisovu 0.0 45 7 Gisovu-Ruzizi-Rangiro Forest Guard 19.5 38 Rangiro 40 41 Kamiranzovu 0.0 50 Kamiranzovu-Gitwa- 8 Road Ryarutungura Gitwa 3.0 42 9 Gatare-Karambi-Musenyi- Gatare 0.0 49

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Priority Feeder Road Location Distance Average Noise No from Start level during (km) Day dB (A) Nyankenke-Karengera Karengera 21.0 39 Source: Field Monitoring During Day

It is apparent from the above table that the noise level are not exceeding the prescribe limits for different land use pattern. It is attributed to traffic movement on the road. The measured levels were compared with standards available in Annexure 5, it could be calculated that the noise levels are within permissible limit. All sensitive receptor (hospitals and schools) are located at a minimum range of 20-50 m the edge of carriageway and the noise level at the receptor will be further low.

4.7 ECOLOGICAL ENVIRONMENT Naturally occurring vegetation is now mostly restricted to the three National Parks. Nyungwe, the largest remaining tract of forest, contains 200 species of tree as well as orchids and begonias. The Akagera National Park covers an area of 108,500 ha, Nyungwe National Park has an area of 101,900 ha and Volcanoes National Park has an area of 16,000 ha. The Nyungwe National Park partly falls in district of Nyamasheke and the feeder road Gisovu to Rangaro passes through it. .

4.7.1 Forest, Flora and Vegetation The forest cover in Rwanda accounted for 240,746 ha (33.15 % of land area). It also includes degraded natural forests covering 15.79%, bamboo forest of 1.82%, savanahs accounting for 1.55%. In addition large eucalyptus plantations to the extent of 26.4 %, recent plantations of eucalyptus and coppices and 5.01% of pinus plantations are also reported in the country. During this study, site-specific data on flora and vegetation were collected. The data were evaluated and particular attention was given to the species of national and international concern and their habitats. The demand of wood to meet energy needs has created deforestation which has created the high rates of erosion in the upland watersheds causing serious downstream implications. This has increasingly accelerated the encroachment of fragile lands such as hill sides and wetlands, degradation of water resources and loss of critical habitats and biodiversity. The overall Project area includes different botanic diversity of flora and vegetation due to geological, geo-morphological, hydrological and soil conditions. Scattered Human settlements, intensive and diversified agro-pastoral practices and deforestation caused the disappearance of this natural vegetation. The steep topography affects the formation and distribution of vegetation in the project area. These disturbances have resulted in the appearance of secondary formations of plants and countless seasonal or perennial species alternating with crops. There are four defined forest categories. These are: the Congo Nile Ridge Forest, a natural forest that encompasses the national parks and reserves; the savannah and gallery-forests; forest plantations consisting of species of Eucalyptus sp, Pinus sp, and Grevillea robusta; and agroforestry areas in farm lands and also anti-erosion measures.

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Trees within Immediate Corridor of Impact (COI) : Preliminary tree inventory within the proposed ROW revealed that there are trees and various species are likely to be impacted due to proposed improvement. The tree species comprise of Eucalyptus sp, Pinus sp, and Grevillea robusta; Fiucus sp, etc. The flora / Vegetation in ROW of feeder roads are summarized in Table 15 with their girth wise details are summarized in Table 16.

Table 15 : Trees Along Feeder Roads With in Right of Way

Priority Feeder Road Length in Km and Number of Trees (no) Total No (No) 0-3 3-6 6-9 9- 12- 15- 18- 12 15 18 21 1 Hangar-Nyamugali-Gishugi 70 44 47 161 2 Gatare-Uwisumo-Gisovu - 1 - 15 13 22 - 51 3 Muremure- Nyarubura-Peru 53 - - - 53 4 Giticyinyoni-Gihinga 22 39 61 5 Wimana-Gasayo-Higiro 16 36 23 9 84 6 Kini-Ngoma-Mwaga 138 1 - 139 7 Gisovu-Wisumo-Cyto- 4 ha* Rangiro 8 Kamiranzovu-Gitwa- 18 22 40 Ryarutungura 9 Gatare-Karambi-Musenyi- 3 4 - 5 3 6 3 24 Nyankenke- Karengera 10 Kigoya-Muraza- 3 63 3 41 40 150 Nyakabingo -Rupango Total 323 210 73 70 53 22 - 751 *Nyungwe National Park starts at 0 km and continues upto 20 km about 4 ha of forest will be lost. Source: Field Surveys

Table 16: Girth Wise Details of Trees

Priority Feeder Road Girth Class26 Total No (No) G1 G2 G3 G4 G5 G6 G7 1 Hangar-Nyamugali-Gishugi 107 38 14 2 161 2 Gatare-Uwisumo-Gisovu 17 21 5 1 5 1 1 51 3 Muremure- Nyarubura-Peru 53 53 4 Giticyinyoni-Gihinga 29 20 9 1 2 61 5 Wimana-Gasayo-Higiro 36 16 28 3 1 84 6 Kini-Ngoma-Mwaga 44 90 4 1 139 7 Gisovu-Wisumo-Cyto-Rangiro 7ha* 8 Kamiranzovu-Gitwa- 33 7 40

26 G1:30-60cm, G2:61-90cm, G3:91-120cm, G4:121-150cm, G5:151-180cm, G6:181-210cm and G7: Above 211cm

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Priority Feeder Road Girth Class26 Total No (No) G1 G2 G3 G4 G5 G6 G7 Ryarutungura 9 Gatare-Karambi-Musenyi- 11 5 4 4 24 Nyankenke-Karengera 10 Kigoya-Muraza-Vugangoma- 104 42 1 1 1 1 150 Nyakabingo -Rupango Source: Field Surveys, September 2013

Some plant species observed during the field surveys along the feeder roads are shown Table 17. Their morphological forms indicate that herbs are also abundant along the roads of the study area. The Annexure 6 list the origin of species on the ROW. There is no rare and endangered species on the ROW. However Nyugwe Forest have rare and endangered species.

Table 17 : Trees, Shrubs and Herbs Along the Feeder Roads

S. No. Tree Species Shrub Species Herb Species 1. Acacia mearnsii Clerodendrum rotundifolium Ageratum conyzoides 2. Acacia melanoxylon Coffea arabica Bidens pilosa 3. Alnus glutinosa Dracaena afromontana Conyza sumatrensis 4. Crassocephalum Casuarina equisetifolia Lantana camara vitellinum 5. Eucalyptus sp Manihot esculenta Cyperus latifolius 6. Euphorbia tirucalli Manihot glaziovii Digitaria abyssinica 7. Erythrina abyssinica Ricinus communis Hyparrhenia sp 8. Ficuss sp. Tithonia diversifolia Lactuca sp 9. Grevillea robusta Tetradenia riparia Leonotis nepaetifolia 10. Jacaranda mimosifolia Vernonia amygdalina Mikania cordata 11. Leucena leucocephala Musa sp 12. Melia azedarach Ocimum sp 13. Macadamia tetraphylla Oryza sativum 14. Mangifera indica Pennisetum purpureum 15. Persea americana Phytolacca dodecandra 16. Pinus patula Spermacoce princae 17. Psidium guajava Tagetes minuta 18. Rhus longipes Source: Field Survey September 2013

4.7.2 Fauna / Wild Life The greatest diversity of large mammals is found in the three National Parks, which are designated conservation areas. Nyungwe Forest boasts thirteen primate species

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including chimpanzees and Ruwenzori colobus arboreal monkeys; the Ruwenzori colobus are reported to move in groups of up to 400 individuals, the largest troop size of any primate in Africa. The majority of significant wildlife species have either been eliminated from the project area either due to the habitat losses through agricultural cultivation which have been for generations a significant part of livelihood of local people

4.7.3 Avifauna There are 670 bird species in Rwanda with variation between east and the west. Nyungwe Forest, in west has 280 recorded species, out of which 26 are endemic. The Ruwenzori Turaco and Handsom Francolin. Common species of wildlife in Nyungwe National Park27 are summarized in Annexure 7.

4.7.4 Fish Species Native fish include species of Barbus, Clarias, and Haplochromis, as well as Nile Tilapia. Limnothrissa miodon and Tanganyika sardine. The fish fauna in Lake Kivu is relatively poor (28 species). There are several endemic species of Haplochromis (cichlids) and a small clupeid, Limnothrissa miodon. Its exploitable stock was estimated at 2000 - 4000 tons per year. The sardine Limnothrissa miodon was introduced to Lake Kivu in the late 1950s by a Belgian Engineer A. Collart. At present, Lake Kivu is the sole natural lake in which Limnothrissa miodon, an endemic sardine originally from Lake Tanganyika, has been introduced initially to fill an empty niche. There is no road alignment which is likely to pass through the lake hence no impact on fisheries is anticipated.

4.8 SOCIO-ECONOMIC ENVIRONMENT Nyamasheke district is part of the Western Province. Nyamasheke borders Kivu Lake at west, Rusizi district at south-west, the district of Karongi at north-east and Nyamagabe district at east. The district has a population of 383,138 inhabitants (Census 2012 provisional data) and extends over an area of 949 sq.km; the population density accounting for 404 people/sq.km is slightly lower than the national average (416 people/sq.km) and 4% lower than the Western Province average (421person/sq.km), whereas the population growth 2002-2012 has been 1.66%% while the national average is 2.6%. The population is unevenly distributed over the district area, the most populated area is the sector of Nyabitekeri with 957 people./sq.km, the least populated sector is Cyato in the southeastern part of the district with a density of 136 people./sq.km. The average size of the household for Nyamasheke district is 4.9 persons, which is the same as for Western Province. It is slightly higher than the national average (4.8). Nymasheke ranks among the six districts with higher average sizes of household, the highest country- wide being Rusizi.

27 Source: Andrew J. Plumptre, Michel Masozera, Peter J. Fashing, Alastair McNeilage, Corneille Ewango, Beth A. Kaplin, and Innocent Liengola. Biodiversity Surveys of the Nyungwe Forest Reserve In S.W. Rwanda. WCS Working Papers No. 19, May 2002Available online: http://s3.amazonaws.com/WCSResources/file_20120123_044858_Nyungwe+Biodiversity+Surveys_OPJu.pdf

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4.8.1 Socio-economic Conditions Concerning the households economic condition and making reference to poverty and extreme poverty lines, set out at 118,000 and 83,000 RWF, Nyamasheke district is ranked the last but one bottom position country-wide by percentage of extreme-poor and poor1 population categories. About 36% of the population in Nyamasheke district is identified as non-poor, 22.8% as poor (excluding extreme-poor) and 40.6% as extreme- poor. Compared with other districts of Western Province, Nyamasheke district comes seventh out of seven districts for proportion of non-poor. Nyamasheke district comes 29th among the thirty districts of the country. In Nyamasheke district household income is less driven by agriculture (44%), followed by wage income (29%) and public and private transfers (10%). The smallest contributor to household income in Nyamasheke district is business income (8.5%). From the viewpoint of the basic services Nyamasheke district ranks lower than the national average. Walking distance to basic services can be considered an indicator of both provision and coverage of such services and the remoteness of households’ dwellings. Concerning the mean walking distance to primary school Nyamasheke is classified the 18th district with a mean walking distance to a primary school within the interval of 25.4 minutes; 60% of households are between 30 and 59 minutes of a primary school. The mean walking distance to a primary school is 28.6 minutes in rural areas, while it is 27.2 minutes at national level. The mean walking distance to a health centre in Nyamasheke district is 57.6 minutes; only 19% of households walk for less than 30 minutes to reach a health centre. The mean walking distance to a health centre is 35 minutes in urban areas and 64.4 minutes in rural areas, while it is one hour country-wide. Employment in Nyamasheke district, the overall employment rate is 86.7% of the resident population aged 16 years and above; the economic inactivity rate is 13.3%. Nyamasheke district is ranked second by employment rate after Ngororero district (93.9%) in Western Province. The national average employment rate is 84%, the unemployment rate is 0.9% and the economic inactivity rate is 15%.

4.8.2 Socio-Economic Conditions of Affected People In order to capture the socio economic conditions of the population affected by the feeder roads project in Nyamasheke District, the consultant carried out a field survey by using a questionnaire. A copy of questionnaire is available in Annexure 8. After conducting the field visit of all feeder roads in Nyamasheke District it was revealed that 28 houses will be affected by the rehabilitation of the feeder roads. The consultant conducted a questionnaire based interview with owners of the houses to be affected, as the latter could not know either read or write. Data collection comprises one by one interview, using questionnaire during which 28 families were interviewed. Data collection was carried out within 3 days (18-20 September 2013). The interviewee mainly the head of household was asked to make a list of both and absent members of his/her household. The questions asked were related to different variables: family size, education, marital status, income and source of income, housing, etc. The Analysis has indicated that 50% of the PAP families size is Large, means that the size of the family is above 7 per household. While 32, 2% are

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medium, which means that they are within the range of 5-7 in the family and 17, 8% has small size, means below 5 persons per family. Considering the whole district of Nyamasheke, the EICV 3 shows that the average size of the household for that district is 4.9 persons, which is the same as for Western Province. It is slightly higher than the national average (4.8). The marital status of the PAP is an important parameter to know the views of different categories of people about the project. About 57.1% of PAPs are married; 14.2% single, 7.1% divorced, and 21.4% widow and balance are not applicable. About 86.7% of the PAPs of aged 16 years and above are employed either on their own farm or on others farms. It is observed that 89.2% are drawing their income from agriculture. Out of these 17.9% are vulnerable. The level of education among the PAPs is very low. About 42.8% are illiterate, primary (elementary level) education represent 39.2%, 10.7% have incomplete secondary level, and 3.5% completed the secondary education. The proportion representing those who completed the secondary vocational represents 3.5%. About 100% of PAPs live in their own houses and all categorized in rural house. A big proportion of these houses 96,5% are built in soil blocks know as Rukarafara, while only 3.5% of the are built in wood. All the surveyed households (100%) have private toilette. Only 46.4% have access to electricity, while 7.4% use solar energy. The impacts and socio-economic status is presented in resettlement action plan available as separate report.

4.9 PHYSICAL CULTURAL RESOURCES The World Bank Operation Policy OP4.11 April 2013 addresses the physical cultural resources which are defined as movable or immovable objects, sites, structures, group of structures and natural features and landscapes that have archaeological, historical, religious and other cultural significance. The objective is to mitigate or avoid adverse impacts on physical cultural resources from development projects. During field visit no physical cultural resources identified. Only data related to infrastructure have also been compiled.

4.10 INFRASTRUCTURE ON ROAD SIDE

The infrastructure facilities on road side are presented in Table 18. Table 18: Infrastructure Facilities Distance from Start

Priority No Feeder Road Water Supply Electricity Schools Tanks Poles (Hospital) 1 Hangar-Nyamugali-Gishugi 5 km 0.2 km 1 2 Gatare-Uwisumo-Gisovu - - 1 (1) 3 Muremure- Nyarubura-Peru - - 1 4 Giticyinyoni-Gihinga - - 1 5 Wimana-Gasayo-Higiro - - 1 (1) 10 Kigoya-Muraza- - - 1 Nyakabingo -Rupango Total - - 4 (2) *No Mosque or Genocide cite has been observed in study area

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5. ENVIRONMENTAL AND SOCIAL IMPACTS

5.1 ENVIRONMENTAL AND SOCIAL IMPACTS In pursuance of the global goals of nature conservation and protection of environment to which Rwanda is committed, the Government of Rwanda have initiated plans, schemes and actions to implement various legislations, the latest being the Environment Impact Assessment Law (2008). The Guidelines and procedures for EIA were issued in 2006 for development projects. The schedule of the notification has categorized the projects from environmental angles as per sectors. The roads/ highways have been kept in infrastructure and need environmental clearance. The project is on reconstruction and modification/ expansion of feeder roads in Nyamasheke District. Hence an EIA is required before construction of the project. With rapid strides in economic development, the need for rationalizing the development is imperative. In the process of development there has been intensive use of natural resources, very often leading to ecological imbalance. In construction projects like this involving wide ranging construction activity, conservation of flora and fauna is an important aspect of eco-development. The impacts of the project could be positive or negative. Both types of impacts have been studied and wherever possible, have been quantified. The potential impacts have been assessed in this chapter from the proposed development on environmental baseline conditions (refer Chapter 4), while recommendations for environmental management and enhancement measures have been enumerated in Chapter 6. The impacts are categorized as direct and indirect impacts.

5.2 IMPACT IDENTIFICATION The potential environmental and social impacts depend on the location of the project and type and volume of the interventions due to proposed development. The project activities such as levelling, cutting, clearing of vegetation, felling the trees along the road, construction of culverts & bridges on rivers, setting up of labour camps, installation of construction machinery and other related operations are bound to cause environmental impacts (positive/negative). The impact, due to road project on environment, can be minimized or avoided, if appropriate management measures are adopted during design, construction and operation phases. The identification of potential impacts is based on field inspection of existing road with due consideration of direct, indirect, cumulative, positive or negative and secondary impacts on environmental attributes. The impacts are presented for both positive and negative in nature for different phases of project cycle in the following sections..

5.3 POSITIVES IMPACTS Based on project particulars Chapter 3 and the existing environmental conditions Chapter 4 potential positive impacts have been identified that are likely to result from the proposed project and wherever possible these have been quantified. The current state of the road is challenging especially to the road users. Rehabilitation of the Nyamasheke Feeder road network will thus bring about many benefits. Positive impacts have been identified for different phases of project cycle and discussed in the following sections.

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5.3.1 Impact during Planning and Design phase i) Employment opportunities During the planning and design period, new jobs will be created in the form of skilled and unskilled labour in the community to conduct topographical and geological investigations. A majority of unskilled labour will be sourced from the local residents. Indirect employment will be in the form of suppliers and other forms of sub-contracted works that will be required for planning and design of project components. Women will also have an opportunity to secure employment ii) Skills transfer The international consultant will associate with local counter parts. In the process of planning and design the local technical manpower will work with the international experts, This process of working together will transfer design and planning tools, computer design software and other useful guideline which are used in similar topographical conditions in the world. iii) Training The international consultant will provide training to local counter parts for activities likely to be implemented during construction and operation phases. This will go a long way in meeting the requirements of the country in the transport sector and road in particular.

5.3.2 Impacts during Construction Phase i) Employment Opportunities During the construction phase it is estimated that about 500 people will be working as labour both skilled and unskilled. In addition new jobs will be created in the Government to implement, monitoring and evaluation of the project. A majority of unskilled labour will be sourced from the local residents and hence this will create and employment throughout the district. Indirect employment will be in the form of suppliers and other forms of sub-contracted works that will be required for construction of project components. Women will also have an opportunity to secure employment. ii) Enhancement of Rural Economy As the construction works are spread throughout the district in rural area. The rural people will get an opportunity to work for the project. This will increase their income. Those are involved in trade will have opportunity to supply the items required for the work force working at site. iii) Social Interaction Working together will enhance social interaction between the people of two different places and levels. iv) Boost to Industrial Activities During construction country made product will be utilized such as cement, gravel, reinforced pipes etc, the consumption of these will give a boost to industrial production of

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material manufacturing organization. During construction, supply of construction materials, direct sale of household goods, consumables and foodstuffs to the workers will improve trade in Rwanda. In addition, the transport sector will be benefited for transport of material from manufacturing site to construction site. This will provide direct and indirect employment.

5.3.3 Impacts during Project Operation i) Improved Transport System, Accessibility and Communication As a consequence to the poor road condition, investors in the transport industry have no incentive, hence the public transport system is underdeveloped and unreliable with only some buses plying the road at designated times in some sections of the road. Residents, therefore, have to seek other means of transport from unauthorized vehicles such as pick-ups and trucks. With the improvement of the road, transport will be improved both in terms of travel time, comfort, safety and lower costs associated with an increase in public service vehicles. During operation, accessibility to the various public institutions and markets will be enhanced, in particular, accessibility to health centres, churches, and educational facilities. After rehabilitation and reconstruction of Feeder road network, the condition of the road will improve and transportation of commodities to and from the project areas. It will contribute to the socio economic development of the project area. The improved Road Safety and Reduction in road accidents as opposed to the current situation in which, accidents are quite rampant due to the rutty, rugged nature of the road, dust, ditches and pools of water etc. The development will lead better and wider connection and development of district with other surrounding districts. ii) Employment Opportunities In the post construction phase the project will provide social benefits in terms of direct employment by way of better commercial and industrial development of the area. Additionally more people may be indirectly employed in allied activities and trade. In the operation phase of the project more job opportunities will arise in various sectors such as the transport industry, the tourism sector, commerce and trade of agriculture products. Taken together, job creation will help to reduce the problem of unemployment with attendant improvement in income for the workers’ household and revenue for the country. Apart from additional employment opportunities in farming operations, access to nearby market, would also provide opportunity for marketing of farm products and farm inputs creating additional employment in the locality. iii) Enhancement of Rural Economy (Agriculture and Trade) The road will provide a stimulus growth to the District as well as improving trade with the other nearby districts through faster transportation of agriculture products. The performance of this sector is likely to experience the greatest gain upon improvement of the road since majority of the population derive their livelihood form agriculture. The agriculture is expected to be the greatest beneficiary of the project. The poor road network was repeatedly cited as one of the major hindrances to the growth of the agriculture sector that accounts for 90 percent of employment. Road condition has led to

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low incomes for farmers and the subsequent inability of the district to increase the sector as required. After rehabilitation and upgrading of the road, there is greater potential for the establishment of agro-processing plants to process the huge supply of fruits, banana and other crops. In the fieldwork survey it was noted that a lot of agriculture products are sold in Kigali City. Currently local farmers face problem of market because of higher transportation cost. In addition, some of the agricultural goods like vegetables from the locality were of lower quality due to the longer transport time to markets. With the anticipated efficient, reliable and cheap transport, the following are likely to be achieved.  Quick and easy transport of perishable farm produces such as vegetables and fruits to markets and livestock too on less price;  Cheaper and available farm inputs and ease in provision of services to farmers  Easy access to bigger and better markets such as Nyamasheke and in surrounding Districts  Improved marketing of agricultural products, thus higher prices;

It is likely that the farmers of most agricultural products in the area will improve depending on the commodity and the season. All the above impacts on this dominant sector will have indirect positive impacts on other sectors, especially trade and commerce, transportation, health and nutrition and education. iv) Reduction in Length and Travel Time between Two Destinations The proposed feeder roads intersect with National Road 6 at number of places with feeder roads. On commissioning, the feeder roads, will improve connectivity between two places, provides faster access to Nyamesheke Karongi, Kibuye, Butare and Kigali resulting in reduction in length and travel time and facilitate the development of new economic corridor. v) Potential to Improve Drainage and its Environmental Benefits The current drainage structures are mainly inadequate and / or in disrepair. Often the structures cannot accommodate high flows associated with flash floods in the wet seasons. In addition soil depositions; debris and solid waste have also clogged several drainage structures where routine maintenance activity is inactive. The project will redesign, upgrade and reconstruct all these structures. The improved road drainage system and reconstruction of bridges will reduce erosion rate. The application of bioengineering measures in high erosion risk zone will reduce possible landslides. vi) Skills Transfer and Training Through labour recruitment locally the workers will have an opportunity to learn an array of skills that relate to road rehabilitation and reconstruction. Improved transport will improve interaction with other communities that will also provide an opportunity for further learning and cultural exchange. vii) Enhanced Social Interaction The infrastructures for social services developed in the area are schools, health centres, water and energy. The expected rehabilitation/ upgrading of the feeder road will augment 64 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

existing social amenities and stimulate growth in other sectors, ultimately adding to agricultural development. The road network will contribute to the development of the key to the district’s economic development. With the construction of feeder roads, the main artery for social interaction amongst towns and villages along the route shall be strengthened. The general quality of life along the route will be enhanced. viii) Road Safety The operation of feeder roads will make travelling easy. Improved feeder road will improve road Safety and reduction in road accidents as opposed to the current situation in which, accidents are quite rampant due to the rutty, rugged nature of the feeder road.

ix) Reduction in Green House Gases During operation of road the vehicles will operate closer to design speed which will help reduction of emission of hydrocarbons and carbon-monoxide from exhaust. Hence the emission reduction of carbon monoxide will decrease the emission of green house gases which will have positive impact locally and regionally. x) Reduction in Fuel Consumption The vehicles provide better fuel performance at optimum air to fuel ratio which is optimum around design speed. The feeder roads are designed for 40 km per hour or more which is closer to design speed. This will facilitate in less fuel consumption which will have less burden on exchequer and will be direct impact on country economy.

5.4. NEGATIVE IMPACT Leopold matrix has been used to show possible interaction between developmental activities and a set of environmental characteristics. On top on X-axis, project cycle activities are considered while on Y-axis, Valued Ecosystem Components (VEC) are taken to identify the impacts, through interaction method, The boxes are marked with possible impact during different phases of project cycles. Impacts on environmental component due to project activities are summarized in Table 19 and discussed in subsequent sections.

5.4.1. Impact during Planning Phase i) Change of Land Use Pattern The development in the study area will definitely bring substantial change in the land use pattern as the road modification/ construction will require additional land from private and government. It is estimated that on an average 3 m widening will require 45 ha land for the priority feeder road improvement. The analysis of data has also indicated that about 80% land on road side is under agriculture. Hence 30 ha will be under agriculture. About 20 km of feeder roads are passing through National Park which mean about 7 ha of forest area will be utilized. The land use change is presented in Table 19. This land requirement for the road construction will change the land use permanently from Barren/agricultural/built up land into road. This impact is permanent and irreversible change in land use pattern.

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Table 19: Impact Matrix for Potential Environmental Impacts

Component Project Activity Affected Pre- Construction Phase Operation construction Phase Phase Land Site Removing Contractor Vehicles & Quarries Construction/ Construction Operation Acquisition clearance trees and camps Machines modification Machinery vegetation operation of Roads and maintenance Soil Loss of Loss of Erosion and Contaminati Contamination Increase Soil pollution Pollution due Soil Agricultural crops loss of top on from by fuel and in erosion, to spills contaminati land soil wastes lubricants siltation on due to Compaction of and slope surface soil instability runoff Ground Evaporation Water Water Exploitation of Maintenan Water extraction extraction for water for ce of trees for drinking cleaning construction /shrubs and other purposes Surface Loss of water Change in Siltation Pollution Contamination Water Change in Pollution due Degradatio water body water Torrent from by fuel & logging water quality to spill into n due to quality and runoff sanitary & lubricants and and reduction water bodies spills & siltation other mosquito of GW road runoff wastes breeding recharge Drainage Change in Change in Change in Change in Change in Interference Cleaning & natural natural drainage natural drainage with natural maintenan drainage drainage pattern due drainage pattern drainage and ce pattern pattern to disposal of pattern due to water logging wastes on spills soils

Air Quality Increase in Reduced Pollution Dust & air Dust Dust pollution SPM, SO2 Increase in

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SPM buffering of due to fuel pollution pollution and odor SPM, SO2 air pollution, burning problems and NOX change in climatic conditions Noise Increase in Reduced Increase in Vibration Vibrators, Increase in Increase in Quality Noise level buffering of Noise level from mixing plant Noise noise Noise blasting noise etc. levels due operations to increased traffic. Flora & Loss of Loss of Cutting of Disturbance of Collision Fauna trees and trees and trees for Wildlife with migration disturbance fuel burning Wildlife of wild life to wild life Forest(Nyun Habitat Loss of Encroachm Disturbance to Loss of Loss of forest Disturbanc gwe forest) loss and forest ent into Wildlife habitat/ e to wildlife vegetation forest areas cover Socio- Rehabilitation Loss of Loss of Transmissio economic and Livelihood Fruit Trees n of Resettlement Disease Physical Rehabilitation Loss of PCR Cultural conservation and other Resources and facilities protection

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Table 21: Land Use Change

S. No. Item Area (ha) 1. Agricultural area 30.00 2. Forest / National Park Land 7.00 3. Other uses (House./ Barren area) 4.00 4. Woodlots/Agro Forestry// water 4.0 Total 45.00 ii) Change of Land Use due to Borrow/Quarry Areas About 550,942 m3 of earth work is likely to be involved in up-gradation/widening of feeder roads from excavation in rock and earth from borrow areas for wearing course and capping layer. Out of this 159,998 m3 will be from borrows areas. The excavations of earth from rock in mining areas and borrow areas will require cutting of the rock and soils. If a depth of 4.0 m is taken for quarry/mining, the land required will be 9.80 ha and for average depth 2 m for borrow areas, the land required will be 8.0 ha. In table 9 about 9.2 ha of quarry and mining area have already been identified. Additional 8.6 ha needs to be identified in the vicinity of proposed roads to avoid transport problems. Under the management plan the excavated pit sites are required to be restored and reclaimed in a satisfactory manner on completion of quarry operations. As the quarry will be restored and reclaimed by the contractor, impact on land environment will be of short duration and could be managed by the management plans. Emphasis should be laid on maximum use of the stripped top soil in road junctions, redevelopment of borrow areas and additional landscape works in the project. Excavations of earth from borrow areas may also lead to loss of topsoil and soil erosion problem during rains. Most of the above impacts are of short duration and will be planned during planning phase and implemented during construction phase. This impact is permanent and irreversible change in land use pattern.

5.4.2. Impact during Construction Phase i) Soil Loss The soil loss will be in terms of top soil erosion from right of way, borrow pits, quarries, and storage of material areas. The slopes in the districts are over 25% which indicates the risk of high erosion (Refer Figure 6 Chapter 4). Erosion is of relevance to slope stability, which is in turn relevant to the design of the project and the conduct of operations such as excavation and drilling. The construction will be completed in 12 months. The soil erosion is likely to take place due to up-gradation and widening of project roads About 30.26 ha of area will be stripped for cleaning of road surface for the project work which is estimated 2,017 m2 per km. Excavated earth material will be reused in the road construction or will be used to fill the low laying areas hence its disposal is not likely to have impact on the environment. To prevent the soil erosion, monsoon season work is likely to be stopped. In addition 90,795 m3 of the topsoil from all areas shall be stripped to a specified depth of 150 mm and preserved properly. This top soil will be 605 m3 per km. The stored topsoil will be utilized for the redevelopment of borrow areas, top

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dressing of the road embankments, fill slopes and filling up of tree pits proposed as part of compensatory plantation/greenbelt development. During the construction, vegetation will need to be cleared within the proposed RoW, which may pose some soil erosion problem during first few rains. Embankment/slopes near newly constructed bridges and structures may be prone to the soil erosion. Such embankment and slopes will need to be stabilized as soon as construction is over. The impact of soil loss is of short duration and will be reversible. ii) Soil Pollution The soil pollution may take place due to improper disposal of waste material on the open ground. The waste likely to fall on the ground may be solid waste / liquid waste form labour camps. Soil pollution may be due to spillage of oil and grease by construction machinery and equipment. Appropriate waste disposal methods have to be adopted. Proper care should be taken while locating the above utilities / facilities so as to minimize the soil pollution. The impacts are of short duration and will be reversible. iii) Disruption in Drainage Pattern The feeder road will traverse 150 km through hills. The roads that intersect drainage basins generally modify the natural flow of surface water by concentrating the flow to certain points and increasing the velocity of flow. Depending upon the flow, these changes can contribute to flooding, soil erosion, channel modification, siltation of streams etc. These effects are often felt well beyond the immediate vicinity of the road. Being the existing road getting modified by widening the same which is on the existing alignment; hence no change in drainage pattern is anticipated due to the project. However proper cross drainage works on the alignments will be required. There are number of major bridge, causeways and minor bridges which will also need improvement. iv) Compaction of Soil and Loss of Fertility Compaction of soil during construction phase, adjoining productive lands may take place due to the movement of construction vehicles, machinery and equipment. This may lead to loss of fertility of the soil. The impact will be of short duration and reversible. v) Water Pollution Surface water bodies such as river, seasonal streams are located along the road. Soil erosion from borrow areas, loose soil from road and tree felling may increase sediment load in the water bodies ultimately impact the water quality of the surface water. Construction of bridges may also create water pollution during construction phase. The short-term increase in runoff laden with sediment may also occur due to the removal of trees, vegetative cover and top soil. The suspended sediments and the associated pollutants may get washed into these water sources leading to change in water quality. In addition construction of bridge and culverts may increase turbidity. Contamination of water bodies may result due to spilling of construction materials, oils and greases and paint during transportation and at the equipment yards. But the quantity of such spill will be negligible. Care however, needs to be taken to provide adequate sanitary facilities and drainage in the temporary colonies of the construction workers. Provision of adequate washing and toilet facilities with septic tanks and appropriate refuse collection and 69 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

disposal system should be made obligatory. Water pollution impacts on surface water quality during pre-construction will be low, spatially restricted and very short term. Such impacts during the construction phase will be moderate particularly in areas of bridge construction but short term and reversible. vi) Increased Water Demand The water requirement will be increased during construction phase. About 500 people are estimated during peak period. The peak demand is estimated about 35 KL/day. In addition, water will be required for construction purpose all along the feeder roads. All these activities shall have to be located within the vicinity of the project site during construction phase, hence proper care have to be taken while deciding the location of these activities. Identification of suitable locations shall have to be carried out based on water availability in order to safeguard the nearby environment. Water sources and quality, including surface water, is likely to be impacted due to road construction activities such as setting up of workers camp, transportation and storage of construction material. vii) Health Risks due to Waste Disposal Health risks include disease hazards due to lack of sanitation facilities (water supply and human waste disposal) to the workers during construction both at construction site and at Contractor’s camp. Unscientific disposal of waste from contractor’s camp can lead to contamination of both ground and surface water. This could lead to outbreak of water borne disease such as diarrhoea, dysentery, typhoid etc. The solid waste generated in contractor’s camp if not treated properly may cause leaching and environmental pollution. Management measures include proper sanitation, health care, and solid waste disposal facilities. In addition to these, efforts need to be made to avoid water spills, adopt disease control measures. The impact will be of short duration and reversible. viii) Solid Waste and Construction Spoils The solid waste from labour camp and construction spoils need to be disposed. It is estimated that about 500 people will be working and about 1,500 people will be living in construction labour camp. The office and domestic waste of about 0.2 kg/person will be generated. It means about 300 kg/day of waste need to be disposed every day. In addition the construction of road pavement, bridges and culverts and road side drains .will generate construction spoils. About 10-15% of the construction material is left behind by the contractor as construction waste / spoils. The material required for construction is summarized in Table 8 and reproduced in Table 21 which may need disposal.

Table 21: Construction Spoils Need Disposal After Construction

S. No. Material Construction Material (m3) Construction Spoils (m3) 1 RCC 953 95 2 Stone Masonry 1,960 196 3 Mortar 1,077 107 4 Stone Riprap 17,537 1,754 Source: Consultation Computation

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Dumping of construction waste / spoil in haphazard manner may cause surface and ground water pollution near the construction sites and breeding site for mosquitoes, hence, it is proposed to clean the area and dump/dispose the construction spoils at the dumping site specified by the local authority to avoid any adverse impact on health and well-being of people. ix) Air Pollution The impact on air environmental is a factor of type of vehicle, fuel used and its capacity. The consultant has taken emission factor to estimate the pollution potential on air environment during construction and operation phases. It is also assumed that the quarry site will be closer to the road under construction to save on fuel and emission load on environment. During calculation density of soil and rock is taken as 1,800 kg/m3 and 2,400 kg/m3 respectively. The vehicle emission factors are summarized in Table 22. Although, in the construction phase, air quality impacts are of short duration, but it does not mean that these should not be considered. Consumption of diesel during construction activities will be the principal cause of incremental air pollution. Diesel powered trucks required for the haulage of earth and other construction material and running of construction machinery at the construction yards are the major sources of air pollution.

Table 22: Vehicles Emission Factors

Vehicle Type Emission Factor (gm/km) CO HC Nox CO2 PM Moped 0.81 0.5 0,29 20.1 0.01 Motor cycle 3.12 0.78 0.23 22.42 0.01 Passenger Car (Diesel) 0.06 0.08 0.28 148.8 0.015 Passenger Car (Petrol) 0.84 0.12 0.09 172.9 0.002 LCV 3.66 1.35 2.12 401.2 0.47 Trucks 6.0 0.37 9.30 762.4 1.24 Bus 3.2 - 11.0 - - Source: Emission Factor in Developing Countries like India for vehicle Manufactured after 2000.

The construction materials required for the project indicates the transportation of about 159,998 m3 of borrow earth, 390,994 m3 of rocks and 3,990 m3 of other construction material. This will increase the traffic volume due to the material haulage and other construction activities during the period of major material transport. The air quality due to the movement of trucks will be impacted. These impacts can be minimized by transporting the materials during the off-peak hours. The likely impact on air environment is presented in Table 24. The pollutants emitted during construction period of 12 months are estimated 780 tons other than carbon-dioxide. The emission will be 50.1 gm/second in the atmosphere; due to high turbulence in the atmosphere, rainfall and dispersion; the increase in ambient quality of any pollutant will be less than 1 µg/m3 which is insignificant.

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Table 24: Emission during Construction (12 months)

S. No. Pollutant Unit Value Due to Transportation of Total (Tons) Rock Earth Other Material

1 CO Tons 211.00 64.8 1.0 276.8 2 HC Tons 13.02 4.00 0.07 17.09 3 Nox Tons 327.27 100.0 1.67 428.94 4 PM Tons 43.63 13.4 0.22 57.25 Source: Computation Based on Emission Factors

In order to provide an estimate of emissions of air pollutants at the construction yard fuel consumption rates for major construction machinery were estimated. The data on fuel utilization rates of the units expected to be in operation during the road construction are provided in Table 25. During the period of maximum construction activity the fuel consumption at the construction yard is expected to be about 143 litre of diesel per hour.

Table 25 : Fuel Consumption Rates for Construction Machinery

S. No. Machines Fuel Consumption (litre/h) 1. Cement Concrete Mixer 7 2. Cranes with Clamshell Bucket 8 3. Generator 30 4. Bulldozer 20 5. Graders 12 6. Rollers 20 7. Excavators 20 8. Dumpers & Tippers 18 9. Water Tanker 8 Source: Based on Manufacturers Information

The most important pollutant during this phase will be suspended particulate matter. Such deterioration of air quality can be assigned to:  Fugitive dust emission from construction activities like excavation, back-filling and concreting.  Hauling and dumping of earth & construction spoils  Vehicular movement along the feeder roads or temporary diversions.  Gaseous emission from construction equipment and vehicular traffic. Impacts on air quality will be low and spatially restricted along the immediate site of construction. The above will be operated at different location the impact at a particular site will be insignificant.

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x) Noise Levels

The magnitude of impact during the construction phase will depend upon the types of the equipment used, the construction methods employed and the scheduling of the work. Noise associated with road development has four main sources: a) vehicles; b) friction between vehicles and the road surface; c) driver behavior; and d) construction and maintenance activity. Vehicle noise comes from the engine, transmission, exhaust, and suspension, and is greatest during acceleration, on upgrades, during engine braking, on rough roads, and in stop-and-go traffic conditions. Poor vehicle maintenance is a contributing factor to this noise source. Frictional noise from the contact between tires and pavement contributes significantly to overall traffic noise. Frictional noise is generally greatest at high speed and during quick braking. Drivers contribute to road noise by using their vehicles’ horns, by playing loud music, and sudden braking or acceleration. Road construction and maintenance generally require the use of heavy machinery, and although these activities may be intermittent and localized. Construction activities are expected to produce noise levels in the range of 80-85 dB(A) at 15 m distance which will decrease with increase in distance. Noise due construction machinery is predicted as presented in Table 26. The noise levels will be with a limit of 55-65 dB(A) at a distance of 100-125 m from construction site. The expected noise levels due to operation of construction machinery at site are summarized in Table 27.

Table 26: Noise Levels During Construction, dB (A)

Source Dump Compactor Dozer Excavation Excavation Truck by Shovel by caterpillar Noise Level dB(A) 83 81 85 87 87 Source Distance (m) 15 15 15 15 15 Noise Levels at Distance (m) from source 20 78.5 76.5 80.5 82.5 82.5 25 76.1 74.1 78.1 80.1 80.1 30 74.0 72.0 76.0 78.0 78.0 35 72.1 70.1 74.1 76.1 76.1 40 70.5 68.5 72.5 74.5 74.5 45 69.0 67.0 71.0 73.0 73.0 50 67.5 65.5 69.5 71.5 71.5 55 66.2 64.2 68.2 70.2 70.2 60 65.0 63.0 67.0 69.0 69.0 75 61.5 59.5 63.5 65.5 65.5 100 56.5 54.5 58.5 60.5 60.5 125 54.6 52.6 56.6 58.6 58.6 150 53.0 51.0 55.0 57.0 57.0 175 51.7 49.7 53.7 55.7 55.7 200 50.5 48.5 52.5 54.5 54.5 225 49.5 47.5 51.5 53.5 53.5 250 48.6 46.6 50.6 52.6 52.6 Source: Consultant Measured at Source and Computed at Distances 73 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

Table 27 : Noise Due to Construction Machinery

S. No. Machine Operation Noise In dB(A) 1. Dump Truck Haul 83 2. Compactor Fill 81 3. Dozer Fill 85 4. Excavation by Shovel Cut 87 5. Excavation by Cut 87 Caterpillar Source: Survey and computation, 2013 xi) Loss of Biomass During environmental survey, environmental team has estimated 671 trees likely to fall within the ROW during construction of the project. The loss of biomass is only from non-forest land which has been evaluated and depicted in Table 28.

Table 28: Loss of Biomass

Total loss of trees (Numbers) 751 Average height of trees (m) 6.0 Average girth of trees (cm) 80 Average Biomass/tree (m3) 0.305 Biomass Produced (m3) 229.6 Source: Consultant Computation xii) Encroachment into the Nature Reserves and Wildlife The feeder roads alignment from Gisovu-Umisumo-Muzimu- Rangiro passes through the Nyungwe National Park. The first 19.5 km is in a forest of over 60% (.60) density. During field visit the different species of monkey and birds have also been observed. This sub- section of the feeder road may have impact on National Reserve and its flora and fauna. It is estimated that 7.0 ha will be lost on expansion of feeder road by 3.5 m. No vehicle is observed on this road, it will be used for security of forest and to collect forest produce. The other feeder roads does not have any sanctuary or park in the nearby vicinity and also the proposed alignments are not recorded, as corridors of movement for any wildlife for daily and seasonal movements.

5.4.3 Impact during Operation Phase i) Air Pollution The extent of air pollution will depend upon i) the rate of vehicular emission and ii) the prevailing meteorological conditions. The traffic data for the year 2012 and 2024 is available in Chapter 3. The emission factors for vehicles have been used to estimate the ground level concentration near the feeder roads. The Caline4 has been used to predict the carbon monoxide and nitrogen oxides. The results so obtained has indicated that 74 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Nyamasheke in Rwanda - Project ID: P 126498

increase in pollutants concentration will not be significant due to less growth of vehicles up to year 2024. Air quality is likely to improve in the initial years after commissioning because of saving of fuel in the vehicular traffic riding on smooth and improved roads with much less interruption and better speed. ii) Noise Levels During the operation phase of the road, movement of heavy and light vehicles is expected to give rise to higher ambient noise levels. In order to quantify the project induced noise impacts with respect to existing noise levels, noise monitoring was carried out. It was observed that during the day time the noise levels at all the monitoring locations vary between 35 to 55 dB(A). Assessment of noise impacts due to the project have been carried out using Highway Noise Model based on the guidelines suggested by Federal Highway Administration (FHWA). The details of the model and the model commutations are described below: The FHWA model is represented as:

L(eq)(hi) = L (OE, i) + 10 Log N(i) + 10 log 15 1+ + s -13 S(i) T D Where, L(eq) (hi) : Equivalent noise level at hour(h) for the vehicle type (i) L(OE,i) : Reference mean energy level for (ith) type of vehicle N(i) : Number of vehicles of (ith) class passing in time T ,1 hour S(i) : Average speed for vehicle (ith) class T : Time Duration for which L(eq) is desired (T= 1 hr) D : Perpendicular distance(m) from the center line of traffic lane to observer.  : Absorption characteristic factor s : Shielding factor The vehicular noise emission levels vary significantly with speed. It therefore becomes necessary that speed dependency of the noise emissions for different categories of vehicles should be taken into account. In view of the above, speed related noise levels are considered for prediction. The maximum speed assumed for the present scenario is 40 km/hr. Table 29 shows noise emitted by different vehicle types. The computed results are summarized in Table 30. The results have indicated a maximum increase in noise level to the tune of 8 dB(A) being highest 64 dB(A) on the feeder roads specially in urban area which is moderate. Otherwise in rural area it will be around 43 dB(A) during peak hours.

Table 29: Noise Emitted by Different Vehicle Types in dB(A)

Vehicle Type Speed (Kmph) Cars Trucks Buses 2-Wheelars 40 65.0 81.0 81.0 68.0

Table 30 : Projected Noise Level on Feeder Road with Maximum Vehicles 75 | P a g e

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Description Urban Feeder Road Rural Feeder Road Existing Maximum (dBA) 56 45 Existing Average (dBA) 51 41 Total Noise Exposure (dBA) 60 49 Increase (dBA): 9 8 Impact : Moderate Low Source : Consultant Computation v) Loss to Flora and Fauna The project is not posing any threat to flora and fauna of the area except the Gisovu- Ruzizi-Cyto-Rangiro section of feeder road. The first 20 km of the road need to be closely monitored during construction and operation to have any impact on National Park flora and fauna which house rare and endangered species also. vi) Water and Soil Pollution The spill of oil, grease and other chemical/ material on road may pollute the soil and surface and ground water. Such spills shall be closely monitored.

5.5 IMPACTS ANALYSIS Checklist is the list of environmental parameters or impact indicators, which the environmentalist is encouraged to consider when summarizing the potential impacts. A typical checklist identifying the anticipated environmental impacts due to the project activities are shown in Table 31. The impacts have been categorized and analyzed in the following manner: i) Nature (positive/negative, direct/indirect); ii) Magnitude (high, moderate, low); iii) Extent/location (area/volume covered, distribution); iv) Timing (during construction or operation, immediate; or delayed); v) Duration (short term/long term, intermittent/continuous); vi) Reversibility/irreversibility; vii) Likelihood (probability, uncertainty); and viii) Significance (local, regional, global).

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Table 31: Impacts Analysis

S. No. Activity Potential Impact Nature Magnitude Extent/ Timing/ Duration Reversible Likelihood Significance Location Phase /Irreversible i) Site Acquisition for Change of land Negative Medium Small Pre- Long Irreversible Probability Regional road construction use pattern Direct Area/ Large Construction Term Distribution Excavation of earth Soil Loss Negative Medium Small Pre- Long Reversible Probability Regional material Direct Area/ Large Construction Term Distribution ii) Site Acquisition for Loss of Land Negative Medium Small Pre- Long Irreversible Probability Regional road construction (Forest, Direct Area/ Large Construction Term Agriculture etc Distribution iii) Disposal of waste Soil Pollution Negative Low Small area/ Construction Short Reversible Probability Local material, construction Direct Large Term spoils, spill of oil and Distribution grease from construction machinery. iv) Exposed surface due Soil Loss/ Negative Low Large Construction/ Long Reversible Probability Local to widening of ROW, Erosion on Direct Distribution Operation Term borrow pits, quarries ROW site construction of Soil Loss from Negative Low Large Construction Short Reversible Probability Local bridges Borrow/Quarry Direct Distribution Term Areas v) Movement of Vehicles Loss of soil Negative Low Small area/ Construction Short Reversible Probability Local on adjoining fertility Direct Large Term productive land Distribution vi) Construction of road, Change in Negative Low Small area/ Construction Short Reversible Probability Local borrow areas and Natural Direct Large Term quarry sites Drainage Distribution

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S. No. Activity Potential Impact Nature Magnitude Extent/ Timing/ Duration Reversible Likelihood Significance Location Phase /Irreversible Pattern vii) Runoff from roads, Water Pollution Negative Low Small Construction Short Reversible Probability Local quarry site and Direct Distribution Term borrow areas; construction of bridges and abutments on river and streams viii) Disposal of waste Health Risk due to WasteNegative Low Low Construction Short Reversible Probability Local Disposal Direct Term ix) Use of water in Increased Water Negative Low low Construction Short Reversible Probability Local Construction and Demands Direct Term drinking x) Movement of vehicles Air Quality Negative Low low Construction/ Long Reversible Probability Regional for construction works Direct Operation Term and then use of road xi) Movement of vehicles Increase in Negative Low low Construction/ Long Reversible Probability Regional for construction works Green House Direct Operation Term and then use of road Gases xii) Movement of vehicles Fuel Negative Low low Construction/ Long Irreversible Probability Regional for construction works Consumption Direct/ Operation Term and then use of road Indirect xiii) Movement of vehicles Noise Levels Negative Low low/ less Construction/ Long Reversible Probability Regional for construction works Indirect area Operation Term and then use of road xiv) Construction of roads Encroachment Negative Low Low/ less Pre- Long Irreversible Probability Regional into Forest Land Direct area Construction Term and Loss of Forest Produce

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S. No. Activity Potential Impact Nature Magnitude Extent/ Timing/ Duration Reversible Likelihood Significance Location Phase /Irreversible xv) Acquisition of land for Loss of Tress Negative Low Moderate/ Pre- Short Reversible Probability Regional road widening Direct large area Construction Term xvi) Widening of Road, Encroachment Negative Low Moderate/ Pre- Long Irreversible Probability Local construction of into Nature Direct less area Construction Term bridges and culvers reserve; Forest and Wildlife xvii) Widening of Road, Loss of Physical No Impact Cultural Resources xviii) Widening of Road, Re location of Negative Low Less area Construction Short Reversible Probability Local Physical Direct Term Structure xix) Construction and Employment Positive Medium Large Construction/ Long Probability Regional operation of road Opportunities Direct Distribution Operation Term xx) Construction and Enhancement of Positive Medium Large Construction/ Long Probability Regional operation of road Rural Economy Direct Distribution Operation Term /Permanent xxi) Operation of road Reduction in Positive Medium Permanent Operation Long Probability Regional length and travel Direct Term time xxii) Operation of road Enhanced Positive Medium Permanent Construction/ Long Probability Regional Social Direct Operation Term Interaction xxiii) Construction of roads, Skill Transfer Positive Medium Permanent Construction/ Long Probability Regional bridges and culverts and Training Direct Operation Term and Operation of road

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6. ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN, MITIGATION AND ENHANCEMENT MEASURES

6.1 MANAGEMENT PLANS Conservation, protection and preservation of environment have always been a primary consideration in Rwanda ethos, culture and traditions. The impact due to project on different attributes of environment are discussed and presented in Chapter 5. This chapter spells out the set of measures to be undertaken during project construction and operation to reduce or mitigate or bring down the adverse environmental and social impacts to acceptable levels based on the proposed Environmental and social Management Plan. The most reliable way to ensure that the plan will be integrated into the overall project planning and implementation is to establish the plan as a component of the project. This will ensure that it receives funding and supervision along with the other investment components. For optimal integration of ESMP into the project, there should be investment links for: Funding, Management and Training, and Monitoring. The purpose of the first link is to ensure that proposed actions are adequately financed. The second link helps in embedding training, technical assistance, staffing and other institutional strengthening items in the mitigation measures to implement the overall management plan. The third link provides a critical path for implementation and enables sponsors and the funding agency to evaluate the success of mitigation measures as part of project supervision, and as a means to improve future projects. For every issue discussed for above measures, the implementing agency as well as staffing, equipment, phasing and budgeting have been presented as far as possible. All required funds will be channelled through the executing agency. The mitigation measures are set forth to maximise positive impacts and minimise negative impacts as a result of the proposed feeder roads. The following general mitigation measures will be applied:

 Cut material shall be temporarily stored along the road side to prevent eroding into the streams and it will be reused in the road levelling activities.  Stabilization of road sides quarry and borrow areas by replanting the trees to minimize erosion;  Rehabilitation works are recommended to be implemented during the dry season;  Excavated areas should be restored immediately after excavation to limit the exposure of loose soils, thus minimizing soil erosion;  Land clearing should be limited to only those areas necessary for the road rehabilitation and upgrading of the project;  Installation of silt catch basin/ trap and oil and grease interceptor to avoid water pollution;  Cross drainage works at regular interval in flood prone areas with adequate size to meet flood requirements specially minor bridges;  Provision of water supply and sanitation facilities in construction camps; Provision of covered trucks from top carrying earth to avoid air dust pollution;

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 Disposal of solid waste generated from construction activities as construction spoils and domestic solid waste from house activities; and  Tree plantation on side of feeder roads especially on valley side to reduce erosion and accidental risks, etc.  Re-forestation of forest for in degraded forest area for loss of forest due to widening of feeder roads in National conservation area.

6.2 PROPOSED MITIGATION MEASURES IN DIFFERENT PROJECT PHASES Based on project description Chapter 3, Environmental Baseline Data Chapter 4 and Environmental and Social Impacts Chapter 5, it is proposed to prepare the environmental and social management plans to mitigate or reduce negative impacts. Based on impacts, environmental management plan has been prepared by adopting mitigation measures for negative impacts and are presented for different phases in Table 32.

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Table 32: ESMP Describes the Impact and Mitigation Measures in Different Project phases

S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency / (Rwf) Responsibility i Loss of crops, Compensate for property Compensation Local District Will be vegetation, loss, crop loss and structure loss should occur in line Authority and reflected in structures All affected families will be expropriated according to with the RAP and RFRP of RAP (homesteads) and Resettlement Action Plan and the provision of before construction MINAGRI trees. (28 families will Rwanda Expropriation Law commences be losing house) ii Loss of Land or Compensate for loss of land; All affected families will Compensation Local Authority Will be be expropriated according to Resettlement Action should occur in line change in land use or and RFRP of reflected in Land Acquisition of Plan and the provision of Rwanda Expropriation Law; with the RAP and MINAGRI RAP before construction Houses, Agriculture and Borrow areas commences Quarrying sites shall be identify well in advance; Planning Stage Executing Quarry shall not be done near surface water; Before Construction agency/ contractor iii Impact on Landscape Development of the designs for the bridge must be Planning and Executive Project and Aesthetics compatible with the slope angles of the surrounding Design agency/ Consultancy environment. consultant cost Roundabout and junction merger with slopes shall be compatible with geometry and technical requirements iv Failure of advance Selection of camp sites must be done in consultation Before and During Executive Project planning for contractor with the local authority and local people. Necessary Construction agency/ Consultancy caps infrastructure facilities shall be provided consultant cost v Impact on Physical Physical cultural resources shall be avoided and Before Construction Executive Consultancy and Cultural protected with wall and/ or fencing and avoid by Agency Local Cost Resources adjustment of alignment. Chance find approach, Authority, information and communication to Genocide Contractor/ commission/ local administration, protection and Consultant

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency / (Rwf) Responsibility treatment of archaeological artefacts discovered S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency (Rwf) vi Soil Erosion Create contour drains during construction; During the Contractor Contract cost Soil Erosion Management strategies to including- construction vegetation and bunds; Soil works shall be stopped during rainy season; Protection of erosion risk zone by bio engineering measures; Sides of drainage channels shall be planted with grass or stone pitched; Silt catch basins or Silt traps shall be put along drainage systems. Exposed soil should be avoided during rainy season and reused as soon as possible Soil Loss Excavated earth material will be reused in the road During the Contractor Contract cost construction or will be used to fill the low laying construction vii Soil Pollution All waste will be collected and disposed to approved During Construction Contractor Contract waste disposal sites REMA Cost POL shall be stored in specified quantities and at identified locations viii Disruption in Drainage Provide cross drains as per standards; During Construction Contractor Contract Pattern due road Backfilling and levelling of the borrow pits to prevent and Immediately Cost works and borrow area water Percolation and accumulation after Construction ix Road Side Drains The roads cross and side drainage systems shall be During Operation Local Authority RFRDP periodically checked and cleared so as to ensure Funds adequate storm water flow. x Loss of Soil Fertility Avoid heavy machinery on agriculture / productive During Construction Contractor Contract soils; Cost 84 | P a g e

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency / (Rwf) Responsibility Store top soil and replace/ reput on completion of works xi Water Pollution Area need less cleaning shall be preferred for stock During Construction Contractor Contractors piling; cost Avoid/ control spilling of oil, grease and paints; Construction Spoils shall be disposed at specified site; Prevent the wastewater from construction site entering into water resources xii Water Pollution Contingency plans for clean up of spills of oil, fuel, During Operation REMA Monitoring and toxic chemicals Phase Costs xiii Health Risk Proper Sanitation, Health Care, Solid waste During Construction Contractor Contractors disposal,, adopt disease control measures and provisions employ local man power xiv Air Pollution Construction plants and equipment shall meet During Construction Contractor Contract emission standards and will be maintained and REMA Cost operated in a manner that ensures relevant air discharge regulations. xv Air Pollution (Dust) Water should be sprayed during construction phase, During Construction Contractor Contract After the compacting sub base, water spraying REMA Cost should be done at regular intervals to prevent dust. Vehicles delivering materials should be covered to reduce spills and dust blowing off the load. Hauling trucks shall maintain a speed of 40 km/hr xvi Air Pollution (Dust) Replace roadside trees lost due to construction and During Operation RDB and REMA EMP Cost encourage new plantations; Enforce Pollution Under Control (PUC) Programs and educate the public about regulations on air pollution. 85 | P a g e

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency / (Rwf) Responsibility Monitoring air pollution at critical points xvii Air pollution by Regular maintenance of construction vehicles and During Construction Contractor Contractor exhaust fumes and equipment in order to reduce emission of exhaust REMA Cost dust from excavators, fumes. bull dozers, graders as well as site clearing) xviii Noise Pollution Reconstruction and rehabilitation road should be During Construction Contractor confined to the project site. REMA Noisy activities to be scheduled to occur within prescribed normal working hours Working hours limited to day light only. Wearing of ear plug working on noisy area Quarrying shall not be done nearby communities xix Noise Pollution The use of sound barriers or other measures should During Operation RDB/ REMA Partly EMP be considered where warranted. The public will be Cost educated about the regulations of noise from vehicles xx Loss of Bio Mass Less vegetated areas shall be preferred;. Project Operation RDB EMP Budget Careful site planning and less cutting of trees; Compensatory Re-forestation. Tree plantation on all roadside as enhancement measure; xxi Encroachment into Road width as available may be up graded; Project Operation RDB EMP Budget Nature reserve Post Project Monitoring of Forest Roads; Re-forest double the area in degraded forest for the forest lost Crossing work for wild life and indicators for drivers for wildlife zones; no horn zones,

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency / (Rwf) Responsibility xxii Increase in Water Workers camp may be where treated water is During Construction Contractor Contract Demands available; costs Use River / Stream water for construction works; Exploitation of water sources for rehabilitation works shall be done with consent from the local community and shall not prevent the normal use of the water or the contractor shall find where ton get water that are not used by local community xxiii Health Impacts There shall be provision of education both to the local During Construction Contractor Contractor community on STDs and HIV/AIDS using aids such costs as pamphlets, talks, etc. xxiv Accidents (Collision Post signs for Animal Crossing During Operation RDB and RTDA Funds with animals) Implementing Agency xxv Accidents (Safety) New buildings should be prohibited within 50 m from During Operation RTDA the edge of carriageway. No new schools and hospitals should be allowed within 200 m from carriageway. xxvi Soil Erosion Borrow pit Quarrying shall be carried from designated quarries During Construction Contractor and Contract sites only. Before opening additional borrow pits, Implementing Funds operating pits shall be closed. Agency Quarrying shall be done in conformity to the Mine Law

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6.3 SPECIFIC ISSUES AND MANAGEMENT PLAN i) Road Embankments All necessary actions will be taken to ensure embankment stabilisation, including the selection of less erodible material, and good compaction, particularly around bridges and culverts. Contract documents will specify that final forming and re-vegetation must be completed as soon as possible following fill placement to facilitate regeneration of a stabilising ground cover. Embankment slopes and road cuts are required to be stabilised by re-vegetation with unpalatable (grazing resistant) plant species, placement of fibre mats, or other appropriate technologies. Installation of drainage structure and rising of road formation level may create bare slopes that will be stabilised before the onset of the monsoon. Discharge zones from drainage structures will be furnished with riprap to reduce erosion when required. Down drains/chutes will be lined with rip-rap/masonry or concrete to prevent erosion. Construction in erosion and flood prone areas will be restricted to the dry season. ii) Soils Erosion due to Land Clearing Since the proposed feeder roads will be reconstructed on existing ROW. The land likely to be acquired is the agriculture land. The entire stretches of the alignments are subjected to erosion of varied degree. This area shall be treated through environmental measures. Mitigation measures include careful planning and timing of cut-and fill operations and re- vegetation. Turfing will be provided on the banks of embankment. In general, construction works shall be stopped during monsoon season. Cost involved to prevent erosion has been included in the actual construction cost. iii) Quarries and Crushers It is appropriate to give consideration to the environmental implications in selection of quarry sources since poorly run operations create dust problems, contribute noise pollution, ignore safety of their employees, or cause the loss of natural resources. To ensure adequate mitigation of potential adverse impacts, only licensed quarrying operations are to be used for material sources. Efforts should be made to use material commonly found along the roadway as a construction material. iv) Borrow Pits Borrow areas will be located outside the ROW. Borrow areas shall preferably be selected from high land and/or waste land. Although locations of the borrow areas are negotiated between contractor and landowners. The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner to the satisfaction of the Supervising Engineer, is required before final acceptance and payment under the terms of the contract. All the borrow areas will be properly dressed maintaining drainage to outwards. The side slopes shall be provided with turfing. Topsoil from the opening of borrow pits from agriculture land shall be saved and reused in re-vegetating the pits to the satisfaction of the Engineer/land owner. Additional borrow pits will not be opened without the restoration of those areas no longer in use.

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v) Water Quality Proposed project will not alter the existing water quality on a permanent basis, but during the construction phase extent of surface runoff and silt load may increase giving rise to a negative impact on receiving natural bodies especially the marshy, streams, and rivers. The water will be consumed and not likely to pose serious water pollution problems. However, additional water supply provision needs to be made in water supply system. To prevent the runoff from the construction site following measures will be taken:  Silt fencing to prevent sediments from the construction site into the nearby water resources;  Sedimentation chamber to remove the sediments from nearby water courses;  Oil interceptor for the removal of oil and grease from point sources during construction as well as operation. Cross Drainage: Adequate sizes of drainage structures at regular intervals in flood-prone areas and at crossing points (e.g. intermittent streams) are proposed. Adequately sized drainage channels to accommodate 25-year flood levels in the case of culverts and minor bridges and 50-year floods in the case of major bridges may be established for design purpose. Downstream slopes will be stabilized with concrete, or walls to avoid erosion. Water Supply and Sanitation: Water supply will be needed both for the labour camp and for construction activities. In addition public health facilities, such as sanitation and toilets will be required in contractor’s camp. Water supply provision may be made at 70 litres of water per day per person for such locations. Water should be treated well before use and should be brought up to drinking water standards. It is recommended that water should be treated by conventional water treatment process like sedimentation, filtration and chlorination so as to render it safe for drinking and other purposes. This will help in reduction of water borne diseases among the labour force. Collection and safe disposal of human wastes are among the most critical problems of environmental health. Individual sewerage disposal system by way of septic tank could be adopted for sewage from contractor's Labour Camp. The capacities for septic tanks serving individual dwellings are indicated in Table 33. It will be the responsibility of the contractor to provide proper water supply and sanitation facilities.

Table 33: Capacity of Septic Tanks for Individual Dwellings

S. No. Max Liquid Recommended dimensions (m) persons capacity Width Length Liquid depth Total depth served of tank (gallons) 1. 8 1100 1.22 2.60 1.37 1.68 2. 10 1300 1.22 3.05 1.37 1.68 vi) Air Quality

During construction period the impacts on air quality are mainly due to the material movement and the actual construction activities. Due to material movement air quality over a large area is affected, though, not in significant levels. There is an increase in the dust levels

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all along the haul roads, the borrow areas and dumping areas. The emissions from the construction machinery are the source of ambient air pollution during the actual construction. Continuous use of generators, bulldozers, rollers, crane, trucks etc. give rise to the ambient levels. The mitigation measures are as follows:  In order to curb the increased fugitive dust emissions in the area due to vehicular movement and raw material transport, provisions should be made for sprinkling of water on the haul roads in the area. Sprinkling of water should be carried out at least once a day on a regular basis during the entire construction period. Special attention should be given to all the haul roads passing through residential areas in the region. Daily inspection at haul roads and at construction site should be carried out to ensure removal of construction debris to the landfill sites.  It should be ensured that the dust emissions from the quarries do not exceed the standard.  Covered trucks shall be used for transportation of materials prone to fugitive dust emissions. Additionally any of these materials which may collect on the horizontal surfaces of these trucks during loading should be removed before transportation.  Idling of delivery trucks or other equipments should not be permitted when not in active use.  The emission levels from diesel vehicles being used should be checked on monthly basis and brought to the required levels of emission standards.  Proper care should be taken for storage of furnace oil, LDO etc.  Work schedule and the operation time of construction machinery should be suitably modified to exercise a control on ambient air quality standards.  To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall be carried out as per environmental monitoring plan;.  As soon as the construction activity is over the surplus earth should be utilized to fill up the low lying areas, if any. The ambient air quality levels in future years will increase due to increase in traffic. The mitigation measures are suggested as under:

 It should be made compulsory by government authorities for all vehicles to adhere to the engine maintenance schedule and standards to reduce the air pollution due to vehicular emissions.  Planting of trees all along the road can reduce 30% of the concentration of pollutants at ground levels. It is therefore recommended that the area available along the project road should be used to develop green belt. vii) Noise Quality Noise quality is also important for the construction and operational phases. During the construction phase, there would be an increase in ambient noise levels due to construction

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machinery operation and movement of construction vehicles. Following mitigation measures may be adopted:  Construction yard shall be established at least 200m away from any residential area. This will allow the noise to attenuate.  Special acoustic enclosures should be provided for individual noise generating equipments. Enclosures may be provided by way of noise shields, which can, be either brick masonry structure or any other physical barrier which is effective in adequate attenuation of noise levels. A 3 m structure made up of brick and mud with internal plastering and of non-reflecting surface will be very effective in this regard.  Noise measurement should be conducted during construction to assess the prevailing noise levels. Earplugs should be provided to those workers who will be working very close to noise generating construction machinery.  The exposure of workers to high noise levels especially, near the construction site needs to be minimized during construction period. This could be achieved by: Job rotation, Protective devices, Noise barriers. Stationery construction equipment should not be located near human habitation in particular schools, hospitals and institutions.  Noise levels from loading and unloading can be reduced by usage of various types of cranes and by placing materials on sand or on the beds of sandy bags.  Use of noisy construction equipment should not be permitted during night hours near residential areas or sensitive areas. For sensitive receptors noise levels may exceed the ambient noise standards specified by WHO. Mitigation at these locations will include the posting of signs prohibiting the use of horns, and to the extent possible, landscape plantings to serve as noise barriers. The effect of noise can be reduced considerably by the combined effect of sound insulating walls and green barriers. viii) Tree Plantation in the ROW A generous program of compensatory reforestation is proposed not only to replace the trees which must be cut to accommodate alignment widening and improvements in geometric, design required to meet safety standards, but also to upgrade the condition of adjacent areas. The project will contribute positively to the conservation of bio-diversity by adopting an aggressive approach with plantings to replace trees removed. There are about 751 trees which need to be either cut or trimmed along the alignment. Felling of trees should be carried out carefully, so that the spots which are exposed due to felling should not give the shabby looks. Fire should not be used for cleaning operations as it may cause fire hazards. It is proposed to plant saplings, triple the number of trees to be removed. Approximately 2,253 number if saplings shall be planted. Cost of saplings inclusive for 3 years maintenance, fencing in order to save the saplings from the animals. Plantation of trees is desirable as it attenuates the noise and air and adds to the aesthetics. In addition to these, effort needs to be made to plant trees at appropriate places on completion of the work along the road alignment. The objective of the tree plantation programme should be to develop 91 | P a g e

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natural areas in which ecological functions could be maintained on sustainable basis. Therefore the planting of miscellaneous indigenous tree species should be applied. The recommended tree species are given in Table 34.

Table 34: Trees for Plantation/Compensatory Reforestation

S. No. Name of The Species Morphological Character 1 Acacia meamsii Tree 2 Acacia melanoxylon Tree 3 Annona cherimolia Tree 4 Alnus glutinosa Tree 5 Casuarina equisetifolia Tree 6 Eucalyptus sp Tree 7 Euphorbia tirucalli Tree 8 Ficuss sp. Tree 9 Grevillea robusta Tree 10 Jacaranda mimosifolia Tree 11 Leucena leucocephala Tree 12 Melia azedarach Tree 13 Pinus patula Tree

ix) Human Health and Safety The Project will have no significant impact on disease transmission or other health factors. Positive health impacts will include improved access to health care facilities and quicker response time in emergency situations. No additional mitigation actions related to health are warranted. Mitigation related to potential safety impacts will include improved road standards, and improved signage. The construction camps will be fenced off using chain-link fencing to prevent unauthorised entry. Chain link is commercially available in rolls and can be raised on site along the perimeter of the construction camps, vehicle-parking areas and any other areas where temporary enclosure is required. The chain-link fencing will ensure that visual continuity is intact. The road safety measures are essential both in construction and operation phases. The mitigation measures include:  Adhere to speed limits;  Wear helmet while driving two wheeler; and  Display signage on road indicating the problem. Efforts need to be made to employ local labour to avoid the transmission of STD, HIV/AIDS. In addition the manpower shall be treated for these disorders before employment to avoid further risk to fellow workers. x) Hill / Mountain Side Environmental Conservation 92 | P a g e

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The hilly landscape in the project area, slope erosion by runoff is serious risk to any investment in the roads development sector. The Government and private land owners already have soil conservation measures in place. But with the widening of road some disturbances are likely to take place. This may create landslides. Hence following measures are recommended:  Cutting road side hills should be minimum,  Focus on implementing a comprehensive soil erosion control practices all along the road in hilly landscape in order to fight against erosion;  The erosion control measures currently being implemented include constructing anti- erosion structures (bench terraces and drainage system) along the steep slopes;  The outfall of the drainage shall also be looked into while designing the drainage.  The valley side of the road shall also be protected by environmental enhancement measures such as plantation of trees, rip-rapping and grass soling. xi) River and Marshland Protection The feeder roads are crossing at number of places through marshland and river zone. These are likely to be effected due to water pollution and physical disturbances during construction. Following measures may be adopted for protection of these resources:  The minor and major bridges shall be constructed to accommodate the 25 and 50 years floods; otherwise it will accelerated sedimentation and clogging of the marshland during the rainy season  During construction the work of foundations may be separated from the stream flow by creating the construction enclosure;  The all side of embankment should be protected by stone pitching, grass soling or riprap methods to avoid erosion as soon as construction work is over. xii) Fuel Provisions in Contractors Camp The contractor shall provide the cooking gas in the contractor camp to reduce pressure on the cutting of trees from the area. However, it will be appropriate to employ local labour on site. This will also decrease the fuel requirements in the camps. xii) Forest and Wildlife The feeder road namely Gisovu – Ruzizi – Cyto - Rangiro is passing through the Nyungwa National Park. The first 20 km are through the forest. The road width is about 3-4 m, additional about 3,5 m will be required from the forest area. This expansion may need additional 7 ha from forest area. Following measures could be adopted to minimize the impact on forest and wildlife.  Upgrade the existing ROW available without widening;  Rehabilitate double the area (14 ha) in degraded forest for the lost forest;  Provide crossings paths for wildlife wherever required; and  Review the above feeder road sections during detailed engineering to have alternate route. 

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6.3.1 Restoration of Facilities The facilities available on road side and/or right of way are reported in chapter 4. The electrical pole and water tanks need to be shifted out of ROW. However efforts shall be made, during construction that these civic facilities such as water supply and sanitation, electricity supply should remain in operation. In addition safe passage shall be provided by creating appropriate diversions to schools, churches, mosques, health centers and memorial sites. It will be appropriate if people can be deputed to help in crossing at these sites.

6.3.2 Design Considerations during Detailed Engineering The incorporation of environmental considerations from the stage of design, avoids number of environmental impacts. Hence it is proposed to include the following in the project designs: i) The embankments, road layout shall match with the landscape of the area especially at embankments, bridges sites, near water bodies, villages, memorials, etc. ii) The mergers of feeder roads with other feeder road and/or with national roads shall be as per technical requirements. The designs should take into consideration of possibility of accidents, turn around, slopes, etc. iii) The minor and major bridges on rivers / or streams shall be designed to accommodate 25 and 50 years flood respectively. iv) The transport policy advocates cross drainage works at every 250 m. The outfall of these cross drainage should be connected to natural drainage system for final disposal of storm water to stream. v) There are sites where feeder roads are having less width and impact is likely on both sides, design should locate the facility from central line of the road. vi) The site for contractors camp, quarry and borrow pits shall be identified well in advance to avoid major impacts. These sites shall be at least 200 m from settlement, away from water bodies and closer to the feeder roads.

6.3.3 Environmental Management Issues in Tender Document In order to have environmental and social compliance and also physical cultural resources, it is proposed to include the following in the tender document:  Contractor shall establish the machinery yard and labour camp on location/ place approved by RFRDP; the contractor have to make his own arrangements for water supply, sanitation, solid waste management, health check up, canteen, fuel and light;  Contractor shall use approved quarry and borrow pits for construction material and close these as soon as work is over; the exposed surface likely to be eroded may be brought in the notice of resident engineer;  The machinery and vehicles shall meet international noise and emission standards; the oil and grease spill shall be collected for safe disposal to avoid water and soil pollution;

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 The sites and work place should not pollute the water sources, protect trees forests, ecology and physical cultural resources; relocate the civic facilities and provide guidance for diversions if any;  The PCR Management shall also be included in the document along with the conditions such as ‘chance find’ and authority to be informed such as Genocide Commission, etc;  The environmental management plans / items shall be conducted as specified in the Bill of Quantities;  The site monitoring shall be conducted as specified in the bill of quantities along with required frequency, the results of monitoring shall be keep for record and shall be submitted to RFRDP in quarterly report;  The contractor shall extend facilities to his employees as indicated in section 6.6.

6.4 COST OF ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN The cost of environmental management plan has been estimated based on available schedule of rates or market rate in the area which has been surveyed / discussed during field visit and public consultation. The environmental management costs are available in Table 35.

6.5 ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN IMPLEMENTATION Institutional strengthening will be undertaken to achieve the goals of the project including sound environmental management. Steps to be taken are discussed. This EMP will be implemented by the several institutions mentioned below who are directly or indirectly involved in the project under the following sub-headings:  Organization and Staffing;  Environmental Training;  Monitoring and Reporting; and  Record-keeping.

6.5.1 Organization and Staffing The World Bank is the financier of the project including monitoring of the implementation of the EMP within the budget of Rwanda Feeder Road Project (RFRP). The main role of the bank is to ensure that compliance is achieved as per the requirements of the EMP. Ministry of Agriculture and Animal Resources (MINIAGRI) through the RFRP is the lead agency in the implementation of this EMP and the project. The role of the RFRP is to implement mitigation measures, building the capacity of other actors in SPIU, and in environmental management. The SPIU co-ordinator will be the focal point for training in RFRP and will liaise with the ministry of agriculture for technical support. The capacity building activities should be through hands-on experience approach. The project should establish one capacity building road which will act as the field school.

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Table 35: Bill of Quantities and Cost Estimates for Environmental Management Plan

S. No. Impact Description Unit Quantity Frequency Rate Total (RWF) A Compensation For Loss 1 Loss of Land, Crops, agro-forestry and loss of house included in RAP RAP 2 Loss of Trees Number 751 Once 4,000 3,004,000 Sub-Total 3,004,000 B Mitigation Measures 3 Compensatory plantation Number 2,253 Up to Three Years 5,000 11,265,000 4 Borrow Area Management ha 17.8 Plantation & Up to 3 1,300,000 23,140,000 years Management 5 Forest Plantation ha 14.0 Plantation & Up to 3 1,300,000 18,200,000 years Management 6 Water sprayer/ Watering for dust km 150 As and When 50,000 7,500,000 suppression Required 7 Water Supply in contractor’s Camp M3 12,775 One Year 2,000 25,550,000 8 Sewage disposal during construction Number 50 5 on each road 300,000 15,000,000 (Septic Tank & Soak pit) 9 Health Facilities Number 500 One Year 10,000 5,000,000 10 Solid Waste Container and Disposal Number 50 One Year 40,000 2,000,000 Sub Total of A 107,655,000

C Enhancement Measures

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S. No. Impact Description Unit Quantity Frequency Rate Total (RWF) 14 Tree Plantation on Road Side for Soil Number 15,000 Plantation & Up to 3 5,000 75,000,000 Conservation and bank protection years Management 15 Protection, preservation, landscaping, LS 10,000,000 riprap & horticulture 16 Water Tank, Valve, Pipes etc Number 1.0 Once 1,000,000 1,000,000 17 Electrical Pole Number 5 Once 50,000 250,000 18 Wall between Schools/Hospitals m 60 66,000 3,960,000 Sub-Total of C 90,210,000 Total (A+B+C) 200,869,000 Contingencies (10% of A+B+C) 20,096,900 TOTAL 220,955,900

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The role of MINAGRI will to ensure that the roads, bridges and drainages are constructed according to the specifications of international technical and safety standards. MINAGRI will designate one of its officers to act as Environmental and Social Safeguard Officer (ESO), to formally address environmental issues on a routine basis, who will have an oversight of environmental aspects of the construction contracts, including the enforcement of all monitoring provisions, the locations of construction and labour camps, etc. Before the commencement of construction, the designated ESO will receive training in the environmental issues associated with road construction and maintenance projects. The designated ESO will further organise the training. The main duties of the designated ESO will include:  Review of bids to ensure their adherence to the environmental specifications and the requirements of the Environmental and Social Management Plan (ESMP).  Collection and dissemination of relevant environmental documents including amendments to environmental protection acts issued by REMA.  Co-ordination with government departments on environmental issues and obtaining the necessary clearances from the regulatory authorities.  Monitoring the environmental aspects during construction to ensure that the environmental requirements of the contract and the mitigation measures proposed in the EMP are implemented.  Supervising contractors and preparation of environmental input to the quarterly progress report.

6.5.2 Environmental and Social Capacity and Training MINAGRI has the required capacity to conduct and implement the environmental and social management plans and monitoring programs. The project is spread in four districts in three provinces. The provinces and district also have in their core staff the environmental and social safeguard officer. In addition, the Resident Engineer will add to the capacity to manage the processes in the plan. In case required, expert opinion should be sought from government agencies or specialist consultants. Moreover a contractor firm will be constructing the project and their capacity in the area may be utilized. The ESIA has made provisions for training and the individual capacity may be enhanced through specialized module in the required field. The training program will cover measurement techniques in the field, tools for the prediction of pollutants, reforestation methods and procedures, conservation of water bodies including marshy lands, etc. Rwanda Environmental Management Authority, Rwanda Bureau of Standards and Rwanda Development Board may be consulted for such training. Immediate short-term training will be required for the Project in-charge and designated Environmental and Social Safeguard Officer to raise the level of environmental awareness. The training institutions in Rwanda and the World Bank’s Economic Development Institute (Environment and Natural Resources Division), conducts regular training and access to these resources will be sought. The need for additional and specialised training will be examined and appropriate training will be undertaken as required. Training of personnel to be deployed on the proposed project during construction and operation, with regard to

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environmental and social requirements should be the integral part of the planning. The project authority should be asked to submit a detailed programme for training of personnel and implementation with regard to the requirements. Apart from the training, such programme should include guidelines for safety, methods of disaster prevention, action required in case of emergency, fire protection, environmental risk analysis etc. Capacity to quantitatively monitor water sediments or turbidity (by suitable portable test equipment) and noise is always advantageous, but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures. Some awareness training will be provided to the contractor personnel to ensure that this occurs effectively. The provision of training has been made in cost estimates for environmental training.

6.5.3 Monitoring and Reporting Procedures These baseline data should be collected before the project begins. This will help in monitoring and controlling environmental and social impacts caused by the development of the project. The project incharge and designated ESO will visually assess contractor’s practices and, if high pollutant levels are suspected, will direct the contractor to RBS or private sector laboratories to verify measurements on a routine basis. Photographic records will be established to provide useful environmental monitoring tools. A full record will be kept as part of normal contract monitoring. All applicable regulations need to be enforced by the Project Incharge and designated ESO. Under the Environment Organic law (2005) water quality discharge standards, air pollution emission standards and noise standards have been established. It is a legal obligation of the Contractor that any discharges from the work sites meet these standards. Steps will be taken by the Project Incharge and designated ESO to ensure that regular monitoring of water quality parameters such as pH, suspended solids, BOD, COD, oil and grease be carried out as provided in the contract. Regular monitoring of noise and dust will also be carried out as provided in the contract document.

6.5.4 Record Keeping Monitoring form should be devised for use. The form should focus attention on environmental and social issues and provide feedback for the future stages of the work. Mitigation and enhancement measures adopted in final design will be explicitly under the bill of quantities (BOQ) so that performance and completion is readily documented. Daily project diaries would record environmental and social problems (spills, dust, noise, health etc.) as well as safety incidents and will be retained as part of accepted modern contract management and summarized in Quarterly Environmental and Social Reports.

6.5.5 Implementation Schedule The most important aspects of the implementation are the appointment of the ESO to oversee the implementation of the environmental and social mitigation measures incorporated in the design and contract specifications. Development and delivery of an environmental and social training program for selected staff and Project coordinators responsible for overseeing the construction contracts can commence immediately thereafter. This will be an ongoing process. Contracts will be awarded over a period of time stretching

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over many months. Schedule for Implementation of Environmental and Social Management Plan (ESMP) is given in Table 36.

Table 36: Schedule for Implementation of ESMP

S. No. Activity Frequency and /or Implementation Date 1. Appoint Environmental Officer Date to be determined 2. Initiate First Training Program Date to be determined 3. Ongoing Training As required 4. Check Monitoring Quarterly 5. Prepare Environmental Reports Quarterly 6. Construction Supervision During Construction 7. Roadside Environment Safety and Non- Long-Term Motorised Transport Policy Development 8. Development of Compensatory Habitats Long-Term Policy 9. Set up an Environmental Unit Long-Term

6.6 CONSTRUCTION MANAGEMENT GUIDELINES In order to avoid major environmental issue, it will be appropriate to follow construction management guidelines:  Access roads should not be constructed near water bodies (lakes, reservoirs). If at all it is necessary to construct them, then a buffer strip should be provided to prevent water pollution.  In order to avoid congestion of road during construction, traffic shall be diverted to other roads with sign boards and information.  Water Supply, sewerage, drainage, electricity and telephone lines likely to be affected need to be diverted suitably without affecting the supply system.  People working/living near feeder roads should be made aware about possibility of high noise, hazards and other information in the Right of Way during construction.  There may be damage to surface and sub-surface drainage and also rotting and mixing of top soil. To avoid it is essential to retain original surface contours as far as possible and minimize the earth work involved.  As far as possible, care should be taken to compact all loose soil before end of work every day and avoid work during rainy season. This will help control erosion of soil.  Care must be exercised not to spill fuel by keeping vehicle/equipment in a well maintained condition. Special attention should be given to oil seals of equipment/vehicle involved.  It is necessary to check the noise generated during construction. The equipment and vehicles should be in good working condition to allow for minimum generation of noise.

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 The occupational noise levels during 8hr work shift should not exceed 85 dB(A). The public exposure should be limited to 55 dB(A) during day time(6AM - 9PM) and 45 dB(A) during night time (9PM - 6AM)  Use of electrical equipment should be preferred over pneumatic ones in order to minimize noise generation, First aid: At every workplace, a readily available first aid unit including an adequate supply of sterilized dressing material and appliances will be provided. Workplaces remote and far away from regular hospital will have indoor health units with one bed for every 250 workers. Suitable transport will be provided to facilitate taking of injured or ill person (s) to the nearest applicable hospital. Setting up of Construction Sites: The contractor may follow the guidelines as detailed below to identify the location of the construction equipment site.  A minimum of 1 km away from any major settlement or village,  A minimum of 300 m away from major surface water course or body,  On non-agricultural lands, as far as possible, and  Safety measures to Workers during construction. Risk from Operations: The implementing agency is required to comply with all the precautions as required for the safety of the workmen. The contractor will supply all necessary safety appliances such as safety goggles, helmets, masks, etc., to the workers and staff. The contractor has to comply with all regulation regarding safe scaffolding, ladders, working platforms, gangway, excavation, and trenches. Workers Camps: All temporary accommodation must be constructed and maintained in such a fashion that uncontaminated water is available for drinking, cooking and washing; Adequate washing and bathing places shall be provided, and kept in clean and drained condition; Construction camps people adequate health care is to be provided for the work force; Drains and ditches should be treated with bleaching power on a regular basis. Shelter at Workplace: At every workplace, there shelter place shall be provided free of cost, for meals and for rest, separately for use of women labourers. The height of shelter shall not be less than 3 m from floor level to lowest part of the roof. Sheds shall be kept clean and the space provided shall be on the basis of at least 0.5 sq. m per head. Canteen Facilities: A cooked food canteen on a moderate scale shall be provided for the benefit of workers wherever it is considered necessary. The agency shall conform generally to sanitary requirements of local medical, health and municipal authorities and at all times adopt such precautions as may be necessary to prevent soil pollution of the site. Day Creche Facilities: At every construction site, provision of a day creche shall be worked out so as to enable women to leave behind their children.

6.7 ALTERNATIVES The feeder roads are passing through villages, and forests at number of places such as:

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i) Gisovu-Ruzizi-Cyto-Rangiro Road through Nyungwa National Park; widening need to be looked into; ii) The other feeder road sections also need to be reviewed during detailed engineering at locations such as merging of roads and passing through villages.

6.8 DISCLOSURE OF ENVIRONMENTAL AND SOCIALSAFEGUARDS INSTRUMENTS The Ministry of Agriculture and Animal Resources will disclose this Environmental and Social Impact Assessment report and associated ESMP by making copies available at its head office and in District / Sectors/ Cell where project is situated. The copies shall also be made available to the local government’s agencies, the Environmental and Social Group and other stakeholders. The Government of Rwanda will also authorize the World Bank to disclose this ESIA and ESMP electronically through its InfoShop.

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7. PUBLIC CONSULTATION

7.1 PUBLIC CONSULTATIONS AND PARTICIPATION

Public participation and community consultation has been taken up as an integral part of social and environmental assessment process of the project. Consultation was used as a tool to inform and educate stakeholders about the proposed action both before and after the development decisions were made. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted. This participatory process helped in reducing the public resistance to change and enabled the participation of the local people in the decision making process. Initial Public consultation has been carried out in the project areas with the objectives of minimizing probable adverse impacts of the project and to achieve speedy implementation of the project through bringing in awareness among the community on the benefits of the project. As part of the project consultations, efforts were made to consult with the public as well as a number of local authorities, to determine their thoughts, opinions and feedback on the impact of the rehabilitation of feeder roads in Nyamaskeke District. Information and comments collected from the public early in the study process were of use. Different stakeholders were consulted to give them the opportunity to express their views and concerns. As part of the process, they were also provided with relevant and sufficient information on the project prior to its start - up. These stakeholders include the central and local authorities, as well as the population so as to determine their thoughts, opinions and feedback on the impact of the project in Nyamaskeke District. Socio-economic information was obtained during informal meetings with local authorities during the field visits as well as the information obtained from field survey. Significant efforts were made for the sake of reaching as many people as possible. This public consultation was held in Nyarusiza Village, Nyakavumu Cell, Mahembe Sector of Nyamasheke District all along Gatare-Wisumo-Gisovu feeder road on 19th September 2013.

7.1.1 Stakeholders Involving stakeholders through participatory direct or indirect consultations is central to completion of the EIA. Therefore, during the public consultations and disclosure of information, various groups of stakeholders were consulted. The stakeholders were those who have an interest in the project, and who will be involved in the further consultative process. The main groups of stakeholders met are:  Project Affected Persons (PAP)  Local authorities  Community People and Road Users  Churches and cooperative leaders

During the consultative process, beside the local authorities and ordinary population (mainly PAPs), other social organizations were also invited to attend the communication meetings. They are church leaders, local cooperative leaders, local medical staff, and local police and army representatives. They attended also the public consultation meeting which took place on 19th September 2013. The public consultation for ESIA, RAP, and PCRMP was

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conducted at the same time. The photographs of public consultation are available at the end of this chapter while people who participated in the discussion are listed in Annexure while signed attendance list of people participated in public consultation is presented in Annexure 7.

7.2 PUBLIC PARTICIPATION – METHODS AND PROCESS During these consultations, the communities were explained about the project, its benefits, social and environmental impacts. The participants were encouraged to (i) be open and make known their concerns and claims. The presentation highlighted the project background, objectives, expected upcoming activities, social economic information, and environmental information. Moreover, the consultants explained that land would need to be taken and that this would be managed via a resettlement action plan and that compensation would be paid for losses. The officials contacted during public consultation are reported in Table 37.

Table 37: Authorities Consulted in NYAMASHEKE District

S.No Names Function Contacts 1 FAIDA Felicien Professional in Charge of 07 88 74 99 89 Infrastructures 2 MUTUYIMANA Gabriel Executive Secretary of 07 85813833 MAHEMBE Sector 3 NTAHONDEREYE Modeste Executive Secretary of 07 88 71 91 36 NYAKAVUMU Cell

i) Views from the Professional in charge of Infrastructures in Nyamasheke District The Professional in charge of Infrastructures in Nyamasheke District fully supports the “Feeder Road Project”. During the interview with him, he stated that the rehabilitation of these feeder roads will certainly bring positive impact to people. She finally urged the people to welcome the project, and for the PAPs that they should not worry, as laws are there to protect them. ii) Views from the Executive Secretary of Mahembe sector In line with the professional in charge of Infrastructure in Nyamasheke district, the Executive Secretary of Mahembe Sector acknowledges the huge benefits that they expect from the rehabilitation the feeder Roads in Nyamasheke District. People should participate in the implantation and the protection of these socio economic infrastructures. The benefits expected Improved conditions of transporting goods and people; (ii) Opening up of the hinterland and improved access to basic socioeconomic infrastructure; (iii) Creation of direct and indirect employment during the road construction, operation and maintenance phases; (iv) Reduced risk of landslides and erosion thanks to the reinforcement and monitoring of

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embankments; (vii) Added value of land as a result of improved accessibility; and improved security around schools along the road.

iii) Views from the Executive Secretary of Nyakavumu Cell The Executive Secretary of Nyakavumu Cell supports the project. Benefits of the project include jobs, money in the sector, easy transport of people and goods. She appreciates how the team is using the approach of listening to the people as she feels that this is important. iv) Consultative Meetings with Community The meeting took place on Thursday 19th September 2013. Approximately 73 people attended the meeting; 25% or so were women. The main objective of the public consultations was to gather information on their concerns, perceptions, reactions and fears of the livelihood changes to be brought about as a result/consequence of rehabilitation of feeder roads in Nyamasheke District. The specific objectives are:  Create awareness of the project especially;  To obtain stakeholders (District, Sector and Cell leaders)‟ responses, feedback and concerns on the project;  To obtain socio- economic and environmental information on the community. After the presentations, the community was given opportunity to give their views, comments and queries. Different community problems were addressed during the meeting in which the local participants expressed repeatedly their main concerns as follows:

 Road safety issues;

 Lack of jobs and income generating activities

 Very poor road conditions in some villages;

 Lack of sidewalk;

 Narrow local roads and so on. Any comments or questions raised by stakeholders were responded to by and recorded. Employment opportunities in jobs associated with the rehabilitation of feeder roads was a theme brought up in the meetings. The consultant explained that positive and negative impacts of the project on people and the environment will be analysed such as air pollution, dust, influx of people, employment, traffic, road safety, the consultant team highlights that the project will follow government policies in protecting the population. All the participants confirmed that they appreciate the feeder Road Rehabilitation Project. The project received high degree of acceptability in that rehabilitation of the road will boost local economy due to increased usage of the road hence more exposure and increased benefits as more people would be passing through the road and in a way increase trading opportunities. During these consultations, the communities were explained about the project, its benefits, social and environmental impacts. The participants were encouraged to (i) be open and make known their concerns and claims. The presentation highlighted the project

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background, objectives, expected upcoming activities, social economic information, and environmental information. Moreover, the consultants explained that land would need to be taken and that this would be managed via a resettlement action plan and that compensation would be paid for losses. The salient feature of the meeting is presented below:

7.3 FINDINGS FROM PUBLIC CONSULTATION MEETING The data obtained from public consultation and views as well as concerns from different stakeholders are given in details in Table 38.

Table 38: Summary of Public Consultation in Nyakavumu Cell Mahembe Sector of Nyamasheke District

S. No. Gender Question/comment Response and how addressed in ESIA 1 Male After extending his The Consultant team, explained that there appreciation on the project, will be an inventory of assets, houses, he asked How the crops, land, etc, which are likely to be compensation will be carried affected, thereafter there will proceed for out? compensation in line with the guidelines provided by the law, and the District regulations 2 Male What will be the criteria for This largely depends on the types of jobs recruitment? Will there be and will be assessed on a case by case tests? basis. 3 Female She said “I am happy for this The Consultant team ascertained that the project, as it comes to solve whole process of compensation and the problem of transport and payment will be carefully carried out in strict isolation” However, she respect of the law, and the District expressed her worries with regulations. Furthermore, this process will regard to the payment / include local authorities and PAPs compensation representatives. 4 Female How does this project help The project will benefit all people and it vulnerable people, people needs people with the ability to work on the with disabilities? project as well. 5 Female Priority for jobs should also Priority will include women, there will not be consider women; women can discriminated against women if they are do the same work. able to accomplish specific task. 6 Male Raised the issue of The consultant team explained that local employment, he suggested people will be involved in the employment, that the local people should especially those with skills. But those with be the first ones to be no skills will be taken as manpower in the employed project. project implementation. 7 Female How will be expropriation will The laws of the country and the rules of the people have a choice on District will be followed and applied. price for their crops or houses destroyed? 8 Male What about the material to The project team explained that the

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S. No. Gender Question/comment Response and how addressed in ESIA be used in rehabilitation rehabilitation of roads will be done (Stones, or macadam)? according to Feeder roads standards 9 Female What benefits will there be Apart from jobs, there will be road for the population? rehabilitation which will improve mobility for the population as well as their goods.. 10 Male Wishes to speed up the road This is likely to occur. rehabilitation (project) 11 Female When will the project start? Research is still being undertaken but the project may start as soon as the EIA is approved 12 Male Dust and Noise is more on Due to better road conditions initially the the road it will increase dust and noise will decrease, may slightly increase on the road but will not have any effect on heath. 12 Female The project is genuine and The team suggested that they will make a very good for us, but how list of people affected, and apply the rules about the loose of land, and regulation in line with compensation crops, houses, etc The RAP will investigate these losses.

Source: Primary data genereted through public consultation, September 2013

7.3.1 Focus Groups Discussions (FGD) As part of the socioeconomic impact assessment, the consultants conducted a focus group discussion with project affected persons on Thursday 19th September 2013. Focus groups are useful in obtaining a particular kind of information that would be difficult to obtain using other methodologies. A focus group typically can be defined as a group of people who possess certain characteristics and provide information of a qualitative nature in a focused discussion. Focus group discussion provides the opportunity to stimulate discussions and interaction between a small group of people from a similar socio cultural background. This enables the consultants to have a diversity of ideas related to the topic. The consultants carried out a FGD on Thursday 19th September 2013 after public consultation. They met 8 people among them 5 women and 3 men. Those 8 people did not attend the previous consultation meeting. The general purpose of the FGD was to:  To explain them about the project;  To hear their views on the project. The comments or questions raised by the group were discussed until they were satisfied with the level of information provided. Key issues discussed were similar to those already voiced during the community Consultation Meetings. All those who attend the FGD welcomed the project but their main concern was the loose of their land and crops. The evidence of public consultation is presented in photographs and Annexure 9.

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8. ENVIRONMENTAL AND SOCIAL MONITORING PLAN AND COSTS

8.1 ENVIRONMENTAL AND SOCIAL MONITORING Environmental and social monitoring programme is a vital process of any environmental management and rehabilitation action plan of the development project. This helps in signaling the potential problems resulting from the proposed project and will allow for prompt implementation of effective corrective measures. The environmental monitoring will be required during construction and operational phases. The following parameters shall be monitored:  Water Quality,  Air Quality,  Noise levels, and  Soil conservation, and  Reforestation.. The above parameters have to be monitored during construction and operation phases. A matrix have been developed for monitoring of impacts to facilitate the monitoring frame work which includes the following:  Parameters to be monitored,  Indicators,  Method used for verification,  Frequency of monitoring,  Responsibility, and  Costs involved.

Table 39 summarizes the above monitoring program. The bill of quantities (BOQ) has been prepared for environmental monitoring plans along with costs involved are presented in Table 40.

8.2 TOTAL ENVIRONMENTAL AND SOCIAL COSTS Total environmental monitoring costs are estimated as RWF 67,142,200 the details This amount is will be included in project cost.

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Table 39: Environmental Monitoring Plan

S. No. Impact Parameter to be Indicator Method Frequency Responsibility Cost Monitored Estimates (RWF) 1 Water Pollution pH, DO, Mg, Test Results Laboratory Analysis Once in Three REMA/ RBS 1,500,000 TSS, Turbidity, as per Standard months Coli form Count Methods 2 Air Pollution Dust Test Results Laboratory Analysis Once in Three REMA/ RBS 2,400,000 as per Standard months Methods 3 Noise Pollution Noise Levels Test Results Laboratory Analysis Once in Three REMA/ RBS 1,680,000 as per Standard months Methods 4 Soil Pollution Oil & Grease, Test Results Laboratory Analysis Once in Three REMA/ RBS 700,000 Organic Matter, as per Standard months Methods 5 Monitoring of Sampling Planted Number / area Physical Verification Once in a month RDB 7,200,000 Tree Plantation and Maintained planted 6 Training and Training Status Feed Back form As per BOQ MINAGRI 19,600,000 Facilities organized & Facilities Procured

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Table 40: Bill of Quantities (BOQ) and Cost Estimates

S. No. Impact Description Unit Quantity Frequency Rate Total (RWF) A Environmental Monitoring 1 Air Quality (SPM, RPM, and CO) Samples (8 locations x Once in a week, 3 50,000 2,400,000 During Construction 3x 2 years times times in a year = 48 samples) during construction and for 1 year during operation 2 Water Quality Monitoring during pre- Samples 5 locations 4 samples/year, 25,000 1,500,000 construction, construction and (Total 60 before construction (1 operation phases samples) year), during construction (1 years) & during operation (1 years), 3 Noise Levels Samples 14 locations (14 10 locations during 20,000 1,680,000 locations x3 construction and times x two operation for a day

years = 84 and at equipment samples) (total yards, as and when 84 Samples) necessary.

4 Soil Monitoring (Organic Matter, Nitrogen, Samples TBD As an when soil is LS 700,000 Phosphate, and Oils and Greases expected polluted

5 Monitoring of Tree Plantation years 4 Every month 1,800,000 7,200,000 Sub-Total of D 33,480,000

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S. No. Impact Description Unit Quantity Frequency Rate Total (RWF)

E Training 6 Training of EO and other officer Years 2 Twice a Year 3.0 million / 6,000,000 involved at local level in environmental year Lump and social management sum. 7 Facilities and Equipments (1 vehicles, 1 Car 1 Once 10,000,000 10,000,000 monitoring kit each for air, water and Air Quality kit 1 Once 400,000 400,000 noise, 1 computer with printer) Water Kit 1 Once 400,000 400,000 Noise Meter 1 Once 400,000 400,000 8 Review, documentation, and other Meetings 4 Three times in a year 100,000 2,400,000 environmental policy matter for two years Sub-Total E 19,600,000 Total of (A+B) 53,080,000 Administrative Over Head (15% of 5,308,000 above) Sub-Total 61,042,000 Contingencies (10%) 0f above 6,104,200 Grand Total 67,142,200

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9. CONCLUSION AND RECOMMENDATIONS

9.1 CONCLUSIONS Based on Project Description (Chapter-3), Environmental Baseline Data (Chapter-4), Environmental Impacts (Chapter-5), Environmental Mitigation Measures, (Chapter-6) and Resettlement Action Plan (Part II), the following conclusion are drawn: i) The feeder roads are mostly in hilly terrain in the district of Nyamasheke. RTDA has prepared the feasibility and environmental and social impact assessment study for feeder roads of 204 km. Out of these based on technical, economical, financial, social and environmental considerations, the feeder roads have been assigned the priority. Based on priority about 150 km have been selected for review and update of environmental and social impact assessment and preparation of environmental and resettlement action plan. The project area is about 240 km from Kigali and may be reached by road via National Road 1 and NR 6. The integration of these roads with National Road will help in economic development of the region. One of the important aims of rehabilitating Nyamasheke Feeder Road is to provide access to the rural areas and to improve quality of life of local community. This will enable to fulfill the goal of vision 2020, EDPRS II and other development programs to a large extends. Apart of this aim, the feeder road will help improve social and cultural environment and development of other sectors like agriculture, commerce and trade. Hence the proposed feeder road rehabilitation will play an important role in economical growth and reduction of the poverty. Educational, cultural and health centres will have an easy access thus making improved living standards and quality life of the population. ii) The consultant has reviewed the report as explained in the approach and methodology. The review included the up-dating of missing data on actual number of PAPs, baseline on noise, ecology (forestry and wild life), social-economic profile of PAPs , physical cultural resources and facilities on the road/ immediate vicinity. Similarly the impact predictions have been updated on noise, air pollution, and forestry/trees, etc. Accordingly the management plans, bill of quantities and cost estimates were prepared. The special thrust was also given for protection of physical cultural resources, capacity building, training, monitoring and evaluation which have not appeared in RTDA report. iii) The cost of intervention to improve the feeder roads will cost about US$ 15.463 million for priority roads of 150 km. The planned activities include a) rehabilitation / maintenance of drainage, bridges and carriageway. The environmental costs are estimated RWF 294,133,700 which is 2.9 % of project costs. The estimates do not includes those items which are part of project intervention such as cross drainage works. iv) The existing ROW along the project road varies in the range of 4-6 m. The data has been collected and compiled for 3.0 to 4.5 m on either side from central line of the road. The loss of houses will be 28 in number and about 45 ha of land will be acquired for project activities.

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v) It is estimated that 751 trees are likely to be cut for expansion of feeder roads. An inventory of these trees has been made. It is proposed, to plant three times the number of trees cut. Hence 2,253 trees will be planted at suitable locations along the feeder roads. In addition about 15,000 trees will be planted on road side as an environmental enhancement measure and also to protect the valley side erosion.. In addition, the borrow area and quarry sites will also be vegetated to prevent erosion. About 17.8 ha of tree plantation will be done at these sites. vi) Private land will be acquired, in the process attention should be given for Permanently Affected People (PAP) who will resettled to the other places. The Rwanda expropriation law for public interest and policy of the Government of Rwanda and World Bank Guideline will be followed for compensation. vii) This major positive achievement of feeder road project are:  The road network in the district with national road linking with Nyamasheke, Kigali and other city.  Development of social and cultural environment of not only influence area but also the surrounding district.  Establishment of agriculture development and stimulate ancillary projects which will improve economical status of the local population;  More employment of people during construction and operation phases;  Less travel time to schools, health centre and markets.  Development of potential socio-economic centres, enhancement of rural economy and improved transport system,  Skill Transfer and Training,  Potential to improve drainage, road safety and reduction in green house gases;. viii) The project is planning appropriate drainage pattern which will reduce the erosion rate in the different catchments. The underground utilities such as water pipeline, valve chambers etc. are likely to be relocated. viii) Income generation of the rural population will be greatly enhanced through creating new avenues like trade commerce and other small agro processing industries. ix) The main need during implementation of the Project regarding environmental and social aspects is the monitoring of the implementation of all mitigation measures stipulated in the ESMP and in the obtained environmental permit. In order to perform such a monitoring of ESMP the construction company shall monitor the plans in the supervision of the experienced monitoring laboratory or Company. x) The noise and air quality of the project area is within the permissible limits. With the increase in traffic the maximum increase in noise level anticipated in the project area will be 7-9 dB(A). The change in air quality will be insignificant. The overall impact on air and noise quality during construction is limited to site and of short duration and can be mitigated.

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xi) The water has high concentration of turbidity and magnesium. It is recommended that water for use for drinking shall be treated before use. However the water may be used for construction purposes. xii) The Gisovu-Ruzizi-Cyto-Rangiro passes through the Nyungwa National Park. The first 20 km of the road on both side has forest density of above 60% (0.6). The park has rich flora and fauna with rare and endangered species. xiii) The labour camps shall be established away from the forest/marshy and water bodies to avoid the problem of water pollution. xiv) The environmental monitoring will be required before the start of the construction and during the construction and operation phases. The following parameters need to be monitored: Water Quality, Air Quality, Noise quality, and Soils. xv) During public consultation few recommendation were drawn are :i) Involve local communities in all stages of project planning and development, ii) Permanent communication between projector initiators and local authorities, iii) All people whose properties have been affected by the project have to be compensated for loss of land, crops and trees iv) monitoring register have to be set-up and the process be publicized in the affected areas v) During construction, PAPs shall be given first priority in the employment of skilled and unskilled labor.

9.2 Recommendations i) In view of above it could be concluded that project will bring benefit to the people of the area. The negative impacts are within the manageable limits and can be mitigated with the proposed management plans. ii) The Gisovu-Ruzizi-Cyto-Rangiro feeder road first 20 km passes through the Nyungwa National Park. These 20 km may be improved with the existing width to avoid any disturbance to the wild life of the park. The widening may damage/ migrate the rich flora and fauna of the area. iii) The proposed environmental and social management plans may be implemented for a better environment in project area.

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Photographs for Nyamasheke Districts

Roads no 13 Less Width and Slippery Roads Damaged By Rain

Houses on Row Feeder Road no 4 Tree Plantation on Road no 2

TEA Plantation Site On Road No 2 Cyato Start of Road no 2 at Uwisumo (forest guard post)

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Public Consultation at Nyamasheke Public Consultation at Nyamasheke

Monky in Nyungwe Forest On Roadside Nyungwe Nature Forest

Bad Road and stones on the road Roads Damaged By Rain

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PART II PHYSICAL CULTURAL RESOURCES PLAN

1.1 DEFINITATIONS The Physical Cultural Resources include cultural facilities such as churches, mosque, cemeteries, grave yard, genocide sites etc which are sources of valuable information, assets for economic and social development and integral part of people’s cultural identity and practice. Private Graves are one or more burial plots of the recently deceased, usually members of the family or local community, but with no sacred, cultural or religious significance to the wider community. Religious buildings includes churches, mosque, madrassa, and musholla; buildings where religious or holy ceremonies take place. The objective of the plan is to prevent any inadvertence loss of physical and cultural resources, or graves and religious buildings. This plan documents the physical cultural resources, private graves and religious buildings along/ vicinity of the feeder roads and includes methods and responsibilities to:  protect resources during construction;  relocate / remove graves and religious buildings as part of the resettlement process. This plan contains the following: • Roles and responsibilities of the project owner, consultants, contractors and government departments • List of surveyed physical cultural resources, graves and religious buildings; • Protection of resources during the construction phase • Relocation process for resources • Capacity and Training • Physical Cultural Resources Management Budget • Monitoring and Evaluation process The concept is to protect conserve and maintain such facilities and site as historical treasure. The objective is to mitigate or avoid adverse impacts on physical cultural resources from development projects.

1.2 LEGAL AND POLICY FRAMEWORK i) World Bank Operation Policy OP 4.11 The World Bank Operation Policy OP4.11 April 2013 addresses the physical cultural resources which are defined as movable or immovable objects, sites, structures, group of structures and natural features and landscapes that have archaeological, historical, religious and other cultural significance. ii) ORGANIC LAW No. 08/96 of August 30,1996 on the Organization of Prosecutions for Offences constituting the Crime of Genocide or Crimes against Humanity committed

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Either the crime of genocide or crimes against humanity as defined in the Convention on the Prevention and Punishment of the Crime of Genocide of 9 December 1948, in the Geneva Convention relative to the Protection of Civilian Persons in Time of War of 12 August 1949 and its additional protocols, as well as in the Convention on the Non-Applicability of Statutory Limitations to War Crimes and Crimes Against Humanity of 26 November 1968, the three of which were ratified by Rwanda. The above organic law was enacted in 1996.

1.3 Physical Cultural Resources

The Table 41 depicts the physical cultural resources feeder road wise. These physical cultural resources are closer to feeder roads and are not within the right of way.

Table 41: Physical Cultural Resources*

Priority No Feeder Road Genocide memorial sites 3 Muremure- Nyarubura-Peru 1 6 Kini-Ngoma-Mwaga 1 10 Kigoya-Muraza- Nyakabingo -Rupango 1 Total 3 *No Mosque or Genocide cite has been observed in study area

1.4 INSTITUTIONAL FRAMEWORK The physical cultural resources which are defined as movable or immovable objects, sites, structures, group of structures and natural features and landscapes that have archaeological, historical, religious and other cultural significance are maintained and managed by private and Government Organizations. The co-operatives and trusts are also involved in conservation, protection and management of these resources. Some of these are: i) Rwanda National Commission for the Fight against Genocide (CNLG) Genocide was first defined by the Convention on the Prevention and Punishment of Genocide as “the intent to destroy, in whole or in part, a national, ethnic, racial or religious group. Genocide is never spontaneous. In Rwanda, the Genocide against the Tutsi was a planned and systematic attempt at exterminate the Tutsi. The 1994 Genocide against the Tutsi was one of the fasted known to history with one million men, women and children killed in three months. By the end of the genocide, over 80% of the Tutsi population had been killed. To ensure that the victims are never forgotten, memorial centres have been built across Rwanda. There are number of Genocide Memorials sites available in each district. These are protected and managed by Genocide Commission. ii) Religious Infrastructure The Church, Mosque and other religious infrastructure in the districts are developed, maintained and managed by local people. Some time these are also funded by trust and missions.

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1.4.1 Institutional Implementation Arrangements The implementation arrangements of the Physical Cultural Resources Management shall be as under:

 The overall responsibility of co-ordination with different agencies/ departments will be of SPIU Rwanda Feeder Road Development Project in the Ministry of Agriculture and Animal husbandry;  MINAGRI may associate agencies at the National, District and Local levels for coordination;  The Genocide sites are protected, conserved and managed by Rwanda National Commission for the Fight Against Genocide, such sites close to feeder roads CNLG may be consulted;  Efforts shall be made that constriction activities shall not damage these sites during construction and protection against pollution during operation;  These sites may be protected by constructing the wall between road and site boundary and

Similarly churches, Mosques and other historical sides need to be protected.

1.4.2 Timing The final plan shall be in place at least two months prior to the start of the resettlement process, and will remain operative through the pre‐construction, construction and inundation phases of the scheme.

1.4.3 Roles and Responsibilities The responsibilities for the development, implementation and supervision of the Plan are summarized in Table 42.

Table 42: Role and Responsibility

S. No. Position Responsibility

1 SPIU-RFRP i) Overall responsibility for legal compliance. (Environmental ii) Supervision of the Supervising Engineer, including approval of and Social the final plan and any future revisions. Safeguard Unit) iii). Plan funding. iv) Providing coordination between the requirements of the Land Acquisition Resettlement Action Plan (LARAP) and the requirements of this Plan.

2 Resident i) Finalization of this plan as per site requirement. Engineer ii) Supervision of the Contractor; (Supervising) iii) Working in accordance with the Plan communicating and reporting incidents, monitoring and other information to SPIU-

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S. No. Position Responsibility

RFRP and the relevant government agencies as required. iv) Managing the removal of physical cultural resources, graves and religious buildings (if required) in coordination with the procedures and timing of the LARAP. v) Supervising the protection of the physical cultural resources, graves and religious buildings that will not be moved. vi) Reviewing the performance of the Plan and making any changes that may be appropriate for improving the management of physical cultural resources, graves and religious buildings. vii) Checking compliance of the project activities with the EIA and conditions of the approval. viii) Address complaints from the communities via a complaints management process.

3 Contractor i) Preparation and implementation of various sub‐plans, consistent with this document ii) Maintaining and keeping all administrative and environmental records in accordance with the Plan the reporting of these records to the Resident Engineer (supervising). iii) Working in accordance with the Plan; iv) Physical cultural resources protection, monitoring and management, for resources that will not be moved; v) The protection, monitoring and management of graves and religious buildings; vi) Comply with all relevant laws and regulations.

4 Consultants i) Working in accordance with the Plan, in particular the Chance Find Procedures ii) Making any recommendations to the Contractor, Resident Engineer and / or Project Co-ordinator; iii) Project Co-ordinator may delegate any of their implementation responsibilities to the Resident Engineer.

1.4.4 Institutional Responsibilities Institutions that will act as supervisors are listed below:  Co-ordinator SPIU-RFRP, Ministry of Agriculture and Animal Resources;  Environment Office of Western Province;  Environmental and Social Safeguard officer Nyamasheke District;  CNLG office in Nyamasheke District;  Religious leader of the Nyamasheke District and relevant sub‐districts

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Agencies that will be provided with the monitoring reports on a regular basis from District Feeder Road Project office in accordance with the scope of duties of concerned agencies and legislation are:  Co-ordinator SPIU-RFRP, Ministry of Agriculture and Animal Resources;  Environment Office of Western Province;  Environmental and Social Safeguard officer Nyamasheke District;  CNLG office in Nyamasheke District;  Religious leader of the Nyamasheke District and relevant sub‐districts

1.5 CONSTRUCTION PHASE MITIGATION MEASURES The physical cultural resources will be again investigated by the expert (archaeology) to identify the physical cultural affected by the project that must be relocated or protected prior to construction works. The process to be followed and steps to be adopted are summarized in the subsequent sections.

1.5.1 Removal / Relocation Process for Graves The process for the relocation of any grave or cemetery is in accordance with christen and Islamic teachings and local customs. The consultation process will identify the specific requirements for each grave / cemetery. The key steps to be followed are: i) Discussion with the LARAP team in terms of programming for the resettlement of the community that the grave(s) is / are located in. ii) Consultation with community and land owners for the current and proposed grave / cemetery site, and coordinate with the religious leaders. iii) A new site needs to be confirmed by the proposed land owner and the community. iv) Prior to relocation, the community will carry out ritual readings and prayers; v) Before excavating, involved parties will say a prayer for the deceased. vi) The remains of the deceased will be put in a white sheet, the new location should be marked so it can be easily recognized by the family and community,

1.5.2 Removal / Relocation Process for Religious Building The relocation of religious buildings is undertaken in accordance with the teachings and ordinances and needs and habits of local residents and visitors to the buildings. The key steps are to: i) Discuss the program with the Resettlement Implementation Team (RIT) for the resettlement of the community that the buildings are located in. ii) Prove ownership of the land and clearly identify the community who belongs to, or uses, the facilities. iii) Consult with each community and land owner, regarding how to relocate or rebuild the facility in a manner and within timeframes that will lead to the least disruption to religious activities.

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iv) Removal and rebuilding or relocation of facilities should coincide with the LARAP process for the community and land owner, and be complete prior to construction.

1.5.3 Resources Requiring Protection The following physical cultural resources, memorials, graves, and religious buildings will remain in place, and must be protected and monitored during construction. Key management measures are: i) Fencing around the perimeter of the memorial, grave, cemetery or rock. ii) Signage at the site. iii) Education of workers and site visitors of the location and importance of the sites, and the need to protect the sites from damage from construction. iv) Providing safe access to visitors to the key sites listed above, during the relevant holy periods and days. This includes placing warning signage along visitor routes regarding the risks of the nearby construction sites and providing safe alternative visitor routes that avoid work areas. v) Regular observational monitoring (monthly or weekly, based on the proximity of the resource to the work area) to record the condition of the resource and any damage. Remedial works should be carried out as necessary. vi) Providing a complaints service for the public / community to report physical damage or disruption of religious activities. vii) Educating workers regarding the significance of the sites and the necessary protection measures. Where damage has been done, or where complaints have been made by locals or the public to the Contractor, these must be reported to the Resident Engineer and an action plan proposed to mitigate or otherwise reinstate the physical cultural resource. Professional advice shall be called upon where necessary to provide a suitable action plan.

1.6 CHANCE FIND PROCEDURES If any person discovers a physical cultural resource, such as (but not limited to) archaeological sites, historical sites, remains and objects, or a cemetery and/or individual graves during excavation or construction, the Contractor shall: i) Stop the construction activities in the area of the chance find; ii) Delineate the discovered site or area; iii) Secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive remains, a night guard shall be arranged until the responsible local authorities take over; iv) Notify the Resident Engineer who in turn will notify the responsible local authorities immediately (within 24 hours or less);

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v) Responsible local authorities are in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the findings to be performed by archaeologists. The significance and importance of the findings should be assessed according to the various criteria relevant to cultural heritage; those include the aesthetic, historic, scientific or research, social and economic values; vi) Decisions on how to handle the finding shall be taken by the responsible authorities. This could include changes in the layout (such as when finding an irremovable remain of cultural or archaeological importance) conservation, preservation, restoration and salvage; vii) Implementation for the authority decision concerning the management of the finding shall be communicated in writing by relevant local authorities; and viii) Construction works could resume only after permission is granted from the responsible local authorities concerning safeguard of the physical cultural resource.

1.7 CAPACITY The Resident Engineer must have capacity to manage the processes in the plan. In case required, expert opinion should be sought from government agencies or specialist consultants for the following: i) Issues with relocation / removal that cannot be resolved through the procedures in this plan. ii) Restoration of damages to physical cultural resources or graves caused by construction‐related activities.

1.8 BUDGET The budget for the protection of physical cultural resources is presented in Table 43. In addition the resources required to replace water tank and partition between road and schools are also reported. However monitoring costs are included in EMP monitoring.

Table 43 : Budget for Protection of Physical Cultural Resources

S. No. Description Number Unit Quantity Rate Budget (RWF)

1 Wall between road/ Church l 4 M3 18 66,000 4,752,000 2 Sign / Indication Panels Nos 8 66,000 528,000 Sub-Total 5,280,000 6 Monitoring & Consultation (25%) of above 1,056,000 Total 6,336,000

1.9 COMMUNICATION AND REPORTING

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Monitoring, review and reporting will be along with EMP and RAP for the Rwanda Feeder Road Project. The Contractor shall report all records on observational monitoring, protection measures, complaints, and damages to the Resident Engineer on a quarterly basis. The Resident Engineer shall report their supervision records and the Contractor’s records to Co- ordinator SPIU-RFRP and the government and on case to case basis to private agencies on a quarterly basis.

Annexure 1 : Study Team S. No. Name of the Expert Specialization

1. Dr. Krishna Pal Environmental Specialist and Team Leader

2 Hategekimana Dushimire Water Resources Management Specialist Alexix

3. Samuel Nshutiyayesu Ecologist

4 Rutebuka Balinsa Sociologist

5 Jacques Bizimana Computer Data Operator

Annexure 2 : Tolerance Limits for Discharged of Domestic Wastewater

S. No. Parameter Limits Treated Methods of Test 1 TDS mg/l <1500 ISO 6107-2:1989 2 TSS mg/l <50 ISO 11923:1997 3 ph 5-9 ISO 10523:1994 4 Nitrates mg/l 20 ISO 5663:1984, ISO 6778:1984, ISO7890-3:1988 Nitrites mg/l 2 ISO 6777:1984 Total Nitrogen 30 ISO 11905 5 Total phosphorus mg/l 5 ISO 6878:2004 6 Temperature variation of <3 Thermometer Treated water compare to ambient Temperature of water 0c

7 BOD5 mg/l < 50 ISO 5815-2:2003 8 COD mg/l < 250 ISO 6060:1989 9 Faecal Coli forms mg/l 400 ISO 4831:2006 10 Oil and grease mg/l <10 ISO 9377-2:2000 11 Chlorine mg/l <2 ISO 7393 12 Sulphate mg/l 500 ISO 22743 13 Color Pt-Co 200 ISO 7887

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Annexure 3 : Permissible Limits for Industrial Waste Water Discharge

S. No. Parameter Permissible Test Method Limit 1. Temperature increase 0C <3 Thermometer 2. Total suspended solids mg/l 50.0 ISO .11923:1997 3. Total Dissolved Solids mg/l 2000.0 ISO 7868:1985 4. Oil and grease mg/l 10 0 ISO 9377-2:2000

0 5. BOD5 mg/l (20 C) 50.0 ISO 5815-2:2003 6. COD mg/l 250 0 ISO 6060:1989 7. Faecal Coli forms MPN/I00ml 400 ISO 4831:2006 8. Ammonia (as N) mg/l 20.0 ISO 6778:1984 9. Arsenic mg/l 0.01 ISO 11969 1996 10. Benzene mg/l 0.1 ISO 11423-2:1997 11. Cadmium mg/l 0.01 ISO 5961:1994 12. Hexavalent Chromium mg/l 0.05 ISO 23913:2006 13. Copper mg/I 3.0 ISO 8288:1986 14. Cyanide mg/l 0.1 ISO 6703-1:1984 15. Iron mg/i 3.5 ISO 6332:1988 16. Lead mg/l 0.1 ISO 8288:1986 17. Mercury mg/l 0.0002 ISO 5666:1999 18. Nickel mg/l 3.0 ISO 8288:1986 19. Phenol mg/l 0.2 ISO 8165-1:1992 20. Sulphide mg/l 1.0 ISO 13358:1997 21. Zinc mg/l 5.0 ISO 8288:1986 22. PH 5-9 ISO 10523:1994

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S. No. Pollutant Time Land Use Area Test weighted Methods average A Industrial Residential Controlled ISO 4221- n Area Rural & area 1980 n other Area e x 1. Sulphur Annual 80µg/m3 60µg/m3 15 µg/m3 - u oxides Average* r .(SOx); 24 125 µg/m3 80µg/m3 30µg/m3 e hours** 4 : 2. Oxides of Annual 80µg/m3 60ug/m3 15µg/m3 - A Nitrogen Average* m (NOx) b 8 hours i a n t A ir Q u a li t y T o l e r a n ce Limits

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3 Suspended Annual 360µg/m3 140µg/m3 70µg/m3 ISO particulate Average 9835:1993 matter(SPM) 24 Hours 500µg/m3 200µg/m3 100µg/m3

4 Respirable Annual 70µg/m3 50µg/m3 50µg/m3 ISO

particulate Average 9835;1993 matter(<10u 24 Hours 150µg/Nm 100µg/Nm3 75µg/Nm3 m)(RPM) 3 5 MP2.6 Annual 35µg/m3 - - ISO Average 9835;1993 24 Hours 75µg/m3 6 Carbon 8hours** 5.0mg/m3 2.0mg/m3 1.0mg/m3 ISO monocide(C 4224:2000 O)/carbon

dioxide(CO2)

Annexure 5 : Noise Exposure Limits

S. No. Area Time During Day Limits, dB(a) (hours) 1. Industrial Noise 0700-2100 60.0 2100-0700 55.0 2. Neighbourhood Noise 0700-1800 60.0 1800-2100 55.0 2100-0700 50.0

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Annexure 6 : Trees, Shrubs and Herbs and Their Origin

Morphological S. No. Plant Species forms Origin

1 Acacia mearnsii Tree Exotic

2 Acacia melanoxylon Tree Exotic

3 Ageratum conyzoides Herb Indigenous

4 Bidens pilosa Herb Indigenous

5 Casuarina equisetifolia Tree Exotic

6 Clerodendrum rotundifolium Shrub Indigenous

7 Coffea arabica Shrub Exotic

8 Conyza sumatrensis Herb Indigenous

9 Crassocephalum vitellinum Herb Indigenous

10 Cupressus lusitanica Tree Exotic

11 Cyperus latifolius Herb Indigenous

12 Digitaria abyssinica Herb Indigenous

13 Dracaena afromontana Shrub Indigenous

14 Erythrina abyssinica Tree Indigenous

15 Eucalyptus ssp Tree Exotic

16 Euphorbia tirucalli Tree Indigenous

17 Ficus ssp Tree Indigenous

18 Grevillea robusta Tree Exotic

19 Hyparrhenia ssp Herb Indigenous

20 Jacaranda mimosifolia Tree Exotic

21 Lactuca ssp Herb Indigenous

22 Lantana camara Shrub Exotic

23 Leonotis nepaetifolia Herb Indigenous

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24 Leucena leucocephala Tree Exotic

25 Mangifera indica Tree Exotic

26 Manihot esculenta Shrub Exotic

27 Manihot glaziovii Shrub Exotic

28 Melia azederach Tree Exotic

29 Mikania cordata Herb Indigenous

30 Musa ssp Herb Exotic

31 Ocimum ssp Herb Exotic

32 Oryza sativum Herb Exotic

33 Pennisetum purpureum Herb Exotic

34 Persea americana Tree Exotic

35 Phytolacca dodecandra Herb Indigenous

36 Pinus patula Tree Exotic

37 Psidium gujava Tree Indigenous

38 Rhus longipes Tree Indigenous

39 Ricinus communis Shrub Indigenous

40 Spermacoce princae Herb Indigenous

41 Tagetes minuta Herb Indigenous

42 Tetradenia riparia Shrub Indigenous

43 Tithonia diversifolia Shrub Indigenous

44 Vernonia amygdalina Shrub Indigenous

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Annexure 7: Common Wildlife of Nyungwe National Park

No Bird species 25 Apaloderma vittatum

1 Accipiter melanoleucus 26 Aplopelia larvata

2 Accipiter rufiventris 27 Aquila wahlbergi

3 Accipiter tachiro 28 Ardea melanocephala

4 Alcippe abyssinica 29 Ardeola ralloides

5 Alethe poliophrys 30 Balearica regulorum

6 Amaurornis flavirostris 31 Bathmocercus cerveniventris

7 Anas sparsa 32 Batis diops

8 Anas undulata 33 Batis molitor

9 Andropadus curvirostris 34 Bostrichia hagedash

10 Andropadus gracilirostris 35 Bradypterus baboecala

11 Andropadus latirostris 36 Bradypterus carpalis

12 Andropadus nigriceps 37 Bradypterus cinnamomeus

13 Andropadus tephrolaemus 38 Bradypterus graueri

14 Anthreptes collaris 39 Bubo lacteus

15 Anthreptes fraseri 40 Bubo poensis

16 Anthreptes rectirostris 41 Buteo buteo

17 Anthus trivialis 42 Buteo oreophilus

18 Apalis argentea 43 Buteo rufofuscus

19 Apalis binotata 44 Bycanistes subcylindricus

20 Apalis cinerea 45 Camaroptera brevicaudata

21 Apalis jacksoni 46 Campethera nivosa

22 Apalis porphyrolaema 47 Campethera tullbergi

23 Apalis ruwenzorii 48 Caprimulgus fossii

24 Apaloderma narina 49 Caprimulgus ruwenzori

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50 Centropus monachus 77 Cuculus solitarius

51 Centropus senegelensis 78 Dendropicos elliotii

52 Cercococcyx montanus 79 Dendropicos fuscescens

53 Chloropeta natalensis 80 Dicrurus adsimilis

54 Chloropeta similis 81 Diopterus fischeri

55 Chrysococcyx caprius 82 Dryoscopus angolensis

56 Chrysococcyx cupreus 83 Dryoscopus gambensis

57 Chrysococcyx klaas 84 Elimina albonotata

58 Cinnyricinclus sharpii 85 Elminia albicauda

59 Cisticola chubbi 86 Elminia albiventris

60 Colius striatus 87 Emberiza flaviventris

61 Columba arquatri 88 Eminia lepida

62 Columba unicincta 89 Erannornis longicauda

63 Coracina caesia 90 Estrilda atricapilla

64 Corvus albicollis 91 Estrilda melanotis

65 Corvus albus 92 Estrilda nonnula

66 Corythaeola cristata 93 Estrilda paludicola

67 Cossypha archeri 94 Francolinus nobilis

68 Cossypha caffra 95 Francolinus squamatus

69 Cossypha heuglini 96 Glaucidium perlatum

70 Cossypha natelensis 97 Graueria vitata

71 Criniger chloronotus 98 Gymnobucco bonapartei

72 Cryptospiza jacksoni 99 Hemitesia neumanni

73 Cryptospiza reichenovii 100 Indicator conirostris

74 Cryptospiza salvadorii 101 Indicator minor

75 Cryptospiza shelleyi 102 Ispidinia picta

76 Cuculus clamosus 103 Kakamega poliothora

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104 Kupeornis rufosinctus 131 Nectarinia olivacea

105 Lagonosticta senegala 132 Nectarinia preussi

106 Laniarius luehderi 133 Nectarinia purpureiventris

107 Laniarius poensis 134 Nectarinia regia

108 Lanius collaris 135 Nectarinia spp

109 Lanius mackinnoni 136 Nectarinia venusta

110 Linurgus olivaceus 137 Nectarinia verticalis

111 Lonchura poensis 138 Neocossyphus poensis

112 Lophoatus occipitalis 139 Nigrita canicapilla

113 Malaconotus dohertyi 140 Nycticora nycticora

114 Malaconotus lagdeni 141 Onychognathus tenuirostris

115 Melaenornis ardesiacus 142 Onychognathus walleri

116 Merops oreobates 143 Oriolus percivali

117 Mesopicos griseocephalus 144 Parus fasciiventer

118 Milvus migrans 145 Parus funereus

119 Motacilla aguimp 146 Phoeniculus bollei

120 Motacilla capensis 147 Phoeniculus purpureus

121 Motacilla clara 148 Phyllastrephus flavostriatus

122 Muscicapa adusta 149 Phyllastrephus placidus

123 Muscicapa striata 150 Phylloscopus laetus

124 Musophaga johnstoni 151 Phylloscopus umbrovirens

125 Nectarinia afra 152 Platysteira concreta

126 Nectarinia alinae 153 Ploceus alienus E

127 Nectarinia cuprea 154 Ploceus baglafecht

128 Nectarinia famosa 155 Ploceus cucullatus

129 Nectarinia kilimensis 156 Ploceus insignis

130 Nectarinia ludovicensis 157 Ploceus melanogaster

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158 Pogoniulus bilineatus 185 Terpsiphone viridis

159 Pogoniulus coryphaeus 186 Tockus alboterminatus

160 Pogonocichla stellata 187 Treron australis

161 Polyboroides typus 188 Trichastoma pyrrhopterum

162 Prinia bairdii 189 Tringa glareola

163 Prinia spp 190 Trochocercus cyanomelas

164 Psalidoprocne albiceps 191 Turdus olivaceus

165 Psalidoprocne holomelaena 192 Turtur tympanistria

166 Psittacus erithacus 193 Upupa epops

167 Pycnonotus barbatus 194 Zoothera tanganjicae

168 Rallus caerulescens 195 Zosterops senegalensis

169 Riparia paludicola

170 Sa icola torquatus

171 Sarothura rufus

172 Scopus umbretta

173 Serinus burtoni

174 Serinus citrinelloides

175 Serinus striolatus

176 Sheppardia aequatorialis

177 Smithornis capensis

178 Stephanoaetus coronatus

179 Stiphrornis erythrothora

180 Streptopelia semitorquata

181 Stri woodfordii

182 Sylvietta leucophrys

183 Tauraco schuetti

184 Tchagra australis

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Primates

 Chimpanzees (Pan troglodytes)  Blue monkeys (Cercopithecus mitis)  L’hoesti’s monkeys (Cercopithecus lhoesti)  Colobus monkeys (Colobus angolensis)  Mangabeys (Lophocebus albigena)  Baboons (Papio anubis)  Redtail monkeys (Cercopithecus ascanius)  Mona monkeys (Cercopithecus mona)  Owl-faced guenons (Cercopithecus hamlyni)

Ungulates and Elephants

 Bushpigs (Potamochoerus larvatus)  Duikers (Sylvicapra sp. or Cephalophus sp.)  Elephant (Loxodonta africana)  Carnivores  Serval (Felis serval)  Genets (Genetta sp.)  Otters (Herpestidae)  Mongooses (Lutrinae)  Rodents  Gambian pouched rats (Cricetomys gambianus)  Porcupines (Hystrix sp.)  Boehm’s squirrel (Paraxerus boehmi)  Fire-footed rope squirrel (Funisciurus pyrropus)  Ruwenzori sun squirrel (Heliosciurus ruwenzori)

(Source: Andrew J. Plumptre, Michel Masozera, Peter J. Fashing, Alastair McNeilage, Corneille Ewango, Beth A. Kaplin, and Innocent Liengola. Biodiversity Surveys of the Nyungwe Forest Reserve In S.W. Rwanda. WCS Working Papers No. 19, May 2002.)

Available online: http://s3.amazonaws.com/WCSResources/file_20120123_044858_Nyungwe+Biodiversi ty+Surveys_OPJu.pdf

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ANNEXURE 8: QUESTIONNAIRE FOR SOCIAL SURVEY

1. IDENTIFICATION

1.1 City/Town :______Name of Street /Road :______1.2 Name of Settlement/area:______Chainage No. :______1.3 Name of Head of the Household/Owner: 1.4 Name of the Respondent: 1.5 Relationship to HH : 1.6 Category of PAF: Titleholder -1 Encroacher -2 Tenant -3 Squatter -4 Kiosk -5 Others (specify) -6

2. GENERAL INFORMATION

2.1 Religious Group: Christians - 1 Muslim - 2 Others (specify) - 3 2.2 Social Group: Vulnerable - 1 General - 2 2.3 Mother Tongue : ______2.4 Place of Nativity :______2.5 Family Pattern : Joint - 1 Nuclear - 2 Individual - 3 2.6 Size of Family : Small (2-4) - 1 Medium (5-7) - 2 Large(Above 7) - 3 3. FAMILY PARTICULARS (Start from head of the household)

Any Any Relation- S. Name of the Sex Age Marital Disability skilled ship to Education No member (years) Status family HH Head member 1 2 3 4 5

3.1 Household’s Main Occupation______and Monthly income(RWF______3.2 Subsidiary Source ______and Monthly Income (RWF) ______3.3 No. of Adult earning members: ______3.4 No. of dependents: ______3.5 Family annual expenditure: RWF______3.6 Indebtedness When Rate of Amount Purpose of Source Amt. Borrowed Borrowed interest per outstanding Borrowing (Year) annum as on date

3.7 Household Assets: ______4. COMMERCIAL/SELF EMPLOYMENT ACTIVITIES

4.1 Type of Shop/Business Enterprises (SBEs) Hotel -1 Tea &Snaks -2 Repair & Workshop -3 Other Shops (Specify) -4 Other Enterprise (Specify) -5 4.2 No. of Partners :______4.3 Employment Pattern Owner/Operator -1 Employed 1 to 5 persons -2 Employed 5 & above -3

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5. VULNERABILITY HH below poverty line -1 HH becoming BPL as a result of loss of livelihood/assets -2 Female headed household -3

6. INFORMATION ON AFFECTED PROPERTY

6.1 Details of the structure Type Cons Impact No.of of type Utility Total Impacted Year Rooms/ Use connection area(Sq.m) area(Sq.m) storey P F

Type of Use:1. Residential, 2.Commercial, 3.Residential cum Coomercial, 4.Other (Specify) Cons.Type:1.Mud, 2.Brick/ RCC, 3.Semi-RCC Utility Connection: 1.Electricity; 2.Water; 3.Phone P-Partially F-Fully

6.2 Other Affected Assets Compound wall -1 Tree -2 Open well -3 Others (Specify) -4 Replacement Value (Rs.) :………………………………………..

7. PROJECT RELATED INFORMATION

7.1 Are you aware of the proposed Feeder Road Project? Yes -1 No -2 7.2 If Yes,Source of information______7.3 What is your opinion about the project? Good -1 Bad -2 Can’t say-3 7.4 If good, what positive impacts do you perceive? ______

7.5 If bad,what negative impacts do you perceive? ______

8. RESETTLEMENT AND REHABILITATION

8.1 In case you are displaced (residentially where and how far you prefer to be located? Within the area - 1 Outside the area - 2 Place name: ……………Distance (in k.m.)

8.2 Replacement Option Land for land lost -1 Cash Assistance -2 House in Resettlement Site -3 Shop in Resettlement Site -4 Other(Specify)

8.3 Factors to be considered in providing alternate place Access to family/friends -1 Income from household activity -2 Income from Business activity -3 Daily Job -4 lose to Market -5 Other(Specify) -6

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Annexure – 9: People Participated in Public Consultation

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