E2986 v5
Federal Democratic Republic of Ethiopia
Public Disclosure Authorized Ethiopian Roads Authority
Public Disclosure Authorized CONSULTANCY SERVICE FOR THE FEASIBILITY STUDY, EIA, DETAILED ENGINEERING DESIGN AND TENDER DOCUMENT PREPARATION Environmental Impact Assessment (Final) Public Disclosure Authorized
HIGHWAY ENGINEERS & CONSULTANTS (HEC) PLC P.O.Box 6951 Public Disclosure Authorized Tel. +251-011-320 02 84, +251-011-830 00 89 MARCH, 2012
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Acronyms
ADLI Agricultural Development Led Industrialization AIDS Acquired Immune Deficiency Syndrome CSA’s Central Statistical Authority CSE Conservation Strategy of Ethiopia EA Environnemental Assermenté EIA Environmental Impact Assessment EISR Environmental Impact Study Report EMB Environmental Management Branch EMP Environmental Management Plan ESMT Environmental Management and Safety Branch ESMT Environmental Monitoring and Safety Branch EPA Environmental Protection Authority EPC Environmental Protection Council EPE Environmental Policy of Ethiopia ERA Ethiopian Roads Authority FDRE Federal Democratic Republic of Ethiopia HIV Human Immune Virus KM Kilometre PAP Project Affected Peoples REA Regional Environmental Agency ROW Right-of-Way ROWPB Right-of-Way Protection Branch RSDP Road Sector Development Programme RRA Rural Roads Authority SDPRP Sustainable Development and Poverty Reduction Programme
Highway Engineers and consultant/HEC/ March 2012 ii Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Table of Content
Acronyms ...... ii
1. INTRODUCTION ...... 1
1.1 Background ...... 1
1.2 Objectives of the EIA Study ...... 2
1.3 EIA Methodology ...... 3
1.4 Rational ...... 3
2. DESCRIPTION OF THE PROJECT ROAD...... 4
2.1 Existing Conditions ...... 4
2.1.1 Existing Pavement Condition ...... 4
3. POLYCY, LEGAL AND INSTITUTIONAL FRAMEWORKS ...... 5
3.1 Administrative and Institutional Frameworks ...... 5 3.1.1 Federal and Regional States ...... 5 3.1.2 The Environmental Protection Authority ...... 5 3.1.3 The Ethiopian Roads Authority ...... 7
3.2 Development Policies and Strategies...... 8 3.2.1 The National Economic Development Strategy ...... 8 3.2.2 National Development Policy Framework (NDPF) and Sustainable Development and Poverty Reduction Programme (SDPRP) ...... 9
3.3 Environmental Policies and strategies ...... 9 3.3.1 The Constitution ...... 10 1.3.2 The Conservation Strategy of Ethiopia (CSE) ...... 10 3.3.3 The Environmental Policy of Ethiopia (EPE) ...... 10 Highway Engineers and consultant/HEC/ March 2012 iii Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.3.4 Sectoral Environmental Policies ...... 11 3.3.5 Biodiversity Policy (Approved 1998) ...... 12 3.3.6 ERA's sector policy for HIV/AIDS in the Work Places ...... 12
3.4 Legislative Instruments ...... 13 3.4.1 Proclamation on Institutional Arrangement ...... 13 3.4.2 Proclamation on Environmental Impact Assessment ...... 14 3.4.3 Proclamation on Environmental Pollution Control ...... 14 3.4.4 The Ethiopian Roads Authority (ERA) ...... 15 3.4.5 Ethiopian Roads Authority (Policy Framework) ...... 15 3.4.6 Land Tenure ...... 16 3.4.7 Proclamation to provide for the Expropriation of Land Holdings for Public Purposes and Payment of Compensation ...... 17 3.4.8 Proclamation on Rural Land Administration and Land Use ...... 17
3.5 EIA Guidelines ...... 17 3.5.1 EPAs Environmental Impact Assessment Guidelines (2002) ...... 17 3.5.2 ERA's Environmental Impact Assessment Guideline ...... 18
3.6 International Conventions and Protocols ...... 19 3.6.1 Convention on Biological Diversity ...... 19 3.6.2 Framework Convention on Climate Change ...... 19 3.6.3 The Vienna Convention on the Protection of the Ozone Layer ...... 20 3.6.4 The United Nations Conventions to Combat Desertification...... 20 3.6.5 The Basel convention ...... 20 3.6.6 The Stockholm Convention ...... 20 3.6.7 Convention on international trade in endangered species of fauna and flora ...... 20
3.7 The World Bank's environmental and social safeguard policies ...... 21
4. PREVALING ENVIRONMENT IN THE PROJECT AREA ...... 24
4.1 The Physical Environment ...... 24 4.1.1 Location ...... 24 4.1.2 Terrain Classification ...... 24 4.1.3 Land Use/Cover ...... 25 Highway Engineers and consultant/HEC/ March 2012 iv Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
4.1.4 Geology ...... 26 4.1.6 Climate ...... 28 4.1.7 Hydrology ...... 29
4.2 The Biological Environment ...... 29
4.3 The Cultural and Socio-economic environment ...... 31
4.4 Profile of Ethiopia ...... 31
4.5 Population ...... 34
4.6 Economic activities ...... 35 4.6.1 Social services ...... 38
5. PROJECT ALTERNATIVES ...... 43
5.1 Construction Options ...... 43
5.2 The “No Project Alternative”...... 43
6. PROJECT IMPACTS IDENTIFICATION AND EVALUATION ...... 45
6.1 Introduction ...... 45
6.2 Impact Identification Methodology ...... 45
6.3 Impact Magnitudes, Importance and Significance ...... 46
6.4 Potential Environmental Impacts of Proposed Project ...... 47 6.5.1 Local Income-Generation during Construction ...... 51 6.5.2 Local Social and Socio-Economic Benefits During Operation ...... 51 6.5.4 Agricultural productivity ...... 52 6.5.7 Impacts on Gender (Women’s Perspective) ...... 52 6.5.8 Reduction in Traffic-Generated Dust and Improved Road Safety ...... 54 6.5.9 Reduction in Erosion from Road Drainage ...... 54
Highway Engineers and consultant/HEC/ March 2012 v Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
6.6 Adverse Impacts on Physical Environment ...... 54 6.6.1 Soil Erosion and Pollution ...... 54 6.6.2 Impact on water resources ...... 55 6.6.3 Competition for water resources ...... 60 6.6.4 Air and Noise Pollution ...... 60 6.6.5 Impacts on Natural Vegetation ...... 61 6.6.6 Impacts on Wildlife, Wildlife Habitats and Protected Areas...... 61 6.6.7 Impacts on Cultural, Archaeological and Religious Environment ...... 62 6.6.8 Impact due to establishment of construction camps ...... 62 6.6.9 Quarries, Borrow Areas and Crushers ...... 63 6.6.10 Impact from construction machineries and vehicles ...... 64 6.6.11 Impacts on Property and on socio-economic environment ...... 64 6.6.12 Pressure on local medical services ...... 65 6.6.13 HIV/ AIDS and other Sexually Transmitted Diseases ...... 65 6.6.14 Negative Gender Impacts ...... 65 6.6.15 Social Conflict ...... 66 6.6.16 Traffic Safety ...... 66 6.6.17 Impact Due To Ancillary Works ...... 66 6.6.18 Impact Due to design (Geometric, Structural and Hydraulic as well as realignment) ...... 66
6.7 Summary of Identified Potential Environmental Impacts ...... 67
7 IMPACTS MITIGATION AND ENHANCEMENT MEASURES ...... 69
7.4 Soil Erosion, Sedimentation and Runoff ...... 69
7.5 Slope Instability and Landscape Intrusion ...... 71
7.6 Protection of Cultural and Belief ...... 72
7.7 Impacts on Soil and Water Quality ...... 72
7.8 Nuisance Noise ...... 73
7.9 Impact on Air Quality ...... 73
7.10 Impact on Flora and Fauna ...... 74
Highway Engineers and consultant/HEC/ March 2012 vi Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
7.7.1 Flora ...... 74 7.7.2 Fauna ...... 75
7.8 Impacts on Property and Utility Services ...... 75
7.9 Impacts Associated with Construction Traffic ...... 76
7.10 Mitigating HIV/AIDS ...... 76
7.11 Mitigating Adverse Impacts on Women...... 77
7.12 Mitigating Social Conflict ...... 77
7.13 Construction Phase Local Income Generation ...... 77
7.14 Reduction in Traffic Generated Dust and Improved Road Safety ...... 78
7.15 Reduction in Erosion from Road Drainage ...... 78
7.16 Induced Development and Other Project Benefits ...... 78
7.17 Impact Due To Ancillary Works ...... 78
8 ENVIRONMENTAL MANAGEMENT PLAN...... 79
8.4 General considerations ...... 79
8.5 Organizational aspects ...... 79 8.2.1 Environmental Management during Pre-Construction phase ...... 79 8.2.2 Environmental Management During Construction phase ...... 80
9 MONITORING PLAN AND IMPLEMENTATION PROGRAM ...... 82
9.4 General Considerations ...... 82
9.5 Contractual Bindings...... 82
Highway Engineers and consultant/HEC/ March 2012 vii Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
9.6 Cost Estimate...... 83
10 PUBLIC CONSULTATIONS ...... 85
10.1 Public Discussion topics ...... 85
10.2 Public Disclosure ...... 87
11 CONCLUSIONS AND RECOMMENDATION ...... 88
12. EMP MATRIX AS CLAUSES PROPOSED TO BE INCLUDED IN CONTRACT DOCUMENT ...... 89
13 CLAUSES STATEMENTS PROPOSED TO BE INCLUDED IN CONTRACT DOCUMENT ...... 121
REFERENCES ...... 133
Highway Engineers and consultant/HEC/ March 2012 viii Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
EXECUTIVE SUMMARY Introduction The Federal Democratic Republic of Ethiopia (FDRE) has allocated sufficient budget for the Detailed Engineering Design and Tender Document Preparation of the Mizan-Dima Road Project. Scope and Objective The scope of the EIA is to study potential environmental impacts of the project, both positive and negative from bio-physical and socio-economic points of view, along the road, in the ROW, at material, plant and camp sites as well as in the project influence zone. Detours and access roads as well as sites of water extraction are considered. This report concerns the feasibility stage Environmental Impact Assessment of the road. Alternative alignment studies have been conducted. It deals with the key environmental factors that are likely to be affected by the project during construction and operational phases. It also presents recommendations with regard to mitigation measures to be adopted, and monitoring plans for the safeguard of the environment and human health of the project area and its surroundings. Methodology Desktop study: At this stage and prior to field investigation a generic check list was prepared for data collection. Topographic maps were also studied for refining the check list. Scoping Stage: At this stage important components of the environment pertinent to the project area were outlined both from field observation and from discussion with public and administration. Base line data collection: Base line data of the environment were collected from observation as well as from secondary data. Alternative Route Selection: In-order to minimize negative impacts on the valued ecosystem components of the project area and enhance beneficial impacts, route alternative selection was conducted among four options. The method used was the appraising criteria indicated in the book by the AMERICAN DEVELOPMENT BANK – IDB, in 2002 as outlined in section 3 of this report. Environmental Impact Assessment: Predicted impacts at construction and operational stages have been clarified. The impacts were described as both beneficial and adverse. Adverse impacts can be long term types (e.g. soil erosion from unprotected slope cut), or short term (e.g. Vibration during construction). Environmental Impact Mitigation: For the proposed impacts mitigation measures have been proposed to be implemented as construction proceeds.
Highway Engineers and consultant/HEC/ March 2012 A Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Environmental Monitoring and Management Plans: In order to check the implementation mitigation measures an environmental monitoring plan has been incorporated that shows the parameters to be monitored, the schedule as well as the responsibility for monitoring. An environmental management plan has been provided in a table format with impact factors, mitigation options, responsible stake holders for the long term sustainability of the project and the environment as a whole. Policy and Legal issues: Policy and legal issues including the World Bank Safeguard polices are presented. These help to support all measures to sustain the project and the environment including human health and safety. Rational The project area is rich in cash crops, coffee, in honey as well as in fruits and spices. Moreover social infrastructure building will follow the road construction alleviating the problems of education, health, communication and light. However the cumulative impact from development projects needs appropriate planning, including a land use plan in order to protect natural vegetation, wild life, soils, and water resources from being adversely affected. Policy, Legal and intuitional Issues Similar to other developmental projects; the proposed project is influenced by several policies and programmes aimed at development and environmental protection. Therefore; policies, legislations and institutional frameworks relevant to the road project developments in general and to the proposed road project, in particular assessed and reviewed. The Agricultural Development Led Industrialization as the country’s core economic development policy and strategy as well as the Road Sector Development Programme (RSDP) together with the other development policies and strategies provide a useful framework for the implementation of the project. Nevertheless for the smooth implementation of the project it is necessary to harmonize environmental protection issues and requirements stipulated in the FDRE Constitution, EPE, EIA Proclamation and other sectoral and cross-sectoral policies. Moreover social impacts such as property acquisition, relocation and resettlement have to be referred to legislative frame works such as Proclamations 255/2005 “Expropriation of landholding for public purposes and payment of Compensation” and 256/2005 Proclamation on Rural Land Administration and Land Use as well as Regulation 135/2007 indicating modalities for the payment of compensation for property situated on land holdings expropriated for public purposes. The World Bank provides guidance on requirements in the Environmental Assessment Sourcebook, which includes recent versions of the World Bank Operational Policies as well as the updates. The World Bank has ten “Safeguard Policies” whose primary objective is to ensure that Bank operations are environmentally sound and sustainable. The ten safeguard
Highway Engineers and consultant/HEC/ March 2012 B Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report policies are grouped into Environment, Social Development and International Law. Relevant once are indicated under Policy and Legal Frame Works in the main text. Institutional arrangement and responsibilities For proper implementation of the EIA it is necessary that the various institutions (ERA, EPA) including the consultant and Contractor understand their duties. EPA among others should ensure that - The proponent complies with requirements of the EIA process; - Maintain co-operation and consultation between the different sectoral agencies throughout the EIA process; - Maintain a close relationship with the proponent and to provide guidance on the process; and - Evaluate and take decisions on the documents that arise from the EIA process.
At the regional level, the Federal EPA has devolved responsibility to the Regional equivalents of the EPA. The regional authorities should ideally establish an EPA-type institution to deal with environmental issues at the regional level. ERA’s EMB has the responsibilities to: - Advising senior management and assisting in the decision-making process on all road sector environmental and social issues; - Ensuring that environmental and social issues related to environmental and social management and monitoring are adequately addressed in connection with the road project design, construction and operation and maintenance and other activities of all ERA departments and divisions; - Supervising and monitoring for road sector projects. Before construction begins the contractor will have to submit specific Environmental Monitoring Plan that also addresses sites for camp, plant, construction material. The monitoring plan should address issues such as Safe disposal of waste including spoil, Site clearance, Earth works and related vegetation clearance and erosion, traffic safety, health issues and in the course site reinstatement. The consultant should verify that all mitigation and monitoring activities are done along with the engineering tasks. Failure from the contractors’ side not to implement and report mitigation and monitoring tasks should lead to actions similar to not complying to engineering requirements.
Highway Engineers and consultant/HEC/ March 2012 C Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Existing Conditions Location and Terrain, Geology and Soils The Mizan-Dima Road is found in the southern part of Ethiopia in the SNNP Regional state. There is an existing rural Road for most of the section. The road has got a total length of 91.6km. The first section of the route starts from station 0+000 i.e. Mizan town and runs for 55 kms towards south-west direction across Aman, Kite, Bebeka Coffee plantation, Biftu & Berji villages follows the existing gravelly road. This segment traverses on falt to rolling topography & crosses five rivers (Kekar, Shonga, Yeki Meka & Bandira) which are a possible location of bridge, and a number of small streams. The second segment of this route starts after 55 kms, where the alignment turns to the left (south direction) towards Dima village. This section of the corridor traverses through predominantly flat to rolling topography but some portion of the section is hilly and crosses one big river called Guracha and river Koyi plus a number of small streams. The geology is dominantly volcanics and Precambrian basement. In low lying areas towards Sudal alluvial sediments exist.
The soils are predominantly developed on Trap series volcanics and metamorphic Precambrian basement materials. The color is red and red brown to silty loam (FAO, 1984). According to FAO/ UNESCO (1974) the soil in southwestern part of the country was classified as Dystric Nitisols. Soil acidity tends to become an environmental problem due to leaching as a result of heavy rain that occurs in the region. In the low lying areas alluvial soils with sand, silt content exist.
Climate and Hydrology
The climate around Mizan is very wet with average annual rainfall in the order of 2000mm/yr. The area drains the Akobo drainage basin. The following major rivers are traversed by the project from Mizan to Dima: Kekar, Shonga, Yeki Meka & Bandira, Guracha and river Koyi, Akobo. There are about seven smaller rivers between Koyi and Akobo.
The vegetation on the highland is montane moist forest ecosystem comprises high forests of the country mainly the southwest forests. The upper canopy is occupied by the spectacular emmergent trees of Pouteria adolfi-friederici. Other characteristic species in the canopy include Olea capensis subsp. welweitschii and subsp hochestetteri, Prunus africana, Albizia schimperiana, Milletia ferruginea and Celtis africana. Others such as Polyscias fulva, Schefflera volkensii, Trilepisium madagascariense, Schefflera abyssinica, Bersama abyssinica, Mimusops kummel are also associated to it. Sub-canopy species include Croton macrostachyus, Cordia africana, Dracena steudenri, Syzygium giuneense sub-sp. afromontanum, Sapium
Highway Engineers and consultant/HEC/ March 2012 D Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report ellipticum, Ilex mitis, Erythrina brucei and Rothmannia urcelliformis. The shrub layer consists species of Coffee arabica, Galiniera saxifraga, Teclea nobilis, Ocotea kenyensis, Clausena anisata, Measa lnceolata and Maytenus spp.
The Woody climbers are Ureara hypselodendron, Landolphia owarensis, Embelia schimperi and Jasminum spp. The ground vegetation are mainly herbaceous plants including Acanthus, Justicia, Piperoma, Galinsoga, Impatiens, Urtica and several grass species. In the attempt of classification of the vegetation types in montane moist forests of Ethiopia, Lisanework Nigatu and Mesfin Tadesse (1989) and Kumlacew Yeshitila (1997) recognised five and nine association groups at Harenna and Southwest forests, respectively. Plant community types recognised at Harenna forest have shown distinct variation in their composition and structure of the vegetation across altitudinal changes, while those community types from Southwest forests were described mainly by their dominant species.
The montane moist forest ecosystem is distinguished also by supporting luxuriant growing epiphytes Canarina, Orchids, Scadoxus and fern plants such as Platycerium and Drynaria. Mosses also occur in the wettest forests associated to major branches and barks of trees.
Common Jackal, Wild Dog, Wild Cat, Bush Pig, Giant Forest Hog, Warthog, Bush Bug, Colobus Monkey, Olive Babbon, Grey Duicker and Bush Babby. Although complete inventory is lacking some of the montane moist forest ecosystem is recognized to be important bird areas of Ethiopia (EWNHS, 1996). For example, Bonga forest consists of more than 15 highland species of birds, Metu-Gore-Tepi forest consists of more than 16 of which at least two are endemic, and Tiro- forest have also more than 32 highland biome species of Birds (EWNHS, 1996).
The Social and Economic Environment Area and population size of the project Woredas by sex (2007) No. Name of Region Country Estimated area Population Woredas (in km2) Male Female Total 1 Mizan- SNNPR Ethiopia 18360 16131 34491 Aman (town) 2 Debub SNNPR Ethiopia 576 53601 55681 109282 Bench 3 Guraferda SNNPR Ethiopia 2505.8 19405 15859 35264 4 Bero SNNPR Ethiopia 664.7 6670 5569 12239
5 Surma SNNPR Ethiopia 4789.8 11794 12801 24595
6 Dima Gambela Ethiopia 700 4567 3429 7996
Highway Engineers and consultant/HEC/ March 2012 E Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
No. Name of Region Country Estimated area Population Woredas (in km2) Male Female Total Total 9236.3 114,397 109,470 223,867
The lively hood of the population is mainly agricultural, dominated by cash crop production on the highlands as well as from honey, spices and fruits. Environmental Impacts and Mitigation Although undoubtly the project will have beneficial socio-economic impacts, however there will be negative bio-physical impacts. The area holds natural vegetation in the form of forests and woodlands. There are also coffee plantations. These will be affected. However it is recommended that minimizing the impacts should be considered by narrowing the ROW where sensitive ecosystem components exist, by following existing trails and by minimizing the number of trees to be cut. Also it is important not to locate camp sites, spoil disposal sites, plant and material sites in sensitive areas such as vegetated areas and near water sources. Cultural impacts have been avoided during feasibility study through route selection. Among four alternatives proposed for analysis Rout 1 has been chosen partly on its positive influence for cultural materials (fossil sites). Route 4, which has not been selected passes through Kibish area that is known as one of the Pale anthropological areas. Routs 2 and 3 have intermediate impacts. Other major impacts will be on soil erosion and the resulting siltation. The water sources are currently relatively pure as compared to other parts of the country. This is due to the lush vegetation cover. During earth works and other such interventions and because of the high rainfall sediment will be generated as spoil. These activities need very careful disposal. As much as possible working in dry seasons and also replanting cut areas with vegetation simultaneous to the work, using sediment traps will minimize the problem. Socio economic impacts will be mainly property and utility acquisition that need proper compensation and resettlement procedures that should be conducted in line with the Resettlement Action Plan (RAP). The ROW is supposed to have the following general impacts: The detail will be provided in the Land Acquisition Plan report. Houses Mud and Wood 67369m2 Tukul 16072.7m2 BLD 878m2 Farm Land 167.077 ha Trees in no 1862 Coffee trees in no 623539 Highway Engineers and consultant/HEC/ March 2012 F Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Electric poles in no 1554 Environmental Management Plan An EMP is set as a table in the report. Main issues to manage in this project are to conserve the forest cover and wildlife, to protect water erosion by siltation mainly and to protect soil erosion. With this regard land use plan and education of the public about vegetation, soil and water conservation is important. This needs to be conducted and enforced along with the opening of the area via this and other projects. An annex of Environmental Monitoring Plan is attached.
Environmental Cost No. Item Amount ETB 1 Erosion Control and Land slide mitigation 1.1 Technical engineering measures Included in the engineering costs 1.2 Bio-Engineering measures (Top-soiling and 500,000.00 grassing to side slopes) 2 Resettlement and compensation Cost (to be 2,500,000.00 confirmed and finalized in the RAP) 3 Site restoration and artificial landscaping 3.1 Restoration of land used as detour roads 5,0000 3.2 Artificial landscaping of borrow pits, Quarry 50, 000 sites 4 Compensation for loss of trees and grassland 4.1 Natural tree and vegetation restoration 1,500,000.00 program 5 Road safety provisions (road signs, traffic Included in the engineering costs signs, etc.) 6 Environmental monitoring and capacity building 6.1 Local training through workshops 20,000.00 6.2 Short term training for one ESMT staff 100,000.00 6.3 Advisory group support 75,000.00 6.4 Expenses Routine monitoring visit for ESMT 100,000.00 TOTAL 4,850,000.00 10% Physical contingencies 485,000.00 Estimated Impact Mitigation Cost 5,335,000.00
Highway Engineers and consultant/HEC/ March 2012 G Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Conclusion The project will have very important Socio-economic benefits. However the negative bio- physical conditions need careful monitoring and management. With such intervention the project can be made environmentally feasible.
Highway Engineers and consultant/HEC/ March 2012 H Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
1.INTRODUCTION
1.1 Background The Federal Democratic Republic of Ethiopia (FDRE) has allocated sufficient budget for the Detailed Engineering Design and Tender Document Preparation of the Mizan-Dima Road Project. The Mizan-Dima Road is found in the southern part of Ethiopia in the SNNP and Gambela Regional state. There is an existing rural Road for most of the section. The road has got a total length of 91.6 km. The Ethiopian Roads Authority intends to construct a standard road and accordingly has signed an agreement with Highway Engineers & Consultant /PLC to undertake the consultancy services for the Detailed Engineering Design and Tender Document Preparation of the Road Project on January 22/2008 & commenced it on Feb.8/2008. This report concerns the feasibility stage Environmental Impact Assessment of the road. It deals with the key environmental factors that are likely to be affected by the project during construction and operational phases. It also presents recommendations with regard to mitigation measures to be adopted, and monitoring plans for the safeguard of the environment and human health of the project area and its surroundings. Prior to this report inception and route alternative selection reports have been submitted. The latter concerned the selection of an alignment with least negative environmental impacts as well as the most feasible from socio-economic and engineering points view. An Environmental Impact Assessment (EIA) is normally undertaken to integrate environmental considerations in development planning; to insure that potential negative impacts are foreseen and addressed at an early stage in the planning process, to identify and enhance the positive impacts of the proposed development activities, to examine the trade-offs and the possible alternatives, to ensure the development projects promote sustainable livelihoods, to provide an eco-friendly and people-centred management tool, to set up a machinery to carry out mitigation measures and monitoring and to promote inter- sectoral linkages. It includes, among others, identifying the scale and components of the proposed project, collecting background information on existing environmental statues of the study area, identification of proposed actions and alternatives, assessment and analysis of impact of the proposed action, designing and proposing of cost-effective and environmentally sustainable impact mitigation and enhancement measures, assessment of prevailing institutional arrangements for implementation of proposed mitigation and enhancement measures. The EIA guideline prepared by Environmental Protection Authority (EPA) requires development projects to reduce adverse effects on the physical, biological, and socio- economic environments. The Ethiopia Roads Authority’s (ERA’s) EIA guideline provide specific guidelines on how to integrate environmental concerns associated with road works into planning, design and implementation.
Highway Engineers and consultant/HEC/ March 2012 1 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
As per the requirements of the EPA guideline, the consultant has assessed the potential environmental impacts of the proposed road project. The Environmental Assessment has been conducted concurrently with the feasibility of the project with the objective to ensure that the project is environmentally sustainable and can contribute to the development of environmental assets.
1.2 Objectives of the EIA Study The fundamental objective of this environmental assessment is to ensure that the proposed road project is environmentally sound and contributes to the development of environmental assets in the Project Area. It is also expected to provide a means whereby the overall environmental performance of this project can be enhanced through: Identification of sensitive environmental components likely to be affected by the road project identification and evaluation of the potential impacts associated with project implementation and subsequent operation, and Preparation of plans and recommendations regarding measures that will minimize adverse impacts and enhance beneficial impacts.
Figure 1- 1: location of Mizan-Dima road project Highway Engineers and consultant/HEC/ March 2012 2 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
1.3 EIA Methodology In order to achieve the above objectives; the Consultant Followed the conventional pattern for road project EIA’s to meet the requirements of EPA’s Environmental Impact Assessment guideline and the Environmental Procedure Manual published by ERA. The findings of this EIA study report are based on secondary data and information obtained from local offices and review available documents, primary data collected through comprehensive field surveys, and consultation with different stakeholders at woreda and members of the local community. The methodology adopted for this environmental study is briefly discussed below: Description of the Existing Environment: baseline data on the physical, biological and human environment of the project has been assembled, evaluated and presented. Based on the baseline conditions, the major environmental issues in the project area (i.e., which will be under direct influence) have been considered. Identification and Evaluation of Potential Impacts: This environmental assessment has examined the potential beneficial and significant adverse impact on the environment during the construction and operation stages of the project. Development of Mitigation Measures: Practical and cost-effective mitigation and benefit enhancement measures have been recommended.
1.4 Rational The importance of this project from Socio-economic points of view is beyond doubt. However its impact on the bio-physical environment needs careful mitigation and management plans. Hence the necessity for an EIA at this planning stage is a crucial task of the consultant. With early interventions to reduce particularly impacts on the natural vegetation and the wildlife is essential. Moreover erosion and impact on water sources need to be considered and measures to reduce such effects needs to continuously be applied.
Highway Engineers and consultant/HEC/ March 2012 3 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
2. DESCRIPTION OF THE PROJECT ROAD
2.1 Existing Conditions 2.1.1 Existing Pavement Condition Mizan Teferi (Km 0+000 – Km 35+000) This section of the road mainly traverses through light brown silty clay sub-grade material. The existing condition of the road is in good condition as there are no major pavement defects that affect the riding quality to a considerable extent. The road is re-graveled recently with yellowish silty material blended with volcanic granular material commencing from Mizan town and reaching up at about Km 18 during the site visit. The existing width of the road ranges from 6-8m. Km 35 -Km 37 This section of the road mainly traverses through exposed red silty clay sub-grade material. No gravel wearing course material for this section of the road is available though such sub- grade materials are good in bearing capacity. Km 37 - Km 62 This section of the road is covered with Yellowish clayey granular material having a variable thickness. Because of this, this section serves for the existing traffic in a relatively favourable condition. The existing width of the road way ranges from 5 to 6.5m. Km 62 - Km 91.6 (Dima) Major structural failure does not prevail on this section. However due to lack of frequent maintenance functional failures are common. Of which Gravel Loss, Stoniness, potholes longitudinal gullies and narrowing carriage way width are of the main defects. The section passes in lowland and therefore there is a huge amount of water that is received from the highland during rainy seasons. Lack proper drainage leads the runoff to affect the road. Accordingly it is possible to conclude that the existing pavement defects arise from this problem. Therefore there should be consideration of the problem during the detail design phase. Major structures, such as on Koy River, are intermittently found within this section of the road. The crossing structure is constructed with Bailey bridge having a log deck surface. Most of the minor drainage structures for this particular road section are fords. Generally the pavement condition at the approach and bend of the fords are severely damaged.
Highway Engineers and consultant/HEC/ March 2012 4 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3. POLYCY, LEGAL AND INSTITUTIONAL FRAMEWORKS
Similar to other developmental projects; the proposed Arbaminch - Kemba – Swala Road Project is influenced by several policies and programmes aimed at development and environmental protection. Therefore; policies, legislations and institutional frameworks most relevant to road projects in general and to the proposed project in particular were assessed and presented. 3.1 Administrative and Institutional Frameworks The following paragraphs discuss the institutional and administrative framework at the Federal and Regional level and organizations responsible for the preparation of environmental policy and technical guidelines.
3.1.1 Federal and Regional States The Federal Democratic Republic of Ethiopia (FDRE) was formally established on 1995. The FDRE comprises of the Federal states with nine Regional State members. The roles of government at the different levels (Federal, Regional and Local) are defined by the Constitution (1995) and Proclamations No. 4 of 1995. The government structure takes power from the centre to Regions and Weredas. Under these proclamations, duties and responsibilities of Regional States include planning, directing and developing social and economic programs, as well as the administration, development and protection of natural resources of their respective regions.
3.1.2 The Environmental Protection Authority The Environmental Protection Authority (EPA) was established in August 1995, under Proclamation 9/1995, and is an autonomous government body reporting directly to the Prime Minister. It has a broad mandate covering environmental matters at Federal level. The Proclamation sets out the main responsibilities and broad organizational structure of the EPA. The key functions of EPA are defined in Proclamation 9/1995 and may be summarized as follows: preparation of environmental protection policies and laws and to ensure that these are implemented preparation of directives and implementation of systems necessary for the evaluation of the impact of projects on the environment preparation of environmental protection standards and implementation of directives concerning soil, water and air the conduct of studies on desertification and the co-ordination of efforts to combat it
Highway Engineers and consultant/HEC/ March 2012 5 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
preparation of recommendations regarding measures needed to protect the environment enhancement of environmental awareness programs implementation of international treaties concerning the environment to which Ethiopia is a signatory provision of advice and technical support to the regions on environmental matters The Federal government of Ethiopia issued Environmental protection organs establishment proclamation (proclamation No. 295/2002). The objective of this Proclamation is to assign responsibilities to separate organizations for environmental development and management activities on one hand, and environmental protection, regulations and monitoring on the other hand in order to ensure sustainable use of environmental resources, thereby avoiding possible conflicts of interest and duplication of effort. It is also intended to establish a system that fosters coordinated but differentiated responsibilities among environmental protection agencies at federal and regional levels. This Proclamation re-established the EPA as an autonomous public institution of the Federal Government of Ethiopia. It also empowers every competent agency to establish or designate an environmental unit (Sectoral Environmental Unit) that shall be responsible for coordination and follow-up so that the activities of the competent agency are in harmony with this Proclamation and with other environmental protection requirements. Furthermore, the Proclamation stated that each regional state shall establish an independent regional environmental agency or designate an existing agency that shall (based on the Ethiopian Environmental Policy and Conservation Strategy) be responsible for: Ensuring public participation in decision-making process. Coordinating the formulation, implementation, review and revision of regional conservation strategies, and Environmental monitoring, protection and regulation. As indicated above, the new Proclamation on Institutional Arrangements for Environmental Protection, envisages a widening of the EPA’s mandate. Most of the proposed additional powers and duties relate to co-ordination and monitoring aspects. Key elements include: to establish a system for EIA of projects, policies, strategies, laws and programs to enforce implementation of this EIA process (i.e. review EIA reports) and the recommendations which result from it for projects that are subject to Federal licensing, execution or supervision to determine environmental standards and ensure their compliance
Highway Engineers and consultant/HEC/ March 2012 6 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
to enter any land, premises or any other places that falls under the Federal jurisdiction, inspect anything and take samples as deemed necessary with a view to ascertaining compliance with environmental protection requirements to ensure implementation of environmental protection laws In view of the multi-sectoral nature of the EPE and the number of government agencies involved in various aspects of environmental management, overall co-ordination and policy review and direction is the responsibility of an Environmental Protection Council (EPC) within EPA, whose members represent the key agencies concerned with policy implementation and representatives from the civil society. With these powers, EPA has the mandate to involve itself on all projects that have a federal, inter-regional (involving more than one Region) and international scope.
3.1.3 The Ethiopian Roads Authority 3.1.3.1 General The Ethiopian Roads Authority (ERA) is a Government organization in charge of the development and management - including the planning, construction and maintenance - of the country’s network of trunk and major link roads and as such, is responsible for the administration of the Road Sector Development Programme (RSDP). On the other hand, the responsibility for rural roads was delegated to regional Rural Road Authorities (RRAs). In accordance with the relevant stipulations of the Proclamation for the Establishment of Environmental Protection Organs, which require that, at the federal level, each spectral ministry and authority has to establish an in-house environmental protection unit in order to ensure compliance with environmental proclamations and other environmental protection regulations, ERA established the Environmental Monitoring and Safety Branch (ESMT) and the Right-of-Way Protection Branch (ROWPB).
3.1.3.2 Environmental Monitoring and Safety Branch The ESMT is established within the Planning and Programming Division of the Engineering and Regulatory Department to address environmental matters related to the road sector. The main responsibilities of the ESMT are to: advise and assist the senior management in the decision-making process on all environmental and social issues pertaining to the road sector, ensure that environmental and social issues related to environmental and social management and monitoring are adequately addressed in
Highway Engineers and consultant/HEC/ March 2012 7 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
connection with road project design, construction and operation and maintenance and any other activities throughout ERA, Supervise and monitor - under environmental and social aspects - all of ERA’s road projects.
3.1.3.3 Legal Division and Right-of-Way Branch ERA’s Legal Division, and in particular it’s ROWPB, are responsible for the implementation of all resettlement action plans. The RoWPD is responsible for: negotiate with regional, zone and district offices, in order to secure the right-of-way for highway construction purposes, negotiates with property owners, rural and urban dwellers’ associations (or kebele administrations) regarding the compensation for the loss of buildings, crops, vegetation or any other property, due to the construction, etc. of roads, through judicial methods, investigations of claims and disputes arising from land acquisition, elaboration of recommendations of acceptance or rejection of compensatory claims, ensures that payments are effected as agreed upon with claimants, follow-up of agreed-upon - or as decided by the competent authority - payments to claimants, securing receipts and land transfers for road construction purposes, organisation of property valuation committees with suitable regional officials and community elders and the familiarisation of these committees with the standard methodology and procedures for the valuation of properties on the land required for road construction purposes, etc., and Establishes arbitration appraisal committee, where appropriate, to negotiate - with property owners or their representatives 3.2 Development Policies and Strategies 3.2.1 The National Economic Development Strategy The guiding strategy under the national economic development is known as the ‘Agricultural Development Led Industrialization’ (ADLI). The Agricultural Development Led Industrialization strategy is further developed into sectoral strategies that include agriculture, industry, mining, population growth, technological progress, economic and social infrastructures, etc.
Highway Engineers and consultant/HEC/ March 2012 8 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.2.2 National Development Policy Framework (NDPF) and Sustainable Development and Poverty Reduction Programme (SDPRP) Key policy documents that the Government issued since the early 1990s were primarily concerned with poverty and well being in Ethiopia. The Economic Reform Programme, which was implemented between 1992 and 1997, through four Policy Framework Papers, adhered to the objective of sound macroeconomic stance, structural transformation that rewards both labour and capital, increased expenditure on education and health services, enhancing food-security, and deepening of market integration with the overarching objective of reducing poverty. The current NDPF (the SDPRP) consists of: o Overriding and international focus on agriculture as this sector is the source of livelihood for 85% of the population where the bulk of which is poor. The government gives overriding primacy to the welfare of rural population. Agriculture is also believed to be a potential source to generate primary surplus to fuel the growth of other sectors of the economy (industry); o Strengthening private sector growth and development especially in industry as means of achieving off-farm employment and output growth (including investment in necessary infrastructure); o Rapid export growth through production of high value agricultural products and increased support to export oriented manufacturing sectors particularly intensified processing of high quality skins/leather and textile garment; o Undertake major investment in education and strengthen the on going effort on capacity building to overcome critical constraints to implementation of development program; o Deepen and strengthen the decentralization process to shift decision-making closer to the grass root population, to improve responsiveness and service delivery; o Improvements in governance to move forward in the transformation of society, improve empowerment of the poor & set framework /provide-enabling environment for private sector growth and development; and o Agricultural research, water harvesting and small scale irrigation.
3.3 Environmental Policies and strategies Ethiopia has different levels of policy and legislative frameworks that cover various aspects of environmental management and sustainable development issues. This includes the Constitution, which provides the foundation for all policies and legislations, the National Environmental Policy (NEP), that provides the framework for environmental legislations and sectoral policies and legislations that deal with specific sectoral environmental issues.
Highway Engineers and consultant/HEC/ March 2012 9 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.3.1 The Constitution The Constitution of the Federal Republic of Ethiopia provides the overriding principles and legal provisions for all legislative frameworks in the country. The concept of sustainable development and the environmental rights of the people are enshrined in the Constitution Article 43 and 44. The constitutional provisions stipulated in the articles have served as the guiding principles for all activities that are related to policy formulation, strategy development and the formulation of legislative and institutional framework for environmental protection.
1.3.2 The Conservation Strategy of Ethiopia (CSE) The initiation of the project on Conservation Strategy of Ethiopia in1989 was the first comprehensive undertaking that laid down the basis for policies and strategies foundation in Ethiopia. The purpose of the CSE Project was the assessment of the status and trends in the use and management of the resource base of Ethiopia, the foundation of a policy and a strategy framework and the development of a Federal Action Plan and Investment Program including legislative measures and operational arrangements for implementation. The formulation process has been countrywide, multi-sectoral and participatory. The CSE takes a holistic view of the natural, human-made and cultural resources and their use and abuse. It seeks to integrate existing and future Federal and Regional State Government planning in all sectors that rests upon the natural and human-made environments.
3.3.3 The Environmental Policy of Ethiopia (EPE) The Environmental Policy of Ethiopia (EPE) was issued in April 1997. The overall policy goal is to improve and enhance the health and quality of life of all Ethiopians, to promote sustainable social and economic development through sound management and use of natural, human and cultural resources and their environment as a whole, so as to meet the needs of the present generation without compromising the ability of future generations to meet their own needs. The policy seeks to ensure the empowerment and participation of the people and their organizations at all levels in environmental management activities, and to raise public awareness and promote understanding of the essential linkage between environment and development. In addition to its guiding principles, the policy provides sectoral and cross- sectional environmental policies. Environmental Impact Assessment (EIA) policies are included in the cross-sectoral environmental policies. The EIA policies emphasize the early recognition of environmental issues in project planning, public participation, mitigation and environmental management, and capacity building at all levels of administration.
Highway Engineers and consultant/HEC/ March 2012 10 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.3.4 Sectoral Environmental Policies The detailed sectoral environmental policies and strategy together with the related law and regulation are currently in various stages of preparation. One of the policies is the wildlife policy developed by the Ministry of Agriculture whose prime objective are the preservation, development and sustainable utilization of Ethiopia's wildlife resources for social and economic development and for the integrity of the biosphere. This is at present in draft form and covers a wide range of policies and strategies relating amongst others, to wildlife conservation and protected areas. A forestry management policy is also under preparation by the Ministry of Agriculture, to address the problems posed by continued deforestation arising from the use of wood in construction and as domestic fuel. Water Resources Policy has been formulated by the Ministry of Water Resources and Biodiversity Policy by the Ministry of Agriculture.
3.3.4.1 Proclamation for the Conservation, Development and Utilization of Forests Proclamation No.94/1993 is the relevant legislative instrument concerning forest resources. The proclamation includes provision for the conservation, development and utilization of forest resources. Sub-article 4 of article 13 of this proclamation states that prior consultation and approval is required from the appropriate regional body in order to conduct construction of any projects within federal and regional forests.
3.3.4.2 National Health policy and Strategy The health policy and strategy of the government is based on the belief that health policy cannot be considered in isolation from policies addressing population dynamics, food availability, acceptable living conditions and other requisite essentials for health improvement and shall therefore develop effective inter-sectorality for a comprehensive betterment of life. Article 2 of the General Policy states the ‘development of the preventive and promotive components of health care’ as one of the basic policy component. The promotion of occupational health and safety (Article 2.2.2) and the development of environmental health (Article 2.2.3) are identified as priority policy areas for the health sector. Article 3.4 of the policy states that inter-sectoral collaboration shall be emphasized in developing safe disposal of human, household, agricultural, and industrial wastes and encouragement of recycling’. Article 5.2 states that the promotional and preventive activities shall address ‘prevention of environmental pollution with hazardous chemical wastes’.
3.3.4.3 Policy and legislation on the mining sector The proclamation to promote the development of the mineral resources, which was issued under Proclamation No. 52/1993, is the most recent comprehensive legislation with respect
Highway Engineers and consultant/HEC/ March 2012 11 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report to the mineral sector. Article No. 4 of the proclamation states that ‘no person shall prospect, explore or mine unless he is a holder of a license’. Article 46 states that ‘the power to issue mining license and construction mining license undertaken by domestic investors shall be given by Mines and energy Bureau of National/Regional Self-government while other mining operation licenses shall be given by the Ministry of Mines and Energy.
3.3.4.4 Ethiopian Water Resources Management Policy The Federal Government of the Democratic republic of Ethiopia issued a comprehensive and integrated water resources management policy in 1998. The policy document outlines the following as the general policy objectives (FDRE 1998: 1): Development of, the water resources of the country for economic and social benefits of the people on equitable and sustainable basis. Allocation and apportionment or water, based on comprehensive and integrated plans and optimum allocation principles that incorporate efficiency of use, equity of access, and sustainability of the resource. Managing and combating drought as well as other associated slow on-set disasters through, -inter-alia, efficient allocation, redistribution, transfer, storage and efficient use of water. Combating and regulating floods through sustainable mitigation, prevention, rehabilitation and other practical measures. Conserving, protecting and enhancing water resources and the overall aquatic environment on sustainable basis.
3.3.5 Biodiversity Policy (Approved 1998) The policy provides guidance towards the effective conservation, rational development and sustainable utilization of the country's biodiversity. In general, the policy consists of comprehensive policy provisions on the conservation and sustainable utilization of biodiversity.
3.3.6 ERA's sector policy for HIV/AIDS in the Work Places ERA has prepared a sectoral policy for HIV/AIDS in the workplaces of ERA (June, 2004). In the policy ERA acknowledges the fact that the HIV/AIDS pandemic is a reality in the work place and may have detrimental effects on the goals and objectives of the authority. Therefore, the authority: Commits itself to create a supportive and non discriminatory working environment through dispelling of myths and stereotypes and by ensuring
Highway Engineers and consultant/HEC/ March 2012 12 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
that infected employees are treated in the same manner as other employees, Seeks to minimize the social, economic and developmental consequences to the authority and its staff, Undertakes that management will provide resources and leadership to implement program for the prevention and control of the HIV/AIDS and sexually transmitted infections (STI), Commits itself to offering support, counselling and education services to infected & affected employees; Commits itself to establish and maintain an employee assistance program, and Insures sustainable resources for the prevention and control of HIV/AIDS. The ERA task force is responsible and accountable for all programs for prevention and control of HIV/AIDS in the authority. The ERA's environmental monitoring and safety branch through the HIV/AIDS program coordinators is responsible for coordinating, implementing, monitoring and evaluating the policy provisions.
3.4 Legislative Instruments The Federal Government of Ethiopia is in the process of passing a number of proclamations that are aimed a (providing the legislative instruments for the implementation of the national environmental policy objectives and strategies. The following environmental protection proclamations were recently enacted by the Council of Representatives of FDRE.
3.4.1 Proclamation on Institutional Arrangement This proclamation establishes the Environmental Protection Authority as an autonomous Federal Agency with the objective of formulating environmental policies, strategies, legislation, standards and directives. The proclamation also provides for the establishment of the Environmental Council to ensure integration of environmental concerns with development policies, strategies and plans, as well as coordination among sectors. The Environmental Council is chaired by the Prime Minister (or his designate) and is composed of ministers of the relevant line ministries, heads of other government agencies and representatives of trade associations and NGOs. The Executive Director of EPA will serve as member and Secretary of the Environmental Council. Furthermore, the proclamation requires every competent agency to establish or designate its own environmental unit, which shall ensure collaboration with EPA and be responsible to coordinate and follow-up that activities of the agency are taking place in harmony with this Proclamation and other environmental requirements.
Highway Engineers and consultant/HEC/ March 2012 13 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.4.2 Proclamation on Environmental Impact Assessment The Federal Government has issued a Proclamation on Environmental Impact Assessment (Proclamation No. 299/2002) and the primary aim of this Proclamation is to make EIA mandatory for specified categories of activities undertaken either by the public or private sectors, and possibly, the extension of EIA to policies, plans and programmes in addition to projects. The provisions of the proclamation include: Projects will be subject to EIA and execution is subject to an environmental clearance from the EPA or Regional Government Environmental Agency, as applies; EPA or the Regional Agency, depending on the magnitude of expected impacts, may waive the requirement of an EIA; All other licensing agencies shall, prior to issuing of a license, ensure that either EPA or the regional Environmental Agency has authorized implementation of project; and A licensing agency shall either suspend or cancel a license that has already been issued, in the case that EPA or the Regional environmental agency suspends or cancels the environmental authorization. Approval of an Environmental Impact Study Report (EISR) or the granting of authorization by the EPA or the REA does not exonerate the proponent from liability for damage. The proclamation is based on the principle that each citizen has the right to have a healthy environment, as well as the obligation to protect the environment of the country. It contains provisions for Control of Pollution, Management of Municipal Waste, and Management of Hazardous Waste, Chemical and Radioactive Substance. It also encompasses provisions for the formulation of practicable Environmental Standards by the EPA, in consultation with competent agencies. Furthermore, it empowers the EPA or REA to assign Environmental Inspectors who have powers and duties to control pollution.
3.4.3 Proclamation on Environmental Pollution Control The environmental Pollution Control Proclamation (Proc. no. 300/2002) is promulgated with a view to eliminate or when not possible to mitigate pollution as an undesirable consequence of social and economic development activities. This proclamation contains general provisions on pollution control, environmental standards, powers and duties of environmental inspectors, rights to appeal and offences and penalties. The pollution control component includes provisions on management of hazardous wastes, chemicals and radioactive substances, management of municipal wastes and protection or the zone layer. The proclamation has provisions on forfeiture, cancellation and restoration.
Highway Engineers and consultant/HEC/ March 2012 14 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.4.4 The Ethiopian Roads Authority (ERA) The Ethiopian Roads Authority (ERA) was established in 1951 through proclamation No.63/1963 with responsibilities for the construction, improvement and maintenance of the Country's road network. Proclamation No. 80/1987 re-established ERA. ERA's Environmental Management Branch (EMB) was established in January 1998 with major responsibility of setting and implementing ERA's environmental guidelines in support of the national level requirements. The EMB holds the capacity of advisory, co-ordination and supervision aspects that are pertinent to the road environmental impacts and implication assessment as well as co-ordination with the respective ERA district offices.
3.4.5 Ethiopian Roads Authority (Policy Framework) Resettlement and rehabilitation are recognized civic rights in the Ethiopian legislation. Article 44 No.2 of the Constitution of the Federal Democratic Republic of Ethiopia has a clause stating that: “All persons who have been displaced or whose livelihoods have been adversely affected as a result of state programs have the right to commensurate monetary or alternative means of compensation, including relocation with adequate state assistance.” This is the basis for the compensation procedures established by the ERA has and likewise, the legal framework for the present resettlement and rehabilitation policy framework. Furthermore, by signing the credit agreements for the RSDPSP (credit 3032) and the RRP (credit 2438) with IDA, The Federal Democratic Republic of Ethiopia committed itself to abide the involuntary resettlement policy of the World Bank and both parties do agree on the fact that development projects should not be realized at the expense of the people affected by the projects. Thus, the legal framework of the RSDPSP are the Ethiopian constitution as transcended into the ERA procedures and the World Bank Operational procedure OP/BP 4.12, on involuntary resettlement and its operational policy as spelled out in the resettlement and rehabilitation guidebook. Apart from the broad policy frameworks at national level, the main reference behind the preparation of a Resettlement Action Plan (RAP) is ERA's guiding principles as stipulated in its Resettlement and Rehabilitation Policy Framework. The following statement is quoted from the ERA's Resettlement and Rehabilitation Framework to show when and where a RAP is required or not. At project identification, social screening/social impact assessment (SIA) of the subprojects will be conducted with the aim to determine whether or not a subproject requires detailed resettlement action plans. The principles of compensation/rehabilitation will be triggered wherever there will be a land requirement and adverse social impacts. Should, however, the SIA findings reveal that more than 200 persons are affected by a subproject, a
Highway Engineers and consultant/HEC/ March 2012 15 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report resettlement action plan will have to be prepared (ERA 2002). In the same issue the World Bank OP 4.12, as referred in ERA's Policy Framework, states: Where large-scale of population displacement is unavoidable, a detailed resettlement plan, timetable and budget are required. Resettlement plans should be built around a development strategy and package aimed at improving or at least restoring the economic base for those relocated. Experience indicates that cash compensation alone is normally inadequate. Voluntary settlement may form part of a resettlement plan, provided measures to address the special circumstances of involuntary resettlers are included. Preference should be given to land-based resettlement strategies for people dislocated from agricultural settings. If suitable land is unavailable, no land-based strategies built around opportunities for employment or self-employment may be used. In case of lesser number of affected people, OP 4.12 specifies the following: Where only a few people (e.g. less than 200 individuals) are to be relocated, appropriate compensation for assets, logistical support for moving and relocation grant may be the only requirements. However, the principles on which compensation is to be based are the same as for larger groups. (ERA, 2002) As per the above framework, a threshold has been set whether or not to proceed with a detail RAP once a social screening is done on any proposed road development project. Road development that entails the relocation of more than 200 individuals or about 40 households is expected to draw up a resettlement action plan. Those road projects that would displace less than 200 individuals are not expected to come up with a detailed/full scale RAP and instead appropriate compensation measures for lost assets, arrangements for logistical support and a relocation grant have to be made.
3.4.6 Land Tenure Land is the property of the state/public and does not require compensation. The land proclamations 31/1975 of rural land and 47/1975 of urban land state that the Government holds the ownership of land; it is the property of the Ethiopian People, Article 7(72) of proclamation 4/1975 states that the Government shall pay fair compensation for property found on the land, but the amount of compensation shall not take any value of the land into account, because land is owned by state. Proclamation No.55/1993, article 5.2, states that ERA shall use, free of charge; land and such other resources and quarry substances for the purpose of construction of highways, camp, storage of equipment and other required services, provided, however, that it shall pay compensation in accordance with the law for properties on the land it uses. The Right-of-Way (ROW) is the land allocated and preserved by the law for the public use in road construction, rehabilitation and maintenance work. For example in the RR50 standard 15m width on either side of the road centreline fall into the legal ROW.
Highway Engineers and consultant/HEC/ March 2012 16 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.4.7 Proclamation to provide for the Expropriation of Land Holdings for Public Purposes and Payment of Compensation In order to facilitate expropriation of landholding and payment of compensation, the government prepared a new proclamation in July 2005 on the “Expropriation of landholding for public purposes and payment of Compensation” Proclamation No. 455/2005 .The objective of the proclamation was to define the basic principles that have to be taken into consideration in determining compensation to a person whose landholding has been expropriated. Regulation 135/2007 identifies standard procedures for payment of compensation for property situated on land holdings expropriated for public purposes.
3.4.8 Proclamation on Rural Land Administration and Land Use This Proclamation, Proc. No. 456/2005, came into effect in July 2005. The objective of the Proclamation is to conserve and develop natural resources in rural areas by promoting sustainable land use practices. In order to encourage farmers and pastoralists to implement measures to guard against soil erosion, the Proclamation introduces a Rural Land Holding Certificate, which provides a level of security of tenure. The MoARD is charged with executing the Proclamation by providing support and co- coordinating the activities of the regional authorities. Regional governments have an obligation to establish a competent organization to implement the rural land administration and land use law. According the Proclamation where land, which has already been registered, is to be acquired for public works, compensation commensurate with the improvements made to the land shall be paid to the land use holder or substitute land shall be offered. The Proclamation imposes restrictions on the use of various categories of land, for example wetland areas, steep slopes, land dissected by gullies, etc.
3.5 EIA Guidelines 3.5.1 EPAs Environmental Impact Assessment Guidelines (2002) As part of the ongoing effort to develop environmental legislation and guidelines in Ethiopia, the EPA released its EIA guidelines document. The document provides a background to environmental impact assessment and environmental management in Ethiopia. The document aims as being a reference material to ensure effective environmental assessment and management practice in Ethiopia for all parties who are engaged in the process. The long-term objectives of the EIA system as set out by the EPA are: Conservation and sustainable use of natural resources
Highway Engineers and consultant/HEC/ March 2012 17 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Integration of environmental considerations in development planning processes Protection and enhancement of the quality of all life forms Attainment of environmentally and socially sound and sustainable development The document details the required procedures for conducting an EIA in Ethiopia and the requirements for environmental management. These requirements are presented on a step- by- step basis in the guideline. In addition, the document specifies tools that may be considered when engaging in the EIA process. Reference is made to the legislation and policies with which potential investors and developers in Ethiopia must comply and key issues for environmental assessment in specific development sectors are detailed for consideration. In addition, the EIA Guideline provides the categories, the relevant requirements for an EIA, and lists project types under each category. In accordance with this Guideline, projects are categorized into three schedules: Schedule-I: Projects, which may have adverse and significant environmental impacts and therefore require a full Environmental Impact Assessment. Schedule-2: Projects whose type, scale or other relevant characteristics have potential to cause some significant environmental impacts but are not likely to warrant a full EIA study. Schedule-3: Projects which would have no impact and do not require an EIA. Accordingly, rural road programs fall into Schedule 1 and major rural road upgrading/ rehabilitation fall into Schedule 2. However, projects located in environmentally sensitive areas such as land prone to erosion; land prone to desertification; areas of historic or archaeological interest; important landscape; religiously important area, etc. should be treated as equivalent to Schedule 1 activities irrespective of the nature of the project. 3.5.2 ERA's Environmental Impact Assessment Guideline On the basis of the EPA's Environmental Impact Considerations for Transport Sector Projects (January 1998), ERA has issued Environmental Guidelines for the road sub-sector to instruct different parties involved with road sector environmental activities. The main objective of the document is to provide specific guidelines on how to integrate environmental concerns associated with road works into planning, design and implementation. It is not a legal document, but rather an official guideline to serve the activities of the Ethiopian Roads Authority (ERA) and its relations with other organizations in environmental issues. In Environmental Guidelines, ERA project categories are described as: 1) Projects Requiring an Initial EIA
Highway Engineers and consultant/HEC/ March 2012 18 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
These are road projects that have the potential to cause some significant environmental impacts but not likely to warrant an EIA study. These are projects like upgrading/rehabilitation of roads, and other works of similar extent 2) Projects Requiring a Full EIA Study These are projects that are likely to have a severe impact on the environment. Therefore a self-standing EIA is required that in turn requires specific Terms of Reference for its fulfilment. Projects of such nature may include new / upgrading of major roads; new / upgrading of regional roads, and other works of similar extent. The proposed Road Project is classified under the second category. 3.6 International Conventions and Protocols In addition to national environmental legislations, the federal democratic republic of Ethiopia is also a party to a number of regional and international conventions and protocols on environment. The government has established an Environmental Protection Authority, and this Authority is designated as focal point for the implementation of these conventions and protocols. According to; Article 9(4) of the constitution of the Federal Democratic Republic of Ethiopia provides that once an international agreement is ratified through the accepted or established procedure, it automatically becomes an integral part of the law of the land. Consequentially, the convention and the Protocol are the laws of this land. Therefore; the following international conventions and protocols are relevant to the Road project. 3.6.1 Convention on Biological Diversity The convention on biological diversity has three goals. These are: Conservation of biodiversity; Sustainable use of the components of biodiversity; and Fair and equitable sharing of the benefits arising from the use of genetic resources. The convention was ratified by Ethiopia through proclamation No.98/94 on May 31, 1994.
3.6.2 Framework Convention on Climate Change Ethiopia ratified this convention through proclamation No. 97/1994 on May 2/1994. This convention takes into account the fact that climate change has trans-boundary impacts. The basic objective of this convention is to provide for agreed limits on the release of greenhouse gases into the atmosphere so as to prevent the occurrence of climate change. It also aims to prepare countries to minimize the impact of climate change, should it occur.
Highway Engineers and consultant/HEC/ March 2012 19 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.6.3 The Vienna Convention on the Protection of the Ozone Layer The basic objective of the convention is to combat the negative impact on the environment and human beings resulting from ozone depleting substances by reducing the amounts released and eventually banning their commercial use through internationally agreed measures. The Montreal protocol entered into force in 1989 to facilitate the implementation of this convention. Ethiopia ratified and become party to the Vienna convention and the Montreal protocol in January 1996. The National Meteorological services agency has been mandated for the coordination and supervision of implementation of this convention.
3.6.4 The United Nations Conventions to Combat Desertification The objective of the convention is to combat desertification and mitigate the effects of droughts in countries experiencing serious drought and /or desertification, particularly in Africa. Ethiopia has ratified the convention through its proclamation no. 80/1997.
3.6.5 The Basel convention The objective of the Basel convention is to control and regulate the Trans boundary movement of hazardous wastes. The Bamako convention of 1991 plays a similar role at the level of the African continent. Ethiopia ratified the Basel convention through its proclamation No. 357/2002. Its amendment was ratified through proclamation No. 356/2002. The country has also ratified the Bamako convention through proclamation No. 355/2002. 3.6.6 The Stockholm Convention In the year 2002, Ethiopia fully accepted and ratified the Stockholm convention on persistent organic pollutants by proclamation No. 279/2002 designed to ban the use of persistent organic pollutants. The Environmental protection authority has the full mandate to implement the convention at the national level.
3.6.7 Convention on international trade in endangered species of fauna and flora The objectives of the convention are to control international trade in endangered species and to ensure that international trade in non-endangered species is carried out in a manner which ensures stable markets and economic benefits for the exporting countries as well as to control and regulate illegal trade in such non endangered species, fossils and/ or their derivatives. Ethiopia ratified the convention through proclamation No.l4/1970. The mandate to implement the convention at federal level is the responsibility of the Ethiopian wildlife protection and development organization.
Highway Engineers and consultant/HEC/ March 2012 20 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
3.7 The World Bank's environmental and social safeguard policies The World Bank's environmental and social safeguard policies are a cornerstone of its support to sustainable poverty reduction. The objective of these policies is to prevent and mitigate undue harm to people and their environment in the development process. These policies provide guidelines for bank and borrower staffs in the identification, preparation, and implementation of programs and projects. Environmental Assessment is one of the 10 environmental, social, and legal Safeguard Policies of the World Bank. Environmental Assessment is used in the World Bank to identify, avoid, and mitigate the potential negative environmental impacts associated with Bank lending operations. In World Bank operations, the purpose of Environmental Assessment is to improve decision making, to ensure that project options under consideration are sound and sustainable, and that potentially affected people have been properly consulted. The World Bank's environmental assessment policy and recommended processing are described in Operational Policy (OP)/Bank Procedure (BP) 4.01: Environmental Assessment. This policy is considered to be the umbrella policy for the Bank's environmental 'safeguard policies' which among others include: Natural Habitats (OP 4.04), Forests (OP 4.36), Pest Management (OP 4.09), Physical Cultural Resources (OP 4.11), and Safety of Dams (OP 4.37), Involuntary Resettlement Policy (4.12). Below is a description of the policies relevant to this project: Operational Policy 4.01 Environmental Assessment: The core requirement of this Policy is that screening should be done as early as possible for potential impacts and select appropriate instrument to assess, minimize and mitigate potentially adverse impacts, to ensure that Bank-financed projects are environmentally sound and sustainable, and that decision-making is improved through appropriate analysis of actions and of their likely environmental impacts, and ensures that appropriate levels of environmental and social assessment are carried out as part of project design. It also deals with the public consultation process, and ensures that the views of PAPs and local NGOs are incorporated as early as possible for Category A and B projects. The policy also covers environmental, health, and safety (EHS) guidelines. Operational Policy 4.12 Involuntary Resettlement: This promotes participation of displaced people in resettlement planning and implementation, and its key economic objective is to assist displaced persons in their efforts to improve or at least restore their incomes and standards of living after displacement. It is triggered in situations involving involuntary taking of land and involuntary restrictions of access to legally designated parks and protected areas. The policy aims to avoid involuntary resettlement to the extent feasible, or to minimize and mitigate its adverse social and economic impacts. The policy prescribes compensation and other resettlement measures to achieve its objectives and requires that borrowers prepare adequate resettlement planning instruments prior to Bank appraisal of proposed projects.
Highway Engineers and consultant/HEC/ March 2012 21 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
According to the World Bank Policy on involuntary resettlement, RAPs are expected to be prepared in recognition to the Bank’s Policy as well in line with the Country’s laws. Nevertheless, when there is a conflict, the Bank’s provisions take precedence. OP/BP 4.11 Physical Cultural Resources: The objective of OP/BP 4.11 on Physical Cultural Resources is to avoid, or mitigate, adverse impacts on cultural resources from development projects that the World Bank finances. Cultural resources are important as sources of valuable historical and scientific information, as assets for economic and social development, and as integral parts of a people's cultural identity and practices. The loss of such resources is irreversible, but fortunately, it is often avoidable. The Gamo high lands through which the road passes contains several sacred sites that need careful attention.
Operational Policy 4.04: Natural Habitats seeks to ensure that World Bank-supported infrastructure and other development projects take into account the conservation of biodiversity, as well as the numerous environmental services and products which natural habitats provide to human society. The policy strictly limits the circumstances under which any Bank-supported project can damage natural habitats (land and water areas where most of the native plant and animal species are still present).
Specifically, the policy prohibits Bank support for projects which would lead to the significant loss or degradation of any Critical Natural Habitats, whose definition includes those natural habitats which are either:
legally protected,
officially proposed for protection, or
Unprotected but of known high conservation value.
In other (non-critical) natural habitats, Bank supported projects can cause significant loss or degradation only when
i. there are no feasible alternatives to achieve the project's substantial overall net benefits; and
ii. Acceptable mitigation measures, such as compensatory protected areas, are included within the project.
Operational Policy/Bank Procedure 4.36 (forests policy): The Bank's current forests policy aims to reduce deforestation, enhance the environmental contribution of forested areas, promote forestation, reduce poverty, and encourage economic development. Combating deforestation and promoting sustainable forest conservation and management have been high on the international agenda for two decades. As forests are home to at least half of all
Highway Engineers and consultant/HEC/ March 2012 22 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report life forms on earth, and as two-thirds of the planet's original forest cover has gone, the biodiversity of the planet has been seriously affected. There is, however, growing recognition that wise forest management is critical to sustainable development, particularly where the local or national economy is based directly on the use of forest resources. In addition, forest ecosystems have major impacts on soil, water, and coastal marine productivity over very large areas. They also have a significant influence on the global carbon cycle, which plays a crucial role in local and global climate regulation.
The Bank has finalized its revised approach to forestry issues, in recognition of the fact that forests play an increasingly important role in poverty alleviation, economic development and for providing local as well as global environmental services.
Success in establishing sustainable forest conservation and management practices depends not only on changing the behavior of all critical stakeholders, but also on a wide range of partnerships to accomplish what no country, government agency, donor, or interest group can do alone. The new Forest Strategy suggests three equally important and interdependent pillars to guide future Bank involvement with forests:
Harnessing the potential of forests to reduce poverty,
Integrating forests in sustainable economic development, and
Protecting vital local and global environmental services and forest values.
The forestry policy should be read in conjunction with the Natural Habitats OP/BP 4.04
Highway Engineers and consultant/HEC/ March 2012 23 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
4. PREVALING ENVIRONMENT IN THE PROJECT AREA 4.1 The Physical Environment
4.1.1 Location The first section of the route starts from station 0+000 i.e. Mizan town and runs for 55 kms towards south-west direction across Aman, Kite, Bebeka Coffee plantation, Biftu & Berji villages follows the existing gravelly road. This segment traverses on falt to rolling topography & crosses five rivers (Kekar, Shonga, Yeki Meka & Bandira) which are a possible location of bridge, and a number of small streams. The second segment of this route starts after 55 kms, where the alignment turns to the left (south direction) towards Dima village. This section of the corridor traverses through predominantly flat to rolling topography but some portion of the section is hilly and crosses one big river called Guracha and river Koyi plus a number of small streams.
Fig. 1 Location of the 91.6 km road project – it runs from Mizan via – Aman – Bebeka – Biftu – Berji – Dima
4.1.2 Terrain Classification One of the main determinants of the geometric design parameters of the road is the terrain upon which the route traverses. Terrain was classified by the general slope of area in which all alternates line traverses. The ERA Geometric Design Manual defines terrain classification based on lateral slope, which are as follows:
Highway Engineers and consultant/HEC/ March 2012 24 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Tab: 1 Terrain Classification Terrain Type Transverse Terrain Slope (%) Flat 0-5 Rolling 5-25 Hilly 25-50 Mountainous > 50
The Manual also mentions that the Engineer should use his judgment in assigning a higher design speed to a roadway segment based on longitudinal slope conditions. The Consultant adopts the above terrain classification for the present project and finalizes the design speed for various terrains after the longitudinal slope conditions along the corridor are established. Therefore, to have a clear image of the topographic characteristics of the areas where the alternative route traverses through are important to determine the best route & summarized as the following tables shown below.
Tab: 2 Terrains along the Route Terrain type Length (km) % Length from total Flat 4.3 4.7 Rolling 77.7 84.8 Mountainous 9.6 10.5
4.1.3 Land Use/Cover Likewise the terrain classification, the identification of land use/cover type is very important because it has a big influence on the hydrological study for structures and shows the complexity of detailed topographic survey for the route corridor. The following table describes the terrain classification of the whole project road and summery of the terrain types respectively.
Highway Engineers and consultant/HEC/ March 2012 25 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Table 3: Land use/cover classification along Route Stations Length (km) Land Use/Cover Classification 0+000 – 1+900 1.9 Settlement 1+900 – 2+500 0.6 Plantation 2+500 – 3+750 1.25 Settlement 3+750 – 37+400 33.65 Plantation 37+400 – 38+000 0.6 Settlement 38+000 – 46+800 8.8 Plantation 46+800 – 47+400 0.6 Settlement 47+400 – 55+000 7.6 Plantation 55+000 – 55+700 0.7 Settlement 55+700 – 61+800 6.1 Plantation 61+800 – 75+500 13.7 Forest 75+500 – 86+200 10.7 Savannah 86+200 – 91+600 5.4 Settlement
Table 4: - Land Use/Cover type along the whole route
Land use/ Land cover type Coverage (km) % coverage from the total Plantation (Coffee, Enset & 56.75 banana) 63.05 Bush, Woodland & Forest 13.7 14.95 10.45 Settlement 11.4 Savannah 10.7 11.68 Total 91.6 100
4.1.4 Geology The project area consists of volcanic rocks mainly Jimma Volcanics: (Rhyolite and, trachyte flows and tuff with minor Basalt layered) and Precambrian formations. The latter includes medium grained biotite and hornblende-biotite gneisses. Minor ferruginous quartzite and amphibolite layers occur within hornblende-biotite gneisses. The above formations cover the project area from the start to nearly the Sudan Border. Ultimately the formations are replaced by alluvial and lacustrine deposits as one reaches the flat terrain.
Highway Engineers and consultant/HEC/ March 2012 26 Tsaliet Group : Metaandesite, metadacite,metarhyolite.chlorite, PR2l Undifferentiated alluvial,lacustrine and beach sediments. sericite and graphite phyllites,green schist,limestone and quartzite.
Nn Nazret Series : Ignimbrites,unwelded tuffs,ash flows, Tulu Dimtu Group : Metabasalt,metaandesite,green schist,phyllite, Hawaiite,mugearite,trachyte,andesine basalt and ferrobasalt. rhyolitic flows,domes and trachyte. PR2td metaconglomerate,quartzite and marble. Na Afar Series : Alkaline basalt with subordinate alkaline and peralkaline silicics (rhyolitic dome and flows and ignimbrites) Birbir Group : Metabasalt,metaandesite,metarhyolit,phyllite, PR2b graphiticschist,marble,quartzite,metaconglomerate,green Alluv ial,lacustrine and marine sediments:Conglomerate, schist,metasandstone,metachert and amphibolite. sand,clay,reef,limestone,marl and gypsum. Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document PR2k Kajimiti Beds : Metaconglomerate and metasandstone. Dino Formation:Ignimbrite,tuff,course pumice,waterlain pyroclastic rocks with rare intercalations of lacustrine sediments. Preparation ofLATE Mizan MIOCENE–Dima Road Project Updated EIA Report Dalaha Formation : Fissural basalts and hawaiites with some PR2a Adola Group : Amphibolite,quartzite and graphitic phyllite. Ndb intercalated detrital and lacustrine sediments, with rhyolitic flows and ignimbrites in the upper part. EARLY PROTEROZOIC Ntt Tulu Wolel Trachyte with subordinate basalt. Fig.2 the Regional Geological Formation of the Project PR1r Mormora Group : Biotite schist,gneiss,marble and graphitic schist. MIDDLE - MIOCENE PR1w Wadera Group : Metasandstone,quartzite,biotite and muscovite schists. PNmb Ntb Tarmaber Megezez Formation : TransitionalARl and alkaline basalt.
MablaPR2b and Arba Guracha Formation : Rhyolitic domes,flows and ARb Nmr pyroclastic rocks of dominantlydt peralkalineARl composition with Pjr subordinate trachyte and basalt flows interstratified at base. ARCHEAN gt5 gt1 gd Q gt1 Nts Teltele and Surma Basalt : Flood basalts. Dincia Baro Group : Biotite,hornblende - biotite,garnet - amphibole, ARb garnet - sillimarite,calc - silicate and muscovite gneisses.
Nad Adwa Formation : Trachyte and phonolite plug. Pjb o ARy Yavello Group : Quartzo - feldspathic gneiss and granulite. 14 Pjr gt1 Awata Group : Biotite, hornblende,sillimanite - garnet,calc - sillicate ARa PR2b PNmb and quartzo - feldspathic gneisses,marble and granulite. Q OLIGOCENE - MIOCENE Alghe Group : Biotite and hornblende gneisses,granulite and Pzt ARl ARb Tarmaber Gussagd/tn Formation : Alkaline to transitional basalts migmatite with minor metasedimentary gneisses. PNtb often formingdt shield volcanoes with minor trachyte and phonolite flows Pjb Q gd/tn dt Konso Group : Hornblende, pyroxene,garnet - pyroxene gneisses gd Pjr PjbARk and amphibolite with minor metasedimentary gneiss. PNa Alage Formation : Transitional and subalkaline basalts with minor Nb Omo rhyolitePjr and trachyte eruptives. gt1 Makonnen Basalts:Flood basalts,commonlygb directly overlaying PNmb the chrystallinegd basement. PRECAMBRIAN AND PHANEROZOIC INTRUSIVE ROCKS Pjr gt5 Alkali granite and syenite. PNab Arsi and Bale Basalts:Flood basalts often connected to Q volcanicPjb edifices,silisicgb near the uppergd part. Pjb gt4 Post - tectonic granite and syenite. MIDDLE - LATE OLIGOCENE Q P3a Aiba Basalts:FloodARb basalts with rare basicARl tuff. ARa gt3 Late to post - tectonic granite. gt2 Pjr Key LATE EOCENENts - LATE OLIGOCENEARb the proposed project route Q Pjr Late Proterozoic Ultramafic Rocks : Serpentinite, peridotite Pjr Jimma Volcanics (Upper part) : Rhyolite and trachyte flows and tuff with minor basalt dunite and talc schists. Pjb Jimma Volcanics (Lower part) : Flood basalt with minor salic flows.
ARb gt2 Syn - tectonic granite. EOCENE Nb Ashangi Formation: Deeply weathered alkaline and trasitional basalt Kiba Q P2a flows with rare intercalations of tuff,often tilted (includes Akobo gt1 Pre - tectonic and synPjr - tectonic granite. Basalts of SW Ethiopia). Q Karkar Formaytion : Middle-late Eocene limestone with Pk gd / tn marly intercalations. Granodiorite and tonalite. Taleh Formation:Erly-Middle Eocene:Anhydrite,gypsum, Pt o dolomite and clay gd Granodiorite. 12
Pa Auradu Formation:Late Paleocene-Early Eocene limestone. tn Tonalite Highway Engineers and consultant/HEC/ March 2012 27
Pj Jessoma Formation:Late Cretaceous-Paleocene sandstone. dt Diorite
CRETACEOUS gb Gabbro Amba Aradom Formation:Sandstone, Ka conglomerate and shale. OTHER SYMBOLS Belet Uen Formation:Late Cretaceous (Cenomanian -Turonian) Kb limestone with some sandstone and shale. Alluvium,silt,sand,gravel,conglomerate and marine beach deposits.
Kf Ferfer Formation:Albabian-Cenomanian shale,dolomite and anhydrite. Lacustrine Sediments : Silt,clay,diatomite,volcanoclastic sediments with intercalated tuff. Km Mustahil Formation:Aptian-Albian limestone,marl and sandstone. Marine Deposits : Evaporite,gypsum,rock salt, reef limestone and limestone. Kg2 Korahe Formation (Main Gypsum Formation) : (Neocomian/Barremian) Kg1 Upper Korahe (Kg2) gypsum, shale, dolomite and anhydrite intercalation Lower Korahe (Kg1) shale and limestone with basal sandstone. Geological contact : observed,inferred. LATE JURASSIC Faults : observed,inferred. Jg2 Jg Gabredarre Formation : Kimmeridgia -Tithonian ; (Jg2) Upper unit and (Jg1) Fault barb on downthrown side. Jg1 Lower unit :Limestone with shaly and gypsiferous units. Shield volcano of the Ethiopian Plateau. Jag Agula Formation :Kimmeridgian shale,marl and limestone. Other major volcanic edifices Ju a) Urandab Formation (Ju) : Oxfordian-Kmmerdgian marl and shaly limestone Jt b) Antalo Formation (Jt) : Limestone. Field of small basaltic vents
Caldera 48 o
46 o 44 o o 38 o o 42 40 o 18
8 0 k m s . 0 40
8 0 m i l e s 0 40
L EGEND
LATE PALEOZOIC - TRIASSIC Ent icho Sandst one, Edaga Ar bi G lacials, G ur a and G ilo For m at ions: PLIOCENE - PLEISTOCENE Sandst one, shale, conglom er at e and t illit e. QUATERNARY UNDIFFERENTIATED Pz t NO t b Bishof t u For m at ion : Alkaline basalt and t r achyt e. Al l uvi al and l acustri ne deposi ts:Sand, si l t, cl ay, Q di atom i te, l i m estone and beach sand.
Undivided Lacust r ine and Fluvial Sedim ent s : Sand, silt gr avel LATE PROTEROZOIC Basal t fl ow s, spatter cones and hyal ocl asti tes NQ conglom erate(O m o G roup and Hadar Form ation) . a a) Transitional type betw een alkaline and tholeiitic. Upper Pr ot er ozoic : Undif f er ent iat ed. Qb b) Alkaline olivine basalt. PR2 b
Shiraro Form at ion : Sandst one and conglom erat e. Q b 1 PR2 s Pl ateau Basal t:Al kal i ne basalt and trachyte o Nb M ur si and Bof a Basalt s : Alkaline basalt 16
Rhyol i ti c vol cani c centers, obsi di an pi tchstone, pum i ce, i gni m bri te, tuff, Didikam a For m at ion : Slat e and dolom it e. Qr subordi nate trachyti c fl ow s (predom i nantl y peral kal i ne i n com posi ti on) Chilalo For m at ion( Upper par t ) : Alkaline basalt PR2 d Nc b Chilalo Form at ion(Lower part ) : Trachyt e, t rachy- basalt , per alkaline r hyolit e wit h subor dinat e akaline. basalt . Nc Tem bien G r oup : Chlor it e, ser icit e and gr aphit e phyllit es, lim est one, slat e and dolom it e. Qg G hinir Form ation :Rhyolite w ith subordinate basalt PR2 t
M IOCENE - PLIOCENE Tsaliet G roup : M et aandesit e, m et adacit e, m et arhyolit e. chlorit e, Danakil G r oup ( Red Sea Ser ies) : Conglom er at e, sandst one, ser icit e and gr aphit e phyllit es, gr een schist , lim est one and quar t zit e. silt st one wit h int er calat ed basalt f lows and lacust r ine PR2 l E HOL OCENE Nr s sedim ent s of t he Chorora Form at ion
Qh Tulu Dim t u G r oup : M et abasalt, m et aandesit e, gr een schist , phyllit e, M I T S I W A Undifferentiated alluvial,lacustrine and beach sediments. m et aconglom erat e, quart zit e and m arble. Nazr et Ser ies : I gnim br it es, unwelded t uf f s, ash f lows, PR2 t d R Nn r hyolit ic f lows, dom es and t r achyt e. Q b t Hawaiite,mugearite,trachyte,andesine basalt and ferrobasalt. Birbir G r oup : M et abasalt , m et aandesit e, m et ar hyolit , phyllit e, OF AL U Z F O F L U G C H A N N A L Af ar Ser ies : Alkaline basalt wit h subor dinat e alkaline and graphit icschist , m arble, quart zit e, m et aconglom erat e, green Na per alkaline silicics ( r hyolit ic dom e and f lows and ignim br it es) PR2 b schist , m et asandst one, m et achert and am phibolit e. PLEISTOCENE
Al l uvi al , l acustri ne and m arine sedi m ents:Congl om erate, Kajim it i Beds : M et aconglom erate and m et asandst one. I Qp sand,clay,reef,lim estone,m arl and gypsum . PR2 k
Dino Form ation:Ignim brite,tuff,course pum ice,w aterlain Adola G r oup : Am phibolit e, quar t zit e and gr aphit ic phyllit e. pyroclastic rocks w ith rare intercalations of lacustrine sedim ents. LATE M IOCENE PR2 a Qd Dalaha For m at ion : Fissur al basalt s and hawaiit es wit h som e int er calat ed det r it al and lacust r ine sedim ent s, wit h r hyolit ic Nd b f lows and ignim br it es in t he upper par t . EARLY PROTEROZOIC
M orm ora G roup : Biot it e schist , gneiss, m arble and graphit ic schist . T Nt t Tulu W olel Tr achyt e wit h subor dinat e basalt . PR1 r g t 3 W adera G roup : M et asandst one, quart zit e, biot it e and m uscovit e schist s. M IDDLE - M IOCENE PR1 w PR2 t Tar m aber M egezez For m at ion : Tr ansit ional and alkaline basalt . PR2 s PR2 l Nt b PR2 l PR2 t PR2 d g t 3 PR2 l g t 4 M abla and Arba G uracha Form at ion : Rhyolit ic dom es, f lows and PR2 t PR2 l Jt PR2 l pyr oclast ic r ocks of dom inant ly per alkaline com posit ion wit h Qp PR2 l Nm r subor dinat e t r achyt e and basalt f lows int er st r at if ied at base. g t 4 Ja PR2 t Sh i r a r o g t 3 g t 3 ARCHEAN g t 3 g t 3 p z t g t 4 Nr s R Bar o G r oup : Biot it e, hor nblende - biot it e, gar net - am phibole, g t 3 dt P3 a Qh gar net - sillim ar it e, calc - silicat e and m uscovit e gneisses. g t 3 PR2 d ARb Q g t 3 Jt Nt s Telt ele and Sur m a Basalt : Flood basalt s. g t 3 Na d Qp p z t Ja PR2 d Ad w a 14 o Na d P3 a Q PR2 l PR2 l Ad i g r a t PR2 d Ja gd Qh Yavello G r oup : Q uar t zo - f eldspat hic gneiss and gr anulit e. Ja Jt Adwa For m at ion : Tr achyt e and phonolit e plug. ARy Ja p z t I nda Si l ase P3 a PR2 t Na d P3 a L . As e l e g t 3 p z t Na d PR2 s PR2 d PR2 l PR2 d Qh PR2 l Q Awat a G r oup : Biot it e, hor nblende, sillim anit e - gar net , calc - sillicat e and quar t zo - f eldspat hic gneisses, m ar ble and gr anulit e. PR2 l PR2 l g t 3 PR2 l Nr s Qp ARa Jt g t 4 Ja PR2 l PR2 l g t 4 p z t Q Ja PR2 l Ja Nr s p z t E Alghe G r oup : Biot it e and hor nblende gneisses, gr anulit e and g t 3 m igm at it e wit h m inor m et asedim ent ary gneisses. g t 3 PR2 l ARl Ja PR2 l g t 3 W u k r o Qb PR2 l OLIGOCENE - M IOCENE PR2 d gd Q b t Nr s Jt PR2 s Qp P2 a Pz t Ja Tar m aber G ussa For m at ion : Alkaline t o t r ansit ional basalt s P2 a Ja Ka Q Jag Q b t of t en f or m ing shield volcanoes wit h m inor t r achyt e and phonolit e f lows Konso G roup : Hornblende, pyroxene, garnet - pyroxene gneisses PNt b PR2 l and am phibolit e wit h m inor m et asedim ent ar y gneiss. Ka Jag PR2 t Qp ARk g t 3 Ja PR2 t B e r k e t Ja Jt Q b t Qb P2 a Q b t Jt Qb Alage For m at ion : Tr ansit ional and subalkaline basalt s wit h m inor Jag Qh Jt PNa r hyolit e and t r achyt e er upt ives. ARb ARb P3 a Q b t ma im r e Z G h c o a Nr s Q b b P2 a PR2 s M e k e l e Qb Jt Qh Q b t Qh Q M akonnen Basalt s: Flood basalt s, com m only dir ect ly over laying Ja PRECAM BRIAN AND PHANEROZOIC INTRUSIVE ROCKS PNt b L . Qr t he chr yst alline basem ent . Jt Nr s Qp PNm b g t 3 PR2 t Jt PR2 l g t 4 Af r r e r a A Alkali gr anit e and syenit e. P3 a g t 3 Ja g t 5 PR2 t Q b t Q b b Ja ARb Ja Jt Q Ar si and Bale Basalt s: Flood basalts of t en connect ed t o volcanic edif ices, silisic near t he upper par t . Q b t Qr Qr PNa b Pz t Jag g t 4 PNt b Qh Qh Post - t ect onic granit e and syenit e. ARb Qr Q g t 4 Q Ja Jt Qr Qr Pz t Ja Qb PR2 t P3 a Na Ka Qb M IDDLE - LATE OLIGOCENE Lat e t o post - t ect onic granit e. T e k e z e Qh g t 3 ARb Qb Aiba Basalt s: Flood basalt s wit h r ar e basic t uf f . P2 a PR2 t Q Q b b Na P3 a Jt Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document P3 a Ja Qb Qh Qr P2 a Qr Q b b Lat e Pr ot er ozoic Ult r am af ic Rocks : Ser pent init e, per idot it e PR2 t Ja Qh Preparation of Mizan–Dima Roaddunit Project e and t alc schist s. Updated EIA Report LATE EOCENE - LATE OLIGOCENE P3 a Q b t Qb Ja Qr Na Jim m a Volcanics (Upper part ) : Rhyolit e and t rachyt e f lows and t uf f wit h m inor basalt Be l e g h e s Ja Qb T s e l a r it Qh Pj r Jim m a Volcanics ( Lower par t ) : Flood basalt wit h m inor salic f lows. Na Qr Na Q b t Qr Qh Pj b Qh Qp Qh g t 4 Qh Qh g t 2 Syn - t ect onic granit e. GONDAR L a k e P2 a Se k o t a As h e n g e Qh Qr Jt g t 5 g t 5 Qr g t 5 Qr Qh EOCENE Ko r e m Q b t Qh Qh Qb Na Ashangi For m at ion: Deeply weat her ed alkaline and t r asit ional basalt f lows wit h r ar e int er calat ions of t uf f , of t en t ilt ed ( includes Akobo g t 1 Pre - t ect onic and syn - t ect onic granit e. Qh Qr P3 a Qr Qb P2 a Basalt s of SW Et hiopia) . Qh Qh Qr P2 a Qh P3 a Q Qb Qh Qh Qh P2 a Kar kar For m ayt ion : M iddle- lat e Eocene lim est one wit h g d / t n G r anodior it e and t onalit e. P 2 a Qr Qr PNa Qr Na Pk m ar ly int er calat ions. P2 a Qh Qr Na PNt b g t 5 Na Qb Qr Na e z e k e T PNt b Qb Qb Qh Na NQ t b o Qh g t 5 Qr Qp Taleh For m at ion: Er ly- M iddle Eocene: Anhydr it e, gypsum , 12 Qp Qh Qp Ko b o Q Pt dolom it e and clay gd G r anodior it e. P2 a Qr Nd b g t 5 Qh LL a a k k e e T T a a n n a a Ad d i s Q b b Na Qh Z e m e n PNa P2 a g t 5 P3 a NQ t b Qr tn T o n a lit e Qb Na Pa Aur adu For m at ion: Lat e Paleocene- Ear ly Eocene lim est one. Nd b Q Q Na Q b 1 Q DJIBOUTI PNa Qr Dior it e g t 5 Jessom a Form at ion: Lat e Cret aceous-Paleocene sandst one. dt Q b 1 NQ t b L a k e Pj Qh Qr G a r g o r i D. T a b o r Nm r Q W o l d i y a Qb Q Q L a k e Na G a m a r i gb G a b b r o Nd b Q Qh CRET ACEOUS BAHI R DAR G id d a Qr PNa Qr Am ba Aradom Form at ion: Sandst one, Gilgel Abay M i l e Q Q conglom er at e and shale. Qh Ka 4.1.5 Soils OTHER SYM BOLS NQ t b L a k e P2 a L a k e Belet Uen For m at ion: Lat e Cr et aceous ( Cenom anian - Tur onian) Alluvium , silt , sand, gr avel, conglom er at e and B e s h i l o Ha y k Af a m b o m ar ine beach deposit s. T i s Ab a y P3 a Q Q lim est one wit h som e sandst one and shale. Kb The soils are predominantly developed on Trap series volcanics and metamorphic Nm r Q P3 a L a k e Qr REPUBLIC P3 a Ar d i b o A b a y Na Precambrian basement materials. The color is red and red brown to silty loam (FAO, 1984). NQ t b Lacust r ine Sedim ent s : Silt , clay, diat om it e, volcanoclast ic Qp Qb Fer f er For m at ion: Albabian- Cenom anian shale, dolom it e and anhydr it e. sedim ent s wit h int er calat ed t uf f . Qh L a k e Kf According to FAO/ UNESCO (1974) the soil in southwestern part of the country was L a k e Nd b Ab e Nd b Ab e Na De w e l e classified as Dystric Nitisols. Soil acidity tends to become an environmental problem due to M o t a PNa Q Qh NQ t b Nd b M arine Deposit s : Evaporit e, gypsum , rock salt , P2 a Qh Nd b leaching as a result of heavy rain that occurs in the region. B e s h i l o Qb Km M ust ahil For m at ion: Apt ian- Albian lim est one, m ar l and sandst one. r eef lim est one and lim est one. DESE Nm r Ka Nm r Qh I n j i b a r a Na Korahe Form at ion (M ain G ypsum Form at ion) : (Neocom ian/ Barrem ian) Qh Ka Nd b Mizan Teferi -Dima as per visual inspection, the soil type generally consists of light brown Q Kg 2 Upper Kor ahe ( Kg2) gypsum , shale, dolom it e and anhydr it e int er calat ion G eological cont act : obser ved, inf er r ed. Na Lower Kor ahe ( Kg1) shale and lim est one wit h basal sandst one. Kg 1 silty clay material for a long stretch of the route corridor starting from the beginning of the Q PNt b Nt b Na Qh Qh Fault s : observed, inf erred. Na project which is Mizan up to Bebeka for a length of about 30km and is replaced by red silty Q b 1 Qh Nd b Qh Qh LATE JURASSIC clayey soils for a length of about 20km stretch Jt NQ t b Q b b Qb Fault bar b on downt hr own side. P3 a Na Qh J g 2 G abredarre Form at ion : Kim m eridgia -Tit honian ; (Jg2) Upper unit and (Jg1) Bu r e Qh Na Jg Lower unit : Lim est one wit h shaly and gypsif er ous unit s. 4.1.6 Climate P3 a Ka Qh Nd b J g 1 NQ Qh Qr Shield volcano of t he Et hiopian Plat eau. Ka P2 a Qr Q Nm r Ke m i s e Qh The rainfall at Mizan is in order of 2000mm/yr falling almost all the year with maxima in PNa Jh Agula For m at ion : Kim m er idgian shale, m ar l and lim est one. 0 PNa Jag between March and October. Temperature is in the orderO of t 25 herC The m highest ajor volcanic records are edif in ices Qr Na P2 a Nd b U o l a k a Q ARl June and July. The lowland areas towards the border are semi-arid and temperature high in NQ Qh M a h a l Qh Qh ARl Debre M arkos a) Urandab Form at ion (Ju) : O xf ordian-Km m erdgian m arl and shaly lim est one 0 Field of sm all basalt ic vent s Ja M e d a the order of 30 C P2 a P3 a Q b b Ju b) Ant alo Form at ion (Jt ) : Lim est one. P2 a Nt b Na Qh De j e n Jt Na Qh ARl Qh Na Ca lde r a U a c i t Year Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec Total o Jt Ka Qb 10 Na Jh g t 4 Jb Abay For m at ion : M iddle- Jur assic lim est one, shale and gypsum . P2 a NQ Na Qr Nc Nc Jh Pz t Jb J e m a Basic dykes and sills M o l a l e 1996 79.4 33.2 135.7 172.2 259.6 487.1 227.4 283.2 484 171.5 74.3 56.3 2463.9
Jt Qh Na Qb Qb Q b b Qh EARLY - LATE JURASSIC A w a s h 1997 46.5 6.7 163.2 325.5 218.8 199 232.1 203 M262.9 ajor plugs249.9 267.7 or gr167 oup 2342.3 of sm all plugs a - h c n i F Pz t A d a b a i Nn ARl Q b 1 Qh Ham anlei For m at ion : O xf or dian lim est one and shale. Jb NQ Q b 1 NQ ARl Jh Ja Ka Ka r e g u M P2 a PNa Q 1998 180.8 45.3 170.1 245.5 187.6 221.2 263 278.9Syncline 215.2 246.1 : upr 88.8 ight 34.9 , over 2177.4 t ur ned ARl Nc Na Na ARl Na Q Q b b Adigr at For m at ion : Tr iassic- M iddle Jur assic sandst one. Nt b De b r e Nc Jh Ja Qh Bi r h a n Ant icline : upr ight , over t ur ned Q b 1 Nc P2 a Ja Ka Highway Engineers and consultant/HEC/ March 2012 l e m a g e Z 28 Nt b P2 a Na P2 a Q b b ARl r e d u G P2 a ARl Sy n f o r m L a k e P3 a Jh Jt PNa ARl Jh Ch o m e n Jh Q b 1 Na Jh ARl Q Jb Qr Jt Ja Jh Nt b Di r e Da w a P2 a Ka Nc Ka Q J i j i g a An t if o r m Qh Ju Ja Ka PNa Ka HARAR Nm r Ju Jh Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Year Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec Total
1999 62.6 21.1 112.2 280.8 267.9 187 243.5 310.2 230 276 70.2 84.2 2145.7
2000 22.2 16 79.5 161.3 246.7 221 400.4 271.3 132.6 253.4 86.3 24.4 1815.1
2001 26.5 19.3 129.3 148.5 206 X X X X X X X
2002 83.3 8.7 134.1 187.2 126.1 225.1 149.5 197.5 126.4 201.3 68.9 111.1 1619.2
2003 32.7 48.7 116.4 222.8 111.8 320.7 178.5 310.8 275.2 138.5 115.7 104.3 1976.1
2004 X 44.1 49.3 266.1 386 142.9 253.5 X X X X X
2005 X X X X X X X X X X X X
2006 35.4 43.8 X X X X 452.9 X X 200.1 X
4.1.7 Hydrology The area drains the Akobo drainage basin. The following major rivers are traversed by the project from Mizan to Dima: Kekar, Shonga, Yeki Meka & Bandira, Guracha and river Koyi Akobo. There are about seven smaller rivers between Koyi and Akobo.
Photo.1 The clear nature of the water is due to the surrounding vegetation cover. Ground water is dominantly found within the Tertiary basalt of the highland as well as in alluvial and flood plain deposits in the lowlands.
4.2 The Biological Environment
The vegetation on the highland is montane moist forest ecosystem comprises high forests of the country mainly the southwest forests. The upper canopy is occupied by the
Highway Engineers and consultant/HEC/ March 2012 29 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report spectacular emergent trees of Pouteria adolfi-friederici. Other characteristic species in the canopy include Olea capensis subsp. welweitschii and subsp hochestetteri, Prunus africana, Albizia schimperiana, Milletia ferruginea and Celtis africana. Others such as Polyscias fulva, Schefflera volkensii, Trilepisium madagascariense, Schefflera abyssinica, Bersama abyssinica, Mimusops kummel are also associated to it. Sub-canopy species include Croton macrostachyus, Cordia africana, Dracena steudenri, Syzygium giuneense sub-sp. afromontanum, Sapium ellipticum, Ilex mitis, Erythrina brucei and Rothmannia urcelliformis. The shrub layer consists species of Coffee arabica, Galiniera saxifraga, Teclea nobilis, Ocotea kenyensis, Clausena anisata, Measa lnceolata and Maytenus spp.
The Woody climbers are Ureara hypselodendron, Landolphia owarensis, Embelia schimperi and Jasminum spp. The ground vegetation are mainly herbaceous plants including Acanthus, Justicia, Piperoma, Galinsoga, Impatiens, Urtica and several grass species. In the attempt of classification of the vegetation types in montane moist forests of Ethiopia, Lisanework Nigatu and Mesfin Tadesse (1989) and Kumlacew Yeshitila (1997) recognized five and nine association groups at Harenna and Southwest forests, respectively. Plant community types recognized at Harenna forest have shown distinct variation in their composition and structure of the vegetation across altitudinal changes, while those community types from Southwest forests were described mainly by their dominant species.
The montane moist forest ecosystem is distinguished also by supporting luxuriant growing epiphytes Canarina, Orchids, Scadoxus and fern plants such as Platycerium and Drynaria. Mosses also occur in the wettest forests associated to major branches and barks of trees.
Common Jackal, Wild Dog, Wild Cat, Bush Pig, Giant Forest Hog, Warthog, Bush Bug, Colobus Monkey, Olive Babbon, Grey Duicker and Bush Babby. Although complete inventory is lacking some of the montane moist forest ecosystem is recognized to be important bird areas of Ethiopia (EWNHS, 1996). For example, Bonga forest consists of more than 15 highland species of birds, Metu-Gore-Tepi forest consists of more than 16 of which at least two are endemic, and Tiro- forest have also more than 32 highland biome species of Birds (EWNHS, 1996).
Highway Engineers and consultant/HEC/ March 2012 30 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Photo 2 and 3 Road side plantations and natural vegetation in the back yard; Culvert and effect of wet vegetation
4.3 The Cultural and Socio-economic environment The Federal Democratic Republic of Ethiopia wants to construct the Mizan-Dima Road which is part it’s Road Sector Development Program. The road starts from the town of Mizan which is about 561 km away from Addis Ababa in the South West of Ethiopia. The total length of the project road is approximately 91.6 km .The general terrain condition is between highlands on Southern and low lands in the Northern direction. Two Rivers namely Akobo and Korchum are crossing with other minor crossing requirement along the route. The terrain classification is flat and rolling in general. The road is intended to facilitate and promote the socio economic relation of the two neighbouring countries. It will create access to the people and enhance the investment opportunities to both countries people. During the feasibility stage, four alternative alignments have been proposed and assessed among other things based on Cultural and Socio-economic aspects. The impact has been found to increase from alternative route 1 to alternative route 4. The later passes through the Kibish. The Kibish area has Kibish Geological Formation known for fossils. As such the impact on archaeological and paleo-anthropological material has largely been addressed through avoidance by alternative alignment selection (Route 1 was the preferred alignment).
4.4 Profile of Ethiopia Ethiopia is one of the developing countries that have untapped resources for its development. Its land mass is estimated to be 1,133,380 km2. The GDP per capita of the country is USD 156.8 (in year 2005). The contribution of the economic sectors to the GDP agriculture 47.7%, service sector 39% and industry 13.3%. In addition, 78% of the workforce
Highway Engineers and consultant/HEC/ March 2012 31 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report is engaged in agriculture, 16% service sector and 6% industry. This shows that agriculture is the backbone of the economy of the country. According to the census 2007 the total population of the country is 73,918,505 (male 50.5% and female 49.5%). Of the total population 84 percent is rural dweller while 16 percent resides in urban area. Its annual population growth rate is 2.27%. The population density is 65 persons per square kilo meter. Religion wise 36% of the population is Orthodox, 30% Muslim, 14% protestant, 12% Indigenous beliefs and 8% others. The average life expectancy of the people is 49.2 years (male 48.1 years and female 50.4 years). The literacy rate of the country is 45.1% (male 52.4% and 37.8%). It is a federal state. It has nine regional states namely; Afar, Amhara, Benishangul– Gumuz, Gambella, Harari, Oromiya, Somali and Tigray National Regional States and Southern Nations, Nationalities and Peoples Region (SNNPR) and two city administrations (i.e. Addis Ababa and Dire Dawa). Currently the government of Ethiopia is undertaking pro-poor programs that are focused on poverty alleviation. It has prepared Plan for Accelerated and Sustained Development to End Poverty (PASDEP) for the next five years (i.e. 2005/6-2009/10). For this purpose various efforts are underway in different sectors. One of the key areas given attention is to improve access road that has great contribution to reduce poverty and improve socio- economic development of the country. The Mizan-Dima road project connects SNNPR and Gambela regions in Ethiopia. The brief descriptions of the regions are illustrated as follow.
a) South Nation, Nationalities and Peoples Region (SNNPR) Awassa, the main capital of SNNPR is about 210 km away from Addis Ababa in the South direction. Astronomically, the region lies between 4o.43’ - 8o.58’ North latitude and 34o.88’- 39o.14’ East longitude. It is bordered with Kenya in South, the Sudan in Southwest, Gambella region in Northwest and surrounded by Oromia region in Northwest, North and East directions. The total area of the region estimated to be 110,931.9 Km2 which is about 10% of the country. According to the census 2007 the total population of the region is 15,042,531 (male 49.7% and female 50.3%). The population density of the region is 135 persons per km2, which makes the region one of the most populous parts of the country. The male and female life expectancy was estimated at 51.35 years and 53.45 years respectively. The region is a multination which consists of about 56 ethnic groups with their own distinct geographical location, language, cultures, and social identities living together. These varied ethnic groups are classified in to the Omotic, Cushetic, Nilo-Sahara and Semitic super language families. Among which Omotic and Cushetic are the most populous and diversified ones with the largest area coverage in region respectively. Based
Highway Engineers and consultant/HEC/ March 2012 32 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report on ethnic and linguistic identities the region is at present divided into 13 zones and which is sub-divided in to 126 Woredas and 8 special Woredas that has 3678 rural kebele administrations. Regarding urban areas there are 22 town administration and 114 certified towns with municipal city status that have 238 urban kebeles. The average annual rain fall of the region ranges from 400 mm to 2200 mm. There are three seasonal pattern of rainfall in the region. These are Bega (from December, January and February) provide rain for limited part of the region, Belg (little rain season) which occurs from March to April the amount of rainfall received is relatively lower than the kiremt rainfall that occurs in June, July and August. The mean annual temperature of the region varies from less than 10oC in the extreme highlands (East parts of Sidama highlands) to over 27oC in the lowlands to the South in the Omorate plain. The region has very diverse agro ecological conditions. The tropical sub-humid type (Woina Dega type) represents 34%, hot (kola) 57.4%, highland and cold (Dega and wurch) constitute 8.6% of the region. The varied agro climatic conditions made the region to be endowed with the production of different commercial and food crops. The altitude of the region ranges from 500 masl to 4207 masl. The major water resources of the region include Baro-Akobo, Omo-Gibe, Bilate, Gidabo, Gelana, Weito, Segen, etc. In addition there are four major lakes in the region namely; Abaya, Chamo, Awassa, and Rudolf. The rivers have great potentiality for hydropower generation, irrigation, fishery and others. Furthermore, the Omo River and the major lakes such as Abaya, Chamo, & Awassa have great potential for fishery development and transportation service. Besides, the lakes and the lower parts of the rivers are habitats for a great variety of fish, crocodile and birds. The region has five national parks, two wild life reserves and six controlled hunting areas. There are various kinds of minerals in the region. These include iron and copper sulphide minerals in the western Bench Maji zone (Sheko), Kaffa Zone (Cheta) & between Jinka and Dimeka; gold in the upper Kibish river area of Bench Maji zone and Bensa and Aroressa Woreda of Sidama Zone; nickel in Gidole high lands and South of Jinka; copper in Guraferda plateau and Gidole highlands. There are also potentials of Opal, Limestone, Coal (lignite), Bentonite, Diatomite, Clay, Salt, Dimension stones, and Construction materials in different parts of the region. In fiscal year 2007 there are 341 kindergartens, 3710 primary schools, 145 secondary schools, 82 TEVTs and 4 Teachers Training Colleges in the region. The primary and secondary enrolment rates of the region are 68.9% and 30.2% respectively. The potential health coverage of the region reaches 80%. There are 8 Zonal Hospital, 12 District Hospital, 165 Health Centers, 237 growing health centre, 2720 health post, totally 3,142 health facilities are available in the region.
Highway Engineers and consultant/HEC/ March 2012 33 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
b) Gambela region Gambela region is located in the Western part of Ethiopia. Benishangul–Gumuz region borders it on the North, Oromia Region on the North and East, SNNPR in the South – East and South, and the Sudan in the West. It has 4 zones and 13 Woredas. The area of the region is estimated to be 25,802.01 km2. According to the census 2007 the population of the region is 306,916 (male 52% and female 48%). Of the total population of the region 75% resides in rural areas and 25% in urban areas. Its elevation ranges from 400-2,500 meters above sea level. The highest peaks are found in the South and South–East parts of the region and the lowest is at Baro River. The region is rich in rivers. The major rivers found in the region are Baro, Akobo, Gilo, etc. The western part of the region is lowland thus apt for flooding. Due to this reason people normally immigrate to the eastwards into higher areas during rainy seasons and return back after the flood time. The mean annual temperature varies from 17.3oC in the mountains to 28.3oC in the plains. The absolute air temperature reaches 45oC–47oC in mid March. The average annual rainfall at an elevation of 400–500 masl is from 900 mm–15000 mm and at elevation of about 2000 meter (Godere woreda) increases up to 1900–2100 mm. On average 80–90% of the annual precipitation occurs during the wet season (i.e. from May to October). The land cover of the region consists is 39% open wood land, 17% dense wood land, 17% dense and disturbed broad leafed forest, 8% marshland, 7% disturbed riparian forest and 2% cultivated land. The fauna of region has many kinds of wildlife animals and birds. Agriculture is the major economic activity of the people of region. More than 80% of economically active population is engaged in agriculture. The major crops grown in the region includes maize, sorghum, millet, rice, cowpea, phaseolus bean, sesame, groundnut, taro, cassava, etc. It also has potentials of livestock, beekeeping and fishery production. The region has 1 hospitals, 86 health centres and 68 clinics the provide health service to the people. On top of that there are 163 primary and 7 secondary schools that are providing education service in the region. Gambela region has mineral resources. Gold is traditionally produced in the region such as in Dima Woreda. The region is also supposed to have petroleum reserve.
4.5 Population The total area of the project is estimated to be 9470.3 km2. The project will benefit 6 Woredas. These are Mizan-Aman, Debub Bench, Guraferda, Surma, Bero and Dima Woredas (the first five Woredas are found in SNNPR while Dima is located in Gambela region). The total population of the project area is estimated to be 269,067. Table 5: Area and population size of the project Woredas by sex (2007)
Highway Engineers and consultant/HEC/ March 2012 34 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
No. Name of Region Country Estimated area Population Woredas (in km2) Male Female Total 1 Mizan- SNNPR Ethiopia 18360 16131 34491 Aman (town) 2 Debub SNNPR Ethiopia 576 53601 55681 109282 Bench 3 Guraferda SNNPR Ethiopia 2505.8 19405 15859 35264
4 Bero SNNPR Ethiopia 664.7 6670 5569 12239
5 Surma SNNPR Ethiopia 4789.8 11794 12801 24595
6 Dima Gambela Ethiopia 700 4567 3429 7996
Sub total 9236.3 114,397 109,470 223,867
4.6 Economic activities a) Crop production The agro-climate of the project area ranges from mid-highland to low land. The livelihood of the majorities of the project population depends on agriculture. In the project Woredas mixed farming is mainly practiced by the households. The farmers produce crops and undertake livestock production side by side. The major crops grown are Teff, barely, wheat, millet, rice, maize, sorghum, beans, peas, Soya bean, chickpea, sunflower, sesame, noug, rape seed, etc. In the project area generally 30,177 hectares of land was cultivated and 319,883 quintals of yield was produced. The amount of land cultivated 20773 hectares of cereals, 6339 hectares of pulses and 3066 hectares of oilseeds. The mounts of yields harvested are 249665 quintals of cereals, 52429.1 quintals of pulses and 17789 quintals of oil seeds. The details are indicated in the table presented on the next page. In the project Woredas of Ethiopia the households produce root crops such as taro, yam, etc. There are also fruits such as banana, orange, mango, avocado, papaya, lemon, etc. In addition green vegetables such as cabbage, lettuce, carrot, pepper, root beat, etc, as well as various kinds of spices are produced. The community in the project area are relays mostly on agro-pastoralist. The households depend mostly on livestock production. In addition they also produce crops in a very limited scale. The major crops grown in the area are maize and sorghum. Root crops such as cassava as well as fruits like banana, papaya, and orange as well as vegetables are grown.
Highway Engineers and consultant/HEC/ March 2012 35 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Some of the projects Woredas are also known in coffee production. These are Gurafera, Debub Bench and Bero Woredas. In Guraferda Woreda there is Bebeka coffee plantation undertaken by the government. Besides, 9 private investors started coffee plantation on 2468 hectares of land in Guraferda Woreda. Besides, the farmers produce coffee in Debub Bench and Bero Woredas. Generally, coffee was planted on more than 1238 hectares land and 368460 quintals of yield was harvested in fiscal year 2007.
Highway Engineers and consultant/HEC/ March 2012 36 Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Updated EIA Report
Table 6: Cultivated land in hectare and produced crop in quintals Type of Debub Bench Guraferda Bero Surma Dima Total crop Area Yield Area Yield Area Yield Area Yield Area Yield Area Yield (ha) (qt) (ha) (qt) (ha) (qt) (ha) (qt) (ha) (qt) (ha) (qt) 1.Cereals Teff 255.11 1275.5 792.5 4755 32.6 260.8 1080.2 6291.3 Barley 34.65 242.55 81 640 97.8 1075.8 213.45 1958.35 Wheat 21.1 147.1 456.4 4107.6 477.5 4254.7 Rice 70 1050 70 1050 Maize 8251 115662 843.25 1687 673.64 19951 1790 5570 750 5000 13658 161370 Sorghum 692 10380 1704 30672 997.56 16959 460 2530 70 700 5273.6 74740.5 Sub total 9254 127707 3421 37754 2258 42354 2250 8100 890 6750 20773 249665 2. Pulses 0 0 Faya beans 151.63 909.78 287 2587 42.9 342.3 481.53 3839.08 Peas 13.91 83.46 99 192 16.3 114.1 129.21 389.56 Soya bean 1144 8008 1877 36663 2608 2934 88 528 5717 48133 Chickpea 0 11.25 67.5 11.25 67.5 Sub total 1310 9001.24 2274 39510 2667 3390 88 528 0 0 6339 52429.1 3.Oil seeds 0 0 Sunflower 0 9.27 55.62 9.27 55.62 Flax 4.89 39.12 4.89 39.12 Sesame 0.5 1.5 1928 11568 4.44 24.03 425 2975 2357.9 14568.5 Noug 5.7 31.5 5.7 31.5 Rape seed 6.3 31.5 88.02 264.06 94.32 295.56 Ground nut 27.1 108.4 141.5 1415 425 1275 593.6 2798.4 Sub total 27.6 109.9 2091 13102 97.35 327.2 0 0 850 4250 3066 17789 Total 10591 136818 7786 90365 5023 46072 2338 8628 1740 11000 30177 319883 Source: Data compiled from Project Woredas report
Highway Engineers and consultant/HEC/ March 2012 37
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
b) Livestock production The types of animal husbandry undertaken in the project area include cattle, sheep, goat, horse, mule, donkey and poultry. According to the data gathered from the project area the households’ rear 208,288 cattle, 71,063 goats, 49,302 sheep, 15,117,685 poultry, 1591 horses, 897 mules and 5495 donkeys. In addition, there is also 19,610 kg of honey production from modern beehives, traditional beehives and forest per annual. The details are indicated in the table below. Table 7: Number of livestock in the project area Type Debub Guraferda Bero Surma Dima Total livestock Bench Cattle 9114 6896 15678 107500 4100 143,288 Sheep 13470 1548 1764 500 20 17,302 Goat 4427 1095 4931 20000 610 31,063 Poultry 60624 17296 15250 22500 2015 117,685 Horse 1091 500 1,591 Mule 727 30 60 80 897 Donkey 446 114 3200 14 1706 5,480 Source: Data compiled from Project Woredas report c) Natural resources and wild life animals There are natural and man made forests in the project area. Some of the trees include eucalyptus tree, Gravilia, Juniperus, acacia, and various indigenous species are exist. Some of these trees have been harvested for construction works. The wildlife animals found in the area include elephants, tiger, lions, monkeys, etc. In addition there are various types of birds in the project area. d- Minerals There are various minerals in the area. Some of them include gold, stone, sand, etc are locally produced using traditional methods. Especially gold is found in Surma, Bero, Dima areas.
4.6.1 Social services a) Education
Education service is very essential for human resource development. During the field survey there are 2 kindergarten, 75 primary schools and 4 secondary
Highway Engineers and consultant/HEC/ March 2012 38
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
schools in the project areas. Generally there are 19676 students (male 12720 and female 6856) attending education at different levels. Of the students 65% is male while 35% is female. This indicates that more effort will be required to increase girls’ education in the area. The details are indicated in the table below. Table 8: Numbers of students enrolled Woredas Types of school facilities No. of students enrolled KG Primary Secondary Total Male Female Total school School Mizan-Aman 5 7 2 14 5159 3565 8724 Debub Bench 3 29 1 33 2814 1480 4294 Guraferda 1 15 - 16 492 322 814 Bero 2 9 - 11 226 155 381 Surma 0 6 - 6 424 266 690 Dima 1 1 1 3 652 528 1280 Total 12 67 3 83 9767 6316 16183
Source: Data compiled from Project Woredas report b) Health service
According to the data gathered from the program Woredas there are 71 health facilities. These include 51 health posts, 5 rural drug stores, 11 clinics, 3 health stations, 9 health centres and 2 hospitals that provide health service to the community. In Dima there are about 5,893 rural populations, 23 localities, 1 clinic serve for 8 localities and 1964 person (CSA, 2007). The health post is available in each kebele. The details are indicated in the table below. Table 9: health facilities Woredas Health facilities Health Health Clinic Rural drug Health Hospital Total post station store centre Mizan-Aman - - - 3 1 1 5 Debub Bench 22 - 1 2 5 - 30 Guraferda 17 - 4 - 0 - 21 Bero 6 - 3 - 1 - 10
Surma 2 - 1 - 1 - 4
Highway Engineers and consultant/HEC/ March 2012 39
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Dima 4 3 2 - 1 - 10 Total 51 3 11 5 9 1 81
Source: Data compiled from Project Woredas report
c) Potable water supply and sanitation
The projects Woredas have 22 potable water supply schemes. These are 4 boreholes, 6 shallow wells, 3 hand dug wells and 9 spring developed that provide service to 16186 beneficiaries. This indicates that 4.5% of the project population gets safe water while the rest use unsafe water that cause water born diseases. The details are indicated in the table below. Table 10: Potable water supply and number of beneficiaries Woredas Borehole Shallow well Hand dug well Spring developed Total
No. Beneficiary No. Beneficiary No. Beneficiary No. Beneficiary No. Beneficiary
Mizan- 2 900 - - - - 1 200 3 1100 Aman Debub ------6 1609 6 1609 Bench Guraferda - 6 600 - 6 600 Bero 1 2942 3 3143 1 794 5 6877 Surma ------0 - Dima 1 3000 ------1 3000 Total 4 6842 6 600 3 3143 8 2603 21 13186
Source: Data compiled from Project Woredas report
d) Road and means of transport
The existence of access road helps to reduce isolation and enhance social and economic development. In this regard the data collected from the project Woredas indicate that generally there are 663 kilometres of road networks. This includes 600 km gravel road and 63 km dry weather road that provides service to the community. However, there are no asphalt roads. In addition, there is lack of regular means of transport on this road that provide transport service to the community except on Mizan –Bebeka. The details are indicated in the table below.
Highway Engineers and consultant/HEC/ March 2012 40
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Table 11: Road net works in the project Woredas Woredas Gravel road (km) Dry weather road (Km) Total (km) Mizan-Aman 7 - 7 Debub Bench 64 25 89 Guraferda 26 38 64 Bero 14 0 14 Surma 31 0 31 Dima 153 0 153 Total 300 63 358 e) Communication, Bank and postal services
There are telephone services in the main towns of the project Woredas. However, lack of telephone line access in the main towns except Mizan-Aman. However, in rural areas there are no telephones that provide service to the community. In Miza-Aman town there is commercial Bank service. In addition some of the Woreda main towns have postal service f) Hotels and tourism
Mizan-Aman town has services such as hotels, restaurants, shops, etc. However, the rest of the project Woreda towns have limited access to them. In the project Woredas there are tourism attraction areas. These include hot springs in and agro-forest in Bero Woreda, Gichi cave in Debub Bench, Kema in Surma Woreda as well as hot spring. There are different kinds of wildlife animals and birds in this park. The road construction has many advantages in attracting visitors, expansion of hotels, restaurants, shops, travel agencies, etc in the project area for the future. g) Air transport
According to the data gathered from the project Woredas Mizan- Aman have air strip services. But, there is no airport as well as air line service in the project area. h) Future economic development potentials
Highway Engineers and consultant/HEC/ March 2012 41
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
The projects Woredas have fertile land, water, adequate rainfall, favourable climate, etc. In addition there are minerals such as gold. The Woredas have tourism attraction areas such as hot springs, cave, parks, etc. Thus commercial farms, agro-processing, tourism, mining, hotels, shops, etc that will have social and economic benefit to the community as well as the country will be developed in the project Woredas following the road construction and transport service
Highway Engineers and consultant/HEC/ March 2012 42
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
5. PROJECT ALTERNATIVES During feasibility study, in route selection process, three alternative route options are considered, evaluated and upraised with regard to social, economical, environmental and engineering parameters. The feasibility and the route selection report shows that alternative route option 1, upgrading of the existing road, is the most feasible route available for the proposed Mizan-Dima road project. Deviating from this route may destroy the dense forest and coffee farm in the project area.
5.1 Construction Options The proposed road will provide link between regions, zones, wereda towns and villages. As such the road will fall into the functional classification “main access”. This is defined as a road linking “centres of provincial importance”. As such the design standard for this road is ranges from DS4-DS7. For such road type that has a road standard ranging between DS4 and DS7, the right of way (ROW) requirement is 50m. However, due to high expropriation of property requirement in the town and rural section of the project, is shall be considered a 30m ROW in the rural and 19-23m in urban area to reduce the need for resettlement and appropriation. The area is forest areas. Too much widening of the road will cause high impacts on the flora and associated fauna. With the 30 m ROW the removal of vegetation, the expropriation of landholdings and housing and other property damage will be minimal. Therefore, the impacts of 30m ROW and 50m RoW is totally different while the impact of 30m ROW due to property damage and vegetation clearance will be very low since there is 7-10m existing route.
5.2 The “No Project Alternative” From a purely physical environmental point of view, the “do-nothing” alternative is preferable to project implementation, since it would avoid creation of any of the adverse impacts associated with the project. However, the condition observed by the Consultant during the site visit make possible to foresee future scenario without the project. There is an existing gravel and earthen surfaced road all along the proposed road project. How ever, it is difficult to drive on due to the bad condition of the road. Most sections of the existing grave road is deteriorated and consists of sharp vertical and horizontal curves; and dysfunctional cross and side drains. If the road upgrading project will not be carried out and if the area allowed remaining in its present conditions, generation of dust will continue to affect the health of humans and air pollution from dust will continue to disrupt the living condition of peoples in the project area
Highway Engineers and consultant/HEC/ March 2012 43
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
especially in most villages, kebeles and town sections of the project area. As most of the settlements in the project area are made following the existing road, the impact on human health is significant. In addition, traffic accidents continue to occur frequently due to bad geometry and road surface. During the public consultation, difficulty in provision of the local products to the central market, higher cost of transportation, lack of industrial product in the local market, under development of towns and villages, difficulty in attracting tourists due to bad condition of the roar and difficulty in arriving in health centres during emergency are pointed out as the major problem of the project area due to the bad condition of the road. These results in non-evacuation of agricultural products, mineral resources and lack of access to social services, provision of other basic logistic aids and under utilization of land resources, continued migration of the working population to other areas in search of better working environment, good roads and exposure of the inhabitants to water-borne operation accidents. If the road let out as it is, the above condition will continue and the area will remain undeveloped. More over the agricultural product will not be evacuated timely and the people in the project area isolated from the rest of the country due to the absence of adequate road network. In the other side, the construction of the project road significantly reduces the travel time; vehicle maintenance cost, reduces vehicle fuel cost and associated discomforts. Above all, it will attract investors and traders to invest and spend their wealth in the project and it will be a means for development. With out the project, Commerce will grow slowly or further stagnate therefore the potential social and socio-economic benefits to the local population would be foregone, and quality of life will be compromised and would remain at a low level for many of those who live in the project area. Without the project long-term development plans for the region would be compromised and slowed down, since an all- weather road and the improved communications associated with it are fundamental to achieving the full benefits of other development initiatives.
Highway Engineers and consultant/HEC/ March 2012 44
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
6. PROJECT IMPACTS IDENTIFICATION AND EVALUATION
6.1 Introduction The Environmental Impact Assessment focuses on the impacts associated with the design and construction phases while outlining long term impacts. The impacts of the proposed project are related to high expropriation and appropriation of agricultural land and properties in the right of way, soil degradation due to high cultivation, overgrazing, rapid deforestation rate, uncontrolled hunting in addition to air quality problem, high noise level, visual landscape, socio-economics, culture, construction waste management, water supply, runoff water and drainage, fauna and flora, and safety. The potential impacts of the proposed project on property and agricultural land is of special interest, due to the fact that, the land of project area is highly used for the cultivation of cash crops such as Chat, Coffee, and fruits. In addition, the population in the study area are settled and made their shelter following the existing road on the right of way. Therefore, during the widening of the road and service road construction, properties that are found on the road way will be affected significantly. The study established the existing state of the environment through desktop studies and field studies. The potential and associated impact assessment covers all stages of the project, from site clearing and preparation through construction operation to demobilization, decommissioning closure and operation. The chosen approach and methodology concedes that there can be uncertainties over a number of issues that may arise such as natural variability of the environment, particularly the occurrence of floods, insufficient understanding of the behavior of the environment and the associated socio-economic and health status.
6.2 Impact Identification Methodology Identification of potential and associated impacts of the proposed road project was based on: Expert group discussions and meetings. Field investigation results; Understanding of the environmental characteristics such as ecological, socioeconomic health baseline conditions of the project area; Knowledge of potential impacts of similar projects; Knowledge of the project activities and various equipment involvements. Table 6-1 lists various components of the project environment that are
Highway Engineers and consultant/HEC/ March 2012 45
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
likely to be impacted by each of the project phase and the associated impact indicators for the various environmental components. The impact assessment process was based on the assumption that these indicators will register many changes in the environment as a result of the proposed project activities.
Table 6- 1: Environmental Components and Potential Impact Indicators S/No. Environmental components Impact indicators 1 Air quality/ climate Particulates, NOx, SOx, CO2, CO, VOC 2 Water quality Solids,(DS, SS): turbidity, oil and grease 3 Relief /hydrology Drainage/ discharge, hydrologic patterns, sedimentation, erosion, and topography 4 Soil/land use/sediment Physico-chemical characteristics, erosion tendency: land use pattern. 5 Vegetation/forestry/wildlife Biodiversity, environmental sensitive areas, wetlands/ swamps. 6 Fisheries, fauna diversity, abundance, productivity 7 Noise Day and night disturbance, hearing impairment, communication interference 8 Archeology Cultural sites and relics, cemetery 9 Socio-economic Population, income, settlement pattern, health, safety and security and infrastructure change. Consideration was given to individual project activities in the light of their effects on the environmental impact indicators, the potential and associated impacts.
6.3 Impact Magnitudes, Importance and Significance Potential impacts of the proposed project were evaluated using the modified impact matrix. The model relies on expert opinion on the ‘worst cases scenario’ to predict and quantify impact magnitudes and on ‘consensus opinion’ to rank the predicted magnitude based on the (determine quantitatively), importance of environmental components. The importance of environmental components was determined through 'consensus of opinions'. Expert advice from relevant fields of science, engineering, health and socio- economics were also obtained through discussions and meetings. This approach took the following into consideration: Expert judgment on the value of environmental components e.g. environmental Sensitivity, carrying capacity and environmental loading. Economic values of environmental component. Non-economic value of environmental component.
Highway Engineers and consultant/HEC/ March 2012 46
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Ecological status listing of environmental component i.e. sensitive, endangered, threatened or reserved.
6.4 Potential Environmental Impacts of Proposed Project Beneficial and adverse effects and the potential impacts of the proposed project on environmental components as identified and evaluated above are discussed in this section. As can be seen from the analysis made in table 6-2; there will be major environmental impact on vegetation, moderate impact will be expected in farm land and property, soil erosion, dust emission and impact on health and safety impact minor impact will be expected on siltation, aesthetic and land use change. However, the over all impact of the project is moderate and can be readily mitigated.
The major project environmental impacts have been those identified as specific to the site such as vegetation and wild life, plantation trees such as coffee, erosion and water quality.
Highway Engineers and consultant/HEC/ March 2012 47
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Table 6-2: Potential Environmental Impacts evaluation matrix for Mizan-Dima road Project Characterization Evaluation Significance Chang Type Effect Duration Occurrence Magnitude level without e
mitigation
signif. -
Description
project activity activity project NoImpact Beneficial Impact Impact Adverse Direct Indirect term Short term Medium term Long Reversible Irreversible V.probable Probable Unlikely Punctual Local Regional Non Minor Moderate Major PRE-CONSTRUCTION PHASE Loss of property by owner of the
property X X X X X X X
Adequate compensation X
land land acquisit ion CONSTRUCTION PHASE Impact on Vegetation X X X X X X X Disturbance of landscape aesthetics X X X X X X X Generation of noise nuisance and air
pollution
X X X X X X X X Interference with services X X X X X X X Exposure of soil to erosion X X X X X X X Interference with watercourses X X X X X X X Impact on fisheries and aquatic ecology X X X X X X X Disturbance to wildlife X X X X X X X
Generation of blasting vibration &
safety hazards X X X X X X X
Highway Engineers and consultant/HEC/ March 2012 48
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Characterization Evaluation Significance Chang Type Effect Duration Occurrence Magnitude level without e
mitigation
signif.
-
NoImpact Beneficial Impact Impact Adverse Direct Indirect term Short term Medium term Long Reversible Irreversible V.probable Probable Unlikely Punctual Local Regional Non Minor Moderate Major project activity activity project Description slope/landscape instability X X X X X X X Waterborne disease risks on abandon borrow sites X X X X X X X Employment opportunities for local population X X X X X X X X X X X X Interaction between workers and local population X X X X X X X Health risks to workers and residents X X X X X X X X Increased pressure on local services X X X X X X X OPERATION & MAINTAINANCE
PHASE Increase in noise levels X X X X X X X Air pollution X X X X X X Restriction on wildlife movement X X X X X X X
Increase in land values X X X X X X X X Increased access threats to traditional communities X X X X X X X
Increase access to previously X inaccessible areas X X X X X X X
Highway Engineers and consultant/HEC/ March 2012 49
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Characterization Evaluation Significance Chang Type Effect Duration Occurrence Magnitude level without e
mitigation
signif.
-
NoImpact Beneficial Impact Impact Adverse Direct Indirect term Short term Medium term Long Reversible Irreversible V.probable Probable Unlikely Punctual Local Regional Non Minor Moderate Major project activity activity project Description DEMOBILIZATION & CLOSURE Closur Public health & safety hazard X X X X X X X e Ecosystem restoration X X X X X X X
Highway Engineers and consultant/HEC/ March 2012 50
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
6.5 Beneficial Impacts 6.5.1 Local Income-Generation during Construction One of the most direct positive impacts of the road project is creation of job opportunities for the road side communities. The project works are expected to involve large number of casual workers throughout its implementation period. Other opportunities will result from the general economic improvement of the region due to increased access and increased traffic flow which will create further indirect jobs. For instance, there is potential for employment in cash crop plantations such as Coffee, fruits, as well as in small scale industries. Comparison with other projects of broadly similar type and magnitude, suggests that the total workforce on construction contract comprising the overall project is likely to be around 1000 persons. In view of the nature of the works, much of which will be plant- intensive rather than labour-intensive, the contractors' requirements are likely to be mainly for skilled and semi-skilled workers, with only around 20-30% of the total manpower requirement being for unskilled workers. In common with other construction projects in rural areas in Ethiopia, most, if not all, the skilled and semi-skilled workforce will probably be recruited from outside the immediate project area, as a result of the shortage of suitably qualified and experienced construction workers in what is primarily a subsistence farming area. The creation of regular wage employment in the rural parts of project area is important, even though it will be on a relatively small scale, at relatively good rates of pay and for a limited period, since there are currently few other opportunities available. However those trained in the construction can continue working during maintenance periods. The presence of the workforce, who are likely to be relatively cash-rich compared with the majority of the rural population, will undoubtedly encourage individuals to set up stalls to supply food and other consumables at worksites. Businesses in the local towns will also benefit financially through supplying goods and services to the workforce when they are on leave, as well as through the contractors purchasing some of the food requirements of the base camps.
6.5.2 Local Social and Socio-Economic Benefits During Operation By far the most significant beneficial impact of the project is expected to be a major improvement in social and socio-economic conditions for all who live on or relatively close to the road. Those who live further away from the road or near to one of the few connecting regional roads will also experience benefits.
Highway Engineers and consultant/HEC/ March 2012 51
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
6.5.3 Improved transport and Trafficability of the Road Although, the road is currently accessible in most of the road section except, at the section that require minor realignment, it is very difficult in most of the average vehicle due to the bad road condition. Such difficulty would be removed when the road is constructed to the better road standard than the existing one thereby having a positive impact on the development of the region, as journey times will be assured. Construction of this road besides shortening the time of driving, it would avoid inconvenient travel to and from other areas. It also avoids delays in transporting of produce, and spoiling of fresh produce, etc.
6.5.4 Agricultural productivity The area is known for coffee plantation as well as fruits, cereals, honey and spices. Connected with Sudan these products will have a regional market both nationally as well as in the neighbouring countries road network. Production will increase due to access to extension services, new farming techniques, inputs such as hybrid seeds, fertilizer and pesticides. Most importantly the project road will create an opportunity for the production of quality cash crops as it facilitates on time transportation of unprocessed products. The project road also improves agricultural productivity by minimizing loss of products as is the case in rudimentary transportation. This is important for coffee and other products.
6.5.5 Access to health The upgrading of the road to better standard will support the provision of a wider and better range of health care services. The project will reduce travel time to health centres by mode and location and particularly to the health centres and clinics that exist in Mizan and Jimma.
6.5.6 Access to education Upgrading this road would provide opportunity for increased school enrolments. More importantly will be increased access to secondary school facilities. Currently, along the project road access for secondary school is available only in Dima and Mizan Towns. The road would therefore, potentially, give opportunity (more so for girls) to access motorized transportation and provide increased access to educational opportunities.
6.5.7 Impacts on Gender (Women’s Perspective)
The expansion of the road network affects women's livelihood in the following respects:
Highway Engineers and consultant/HEC/ March 2012 52
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Availability of roads would increase women's awareness about their rights, educational opportunities and increase their literacy rates. Raise awareness among parents especially mothers about the importance of educating female children. Education increases the quality of agricultural labour, a critical ingredient of agricultural growth. Create the capacity for establishing village level women's self-help groups. These groups are often created to facilitate the delivery of services. For women the most tedious and labour-intensive work is food processing and preparation. This function includes grinding the grain using stone grinder, and finally preparing the food. Grinding mills can be expanded and easily accessed. With roads it will be possible to increase the access of women to economic resources and advance their socio-economic status including credit. Roads would facilitate the entry of women into both the formal and informal labour market. Roads will enhance participation of women in the socio-economic development of their community, which they belong to. Roads would provide an opportunity for reducing the rate of growth of population due to convenient access to family planning methods. The participation of female in education in the region is less than that of boys. The gross enrolment ratio and participation rate show low level of female participation in the system. Participation of girl students: The participation rate of girl student in secondary schools is less than that of boys. Of the students 65% is male while 35% is female. This indicates that more effort will be required to increase girls’ education in the area. Availability of roads and reduced distance of schools from the centre of a village have greater impact on girl’s education (participation). If the distance to school takes more time (on average more than one hour single trip) parents are more reluctant to let their daughters walk such long distances. Gender and Health: Mothers face more problems and difficulties in relation to the proximity of health services. The problems are expressed during their pregnancy period and after pregnancy. At the time of their pregnancy women have to walk on foot or are carried on back of pack animal long distance for several hours to receive medical check up or to have delivery. Only two hospitals are available and the long walk they make on foot or on a back of animal expose them to difficult situations and unexpected problems. It is reported that many women face problem of miscarriage due to long distance walk in difficult terrains, and some also face complications during delivery since they fail to reach on time to the health clinics due to long distances.
Highway Engineers and consultant/HEC/ March 2012 53
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
In addition to increased job chances at the construction sites, income generating opportunities would arise from emerging demand for services such as restaurants, small shops and allied activities which tend to favour women who have demonstrated better preparedness than men to capitalize on them as evidenced from other similar projects.
6.5.8 Reduction in Traffic-Generated Dust and Improved Road Safety There is no asphalt road in the project area. The existing road is impassable from Bebeka on wards. Dust during dry season and muddy surface during wet seasons are nuisance, reduces the quality of life for all living or working close to the road, and the dust may contribute to the incidence of respiratory and other diseases. Surfacing of the road will reduce this problem, to the benefit of all communities located on or close to the road.
6.5.9 Reduction in Erosion from Road Drainage There is no road per-se in most section of the project road. The project will open access with standard drainage structures to these sections. The accessible section will also get a well designed drainage structure.
6.6 Adverse Impacts on Physical Environment 6.6.1 Soil Erosion and Pollution The area is susceptible to erosion due to the high rainfall on the highland zone as well as due to the soil type, highly weathered volcanic and Precambrian rocks. The vegetation cover has reduced such an impact in vegetated areas. However if vegetation is to be removed at construction and material sites the amount of silt produced will be very high. Spoil that will be generated during construction can also be vulnerable to erosion, since it rains most of the year in part of the highland zone. This can lead to silt generation into water bodies. During operation erosion can emanate from embankments used as fills, if proper grassing is not applied. The same will be true at material sites and cut faces. Soil compaction can result from the application of heavy machinery such as rollers, dozers trucks etc. Used in the road construction, in the operation of borrow pits and at quarries. The structure and texture of the soil will be affected and this will impact agricultural productivity. The sealing of the soil surface by compaction and asphalt spills on surface (in plant and store sites) leads to the destruction of the soil
Highway Engineers and consultant/HEC/ March 2012 54
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
physical properties and its various functions. It will also lead to an increased volume of surface water runoff. Runoff of waters intercepted and concentrated by the road as well as runoff waters from the road surface may lead to erosion and gully formation in roadside ditches and diverting drains. Heavy machinery should not make unnecessary movement in areas of productive soils. It is also necessary to rip off the compacted layer and disperse physically and by application of organic material to enhance the damaged structure. Soils can also be affected by improper disposal of waste materials from road cuts and other excavation works, and disposal of wastes from contractor’s camps and used oils and lubricants and spills of oils and fuel from engines of vehicles and diesel operating machinery as well as accidental spillage. Pollution of soils can result from waste waters, sewage and cleaning of equipment, storage and handling of hazardous substances like bitumen, oil, paraffin oil, detergents, fuels, paint and lubricants. It is needed to carefully store and safely dispose the waste material away from productive soils and water sources as recommended by the supervising team. 6.6.2 Impact on water resources The rivers that have been listed in the base line section are mostly permanent flowing during all seasons and used for multiple house hold purposes. They are relatively clear due to the surrounding vegetation. The silt content is relatively low. However Earth works near such rivers as well as spoil accumulation and leakage of pollutants will have temporary impacts during construction phases. Any modification of the hydrological factors such as channel width, bank modification or scouring of the river bed for such purposes as construction material will lead to permanent impacts. Waste generated at plant and camp sites as well as hazardous chemicals can have adverse impacts on surface and ground waters, particularly for ground waters in fractured volcanic area. Spoils and leakage from machinery at quarry locations can also drain into water courses and the ground if the activity is not properly designed and planned before opening the sites. Impacts of compaction on detour and access roads and material sites can lead to increased runoff and storm water production into surface waters. Areas where surface water can be affected are shown in the table below.
Highway Engineers and consultant/HEC/ March 2012 55
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Tab: 22 Bridge and Drainage Structures
Dimensions Proposed Height/ S/No. Chainage Structure Diameter Width Remark (km) 1 0+224.69 Ø48" Relief pipe 2 0+858 Ø42" Relief pipe 3 1+601.17 SC 2.5 1.5 4 2+005 RCPC Ø48" 5 3+068.78 SC 3 2.5 6 3+760 RCPC Ø42" Double 7 4+577 Ø42" Relief pipe 8 4+903.21 SC 4.5 3.5 9 5+250 Ø42" Relief pipe 10 5+740 Ø42" " 11 8+031.21 Ø42" " 12 8+870 Ø42" " 13 9+400 Ø42" " 14 9+680 Ø42" " 15 10+453.85 BC 4.5 3.5 16 11+030 Ø42" 17 11+520 Ø42" 18 12+060.7 SC 4 3.5 Double 19 12+650 Ø42" Relief pipe 20 13+552 Ø42" " 21 13+900 Ø42" " 22 14+330 Ø42" " 23 14+680 Ø42" " 25 15+971 Ø42" Relief Pipe 26 16+510 Ø42" " 27 16+970 Ø42" " 28 17+420 Ø42" " 29 18+200 Ø42" " 30 18+680 Ø42" " 31 19+280 Ø48" " 32 19+960 Ø48" " 33 20+074 Ø42" "
34 20+835 RCPC Ø42"
Highway Engineers and consultant/HEC/ March 2012 56
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
35 21+400 Ø42" Relief pipe 36 21+810 Ø42" " 37 22+360 Ø42" " 38 22+840 Ø42" " 39 23+694.56 SC 4 3.5 Double 40 24+020 Ø42" Relief Pipe 41 24+509.44 BC 2.5 2 42 25+100 Ø42" Relief Pipe 43 25+847.16 BC 3 2 44 26+300 Ø42" Relief Pipe 45 26+753 3 2 46 27+070.64 Ø42" Relief Pipe 47 27+540 Ø42" " 48 27+780 Ø42" " 49 28+040 Ø42" " 50 28+340 Ø42" Relief pipe 51 29+940 Ø42" " 52 30+470 Ø42" " 53 31+210 BC 4x2.5 54 31+540 Ø42" Relief Pipe 55 31+820 Ø42" " 56 32+420 Ø42" " 57 32+985 Ø48" Double 58 33+432.14 BC 4.5 3.5 59 33+810 Ø42" Relief pipe 60 34+300 Ø42" " 61 34+780.8 PC Ø48" Double 62 35+230 Ø42" Relief pipe 63 35+940 Ø42" " 64 36+300 Ø42" " 65 36+700 PC Ø48" Double 66 37+710 PC Ø42" 67 38+250 Ø42" Relief pipe 68 38+670 Ø42" " 69 39+207 Ø42" " 70 40+690 Ø42" " 71 40+992 Ø42" " 72 41+560 Ø42" " 73 42+260 Ø42" " 74 42+904 PC Ø42" Double 75 43+200 Ø42" Relief pipe
76 43+520 RCPC Ø42"
Highway Engineers and consultant/HEC/ March 2012 57
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
77 44+060 Ø42" Relief Pipe 78 44+640 Ø42" " 79 45+315 RCPC Ø48" 80 46+751.16 Ø42" Relief Pipe 81 47+800 Ø42" " 82 48+200 Ø42" " 83 49+090 Ø42" " 84 49+847 Ø42" " 85 50+240 Ø42" " 86 51+080 Ø42" " 87 51+880 Ø42" " 88 53+180 Ø42" " 89 53+360 Ø42" " 90 53+670 Ø42" " 91 54+000 Ø42" 92 54+450 Ø42" Relief Pipe 93 54+680 Ø42" " 94 55+090 Ø42" " 95 56+260 Ø42" " 96 56+760 Ø42" " 97 58+390 Ø42" " 98 58+920 Ø42" " 99 59+260 Ø42" " 100 60+260 Ø42" " 101 60+510 Ø42" Relief pipe 102 60+820 Ø42" " 103 61+090 Ø42" " 104 62+040 Ø42" " 105 62+800 Ø42" 106 63+150 Ø42" 107 63+650 Ø42" Relief Pipe 108 64+060 Ø42" " 109 64+410 Ø42" " 110 64+840 Ø42" " 111 65+940 Ø42" " 112 66+580 Ø42" " 113 67+830 Ø42" " 114 68+821 BR Bridge 115 69+375 3x2.5 116 69+660 Ø42" 117 70+540.67 3 2.5 118 71+326.11 Ø42" Relief pipe
Highway Engineers and consultant/HEC/ March 2012 58
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
119 Ø42" 72+273.35 " 120 72+620 Ø48" Double 121 72+849 Ø42" Relief pipe 122 73+126.41 Ø42" "
123 74+054 4.5 3.5 124 74+610 4 3.5 125 75+353.55 Ø42" Relief pipe
126 76+065 3 2.5 127 76+580 2.5 1.5 128 Ø42" 77+070 Relief pipe 129 77+118.45 Ø42" " 130 77+331.73 2.5 1.5 131 77+831 Ø42" Relief pipe
132 79+490 Ø42" " 133 80+060 Ø42" " 134 80+480 Ø42" " 135 80+811.44 Ø42" " 136 81+187.33 Ø42" " 137 82+033.94 3 2.5 138 82+620 Ø42" Relief pipe 139 83+090 Ø42" " 140 83+650 Ø42" " 141 84+177 Ø48" Double 142 84+300 Ø42" Relief pipe 143 84+810 Ø42" " 144 85+077 Ø42" " 145 86+042 Ø48" Double 146 86+565 Ø42" Relief pipe 147 86+703 Ø42" " 148 87+372.2 Ø42" " 149 88+950 BR Bridge 150 90+662.64 Ø42" Relief pipe 151 91+080 Ø42" " 152 91+312 Ø48" Double
In the lowland area along the bordered where alluvial sediments dominant shallow ground waters can be affected due to compaction by disturbing the ground water table. Unnecessary movement of vehicles in such zones needs to be avoided.
Highway Engineers and consultant/HEC/ March 2012 59
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
6.6.3 Competition for water resources Since permanent rivers drain the majority of the area, water in general will be available for construction.
6.6.4 Air and Noise Pollution Due to the relatively high moisture content of the soils on the highlands dust is relatively minimal. In the lowland areas, due to scarce settlement the impact from dust and noise will again be minimal. During the construction period, localized air and noise pollution will result mainly at the road construction, aggregate production plants, quarry sites and borrow sites. These can also result from blasting of rocks, operation of concrete batching, asphalt and aggregate production plants, loading and unloading of materials, operation of heavy machinery and movements of construction vehicles over unpaved roads. The exploitation of borrow pits and quarries and the transport of construction materials will create noise and dust.. In addition, installation and operation of plants, and loading and unloading of materials will cause dust, noise and exhaust emissions that will likely affect neighbouring residential areas. Asphalt emissions are the other air pollution issues of the project if a DS5 standard road is constructed. Atmospheric emissions emanate from bituminous road mixes, and the plants that produce them. The main emissions released by a conventional plant into the atmosphere are the following: (in descending order): sulphur dioxide, nitrogen oxide, volatile organic compounds, carbon monoxide, polycyclic organic compounds and aldehydes including formaldehyde (Kahan and Hughes, 1977). Although the combined quantities of pollutants are small (i.e., <0.4 pound per ton of asphaltic-concrete mix), some aldehydes and polycyclic organic compounds are potential carcinogens. Emissions from plants tend to concentrate in surroundings air-shades. The vicinities of communities and areas prone to atmospheric inversions would be most vulnerable to these emissions. During the operation period, noise impacts and exhaust emissions will continue to come from vehicular traffic. Due to an increased vehicular traffic flow increased emissions will affect the air quality. On the other hand, the construction of the project road will reduce the vehicle operating cost (e.g. less fuel consumption), which will reduce the individual vehicle’s air and noise pollution. The main pollutants emanating from vehicle emissions are nitrogen oxides (NOx), hydrocarbons, carbon monoxides (CO), sulphur dioxides (SO2), particulates, aldehydes and lead. The level of pollution caused by these emissions is dependent on the traffic volume, traffic composition, speed of traffic, technical condition of vehicles and the road surface.
Highway Engineers and consultant/HEC/ March 2012 60
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
6.6.5 Impacts on Natural Vegetation Natural vegetation and plantations such as coffee are prevalent in the project area and the destruction of such vegetation will be inevitable. Bebeka state farm starts at 13 km from Mizan and covers nearly 27 km which holds coffee plantation and big shade trees. From 37-42 km from Bebeka there is again a natural forest area. These localities need attention either through design or through other mitigation measures to be later proposed in this report.
6.6.6 Impacts on Wildlife, Wildlife Habitats and Protected Areas The impact of the road construction project on wildlife would not be sever as there is no a large number of wildlife within the impact zones. There are No wildlife sanctuaries or protected site habitats have been identified in the study corridor. Therefore direct destruction of valuable wildlife habitats and impediments to wildlife movements is not expected during construction or operation of the Project Road. Therefore, no significant impacts during the construction phase on the available wildlife will be expected in relation to destruction of habitats/vegetation in the right-of-way and at quarries and borrow pits. However, the project area shown in red is located between the Gambella National Park and the Omo National Park. In the project area wild life is currently under human threat due to the government sponsored settlement and labour flow to the project area to collect coffee. The increasing the number of population in the area and due to illegal hunting, there is high threat to wildlife. The increasing demands for the construction wood, for wide agricultural land, timber production imposed pressure on the local forests. This directly or indirectly affect the wildlife in the project area. Thus, there may be an induced impact on wild habitat due to illegal hunting and deforestation on the dispersed wildlife in the project area if the business is as usual. But the construction of the subject road have positive impacts in terms of creating access to the managing body at regional and federal level as well as NGOs working on conservation.
Highway Engineers and consultant/HEC/ March 2012 61
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Table: Map of National Parks and protected areas
6.6.7 Impacts on Cultural, Archaeological and Religious Environment There are no known archaeological sites listed in the project area. The region has however the potential to hold caves, stone engravings, stele, stone tools etc. In the likely hood of encountering such “chance finds” in the project area the appropriate bureau (Tourism and Culture) should be contacted for professional conservation and or recovery. In the likelihood of finding material of religious importance such as grave yards the local administration and the community should be contacted and discussion on the possibility of finding an alternative site or for relocation and reburial should be established. Compensatory measures need to be negotiated based on the religious or customary regulations. As indicated above there were no any archaeological and cultural heritage reportage in the corridor of the project road. But since generally the archaeological asset in developing country in general and in Ethiopia in particular is not well studies, there might be some cultural/archaeological property. In that case, the contractor should inform the cultural office of wereda or zone. 6.6.8 Impact due to establishment of construction camps The establishment of construction camps and residential houses for the construction workers sometimes competes with the limited local resources. The existence of camps for the constructions workers close to settlement areas could influence negatively on local life style and sometimes may lead to cultural and social conflicts. To avoid such type of conflicts and problems the establishment of the
Highway Engineers and consultant/HEC/ March 2012 62
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
construction camps should be in a planned way without negatively affecting the local resources and society. The impacts from the construction camps that are constructed close to settlement areas may bring and create noise pollution, competition on the use of local resources. The contractors may establish one main construction base camp near Mizan town, and may establish smaller advance camps at other strategic locations in the other ends of towns as convenient to him. Existing sites may be used, if they are conveniently located in relation to the contractors' requirements. Alternatively, contractors will make their own arrangements to use land, probably through the local authorities. When the construction works have been completed, base camps and other areas used temporarily by contractors are often left in a deplorable condition. Scrap metal, other wastes and large masses of concrete, can pose problems for the nearby communities who have the task of removing and disposing of them, and may be left with contaminated land. A clause shall be included in the construction contract requiring, on completion of construction and maintenance period activities, to reinstate base camp and other areas should be reinstated, leaving them as far as possible in a clean and tidy condition, and suitable for the purposes for which they were used prior to occupation by the contractor. On occasion, the landholder (community) or ERA may wish to retain some or all of the facilities, which have been established by the contractor, e.g. buildings, base slabs etc. Otherwise, the sites should be fully reinstated before abandonment, and all wastes etc. removed.
6.6.9 Quarries, Borrow Areas and Crushers Quarries: The excavation of quarries and borrow pits used for obtaining rocks, soil and aggregate materials for road construction can cause direct and indirect long -term adverse impacts on the environment. Impact of quarry site includes but not limited to destruction vegetation for access road construction, expropriation of farm land and properties on the land, land slide, noise from explosive material and excavating machineries and health risk from water born pests from stagnant water in the quarry site. Crushers: The baseline survey reported hot mix plants and crushers in full operation should be located within the buffer zone of sensitive areas like schools, hospitals and churches that may affected with the noise and dust generated from the crusher operation.
Borrow area: Productive agricultural areas should be avoided for borrowing. Borrow area pits, if not treated properly after the borrowing is complete,
Highway Engineers and consultant/HEC/ March 2012 63
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
can form stagnant pools and pose health hazards to prevent which redevelopment of borrow areas need to be made. Cartage of the borrow materials to the construction sites can be of significance, as almost all such areas are accessible through dirt tracks only and therefore, spillage and compaction of soil along these tracks will be a significant impact. Proper protections measures need to be worked out for the minimizing of such impacts during the haulage of borrow materials.
6.6.10 Impact from construction machineries and vehicles It is expected that plant-intensive construction methods will be adopted, given the nature and scale of the works. Conventional road construction equipment will be deployed, including bulldozes, rollers, graders, and excavators. In addition to the main construction plant, trucks will be needed for various purposes, together with equipment such as water bower, concrete mixers etc. Rock drills and crushing, grading and loading/stockpiling plant will be deployed at the quarry sites. These machineries will cause soil compaction that results in soil structure destruction; noise, dust and air emissions; traffic accident and traffic jam; etc. 6.6.11 Impacts on Property and on socio-economic environment The construction of the road project can affect both public and private properties. Houses to be affected are all in all Houses Mud and Wood 67369m2 Tukul 16072.7m2 BLD 878m2 Farm Land 167.077 ha Trees in no 1862 Coffee trees in no 623539 Electric poles in no 1554
Highway Engineers and consultant/HEC/ March 2012 64
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Photo 4: ROW conditions 6.6.12 Pressure on local medical services In rural areas, which already have relatively poor resources in terms of medical services, the presence of even a relatively small contractor’s workforce can impose additional strains, reducing their effectiveness as far as the local population is concerned. It is also reasonable to expect that the contractor should exercise a duty of care towards his workforce in relation to injuries sustained at work.
6.6.13 HIV/ AIDS and other Sexually Transmitted Diseases In Ethiopia, the HIV/AIDS pandemic, in recent years, has emerged as a major health hazard, affecting mainly the age group between of 15 to 49 years. Construction and similar projects including road projects are considered as having high potentially for the spread of the HIV/AIDS virus due to their mobility. This is partly because construction workers are mostly young and sexually active group of the population and are forced to live in working camps. Vulnerable areas that need attention are: camp sites, sites of induced development such as places where service providers exist, towns and villages along the construction project.
6.6.14 Negative Gender Impacts In road projects, women do not receive equal employment opportunities. The contractors, in most cases, favour to employ men rather than women. Female workers do not provided special attention to their situation that occurs due to biological and physical conditions. Women workers and women residing close to construction camp sites face
Highway Engineers and consultant/HEC/ March 2012 65
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
increased risk to STDs, HIV/AIDS and unwanted pregnancies.
6.6.15 Social Conflict Social conflict may arise if intrusion in to property, such as coffee farms will be conducted without the prior knowledge of the owners, if drainage is allowed to run over farm lands, due to sexual misbehaviour, differential employment opportunities and payment, improper installation of facility, inadequate provision of water and sanitation as well as from not respecting traditional beliefs. Intrusion into belief sites will be highly sensitive. Any archaeological findings (stele, caves and paintings, rock arts, stone tools, fossils etc) need to be reported to the ministry of culture and tourism bureau. Energy sources could also lead to conflict if such scarce sources are removed by the workforce such as from bio-fuel used by the local community wood, charcoal, animal dung mainly.
6.6.16 Traffic Safety Traffic during construction can lead to accident in construction areas, detours, access roads, material sites and in near-by towns and villages if proper mitigation and monitoring is not in place. Particularly in areas where schools are located, market places, religious and belief sites as well as residential areas need special attention.
6.6.17 Impact Due To Ancillary Works Ancillary works entail those subordinate to the main project such as those to be conducted at material sites, access roads and detours and on plant sites. In such sites, erosion can take place due to earth works, stock can be piled, chemical and organic waste can be generated, and noise and pollution can be a nuisance. Blasting can be applied particularly in material sites. When this is conducted it should be done away from settlement areas and after assuring protection for the movement of people and animals as well as making awareness on the schedule.
6.6.18 Impact Due to design (Geometric, Structural and Hydraulic as well as realignment) The above factors designed in sensitive locations such as natural forest zones may affect vegetation and leading to its clearance, may affect road side property. As much as possible however, the design should consider minimizing the impact by following existing road and trails. The effect will be more felt in areas of settlement, the state farm, natural forest zones near the field used as an air field near Aman (11Km). The building of embankments in low lying flat areas can obstruct the
Highway Engineers and consultant/HEC/ March 2012 66
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
flow of water and may lead to pond formation and flooding. Appropriate cross and side drains need to be provided. Moreover in areas of grazing lands animal passages across the embankment should be designed. At settlement places steep embankments can lead to the difficulty of passage to children, disabled persons and to the old. In such areas steps should be provided for over passing.
6.7 Summary of Identified Potential Environmental Impacts Potential negative impacts of the project have been minimized to the extent possible during the design stage through such measures as alternative route selection. Potential biophysical impacts are related to erosion and slope instability, impact on water resources and on remnant sacred forests. Socio-cultural negative impacts related to sacred traditional sites are already minimized since the road follows exiting alignment in those areas. The relative importance of the various major impacts is summarized in the table below. Positive socio-economic impacts are very high for this region that has been devoid of standard transportation facility over years.
Table 21: Summary of Identified Adverse Environmental Impacts No Potential Adverse Project Impact Comment on Impact Intensifying Impacts Significance Factors Before Mitigation 1 Physical Environment 1.1 Soil Erosion, Sedimentation ×× The existing intensive land use and Runoff pattern, prevailing climatic and physical environmental condition 1.2 Slope Instability and × Thesignifies prevailing the impact climatic and Landscape Intrusion physical environmental condition 1.3 Impact on Soil and Water ××× signifiesAs there is high rainfall soil Quality erosion and siltation problem in the area can be exacerbated 1.4 Nuisance Noise × (rural) Settlement areas (towns and 1.5 Impact on Air Quality xx (urban) villages will be impacted more than rural areas) 2 Biological Environment
2.1 Impact on Vegetation and ××x Special attention in areas of natural
Highway Engineers and consultant/HEC/ March 2012 67
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Flora Forest 2.2 Impact on Protected Areas × Encroachment and new settlers moving from the central part of the country will cause the impact 2.3 Impact on Fauna ×x Reduction of forest coverage from time to time due to population pressure 3 Socio-Cultural Environment 3.2 Impact on Property and xx Not possible to know the scale and Service Utilities magnitude at this stage of the project 3.3 Vulnerability for HIV/AIDS ×× Isolation from family and and STDs increased mobility of construction workers 3.4 Gender Impacts ×× Lack of awareness, isolation from the central part of the country where education is relatively available 3.5 Social Conflict × Using similar resource with the host community and denying priority for the local community due to high competition for resource 3.6 Traffic safety x Important in location such as schools, residential areas and market places 3.7 Impact due to ancillary works xx Needs rehabilitation after work Legend: (- )= insignificant × = less significant, requires some attention ××= significant, requires mitigation N/A = Not Known at this stage ××× = significant, requires particular attention &mitigation
Highway Engineers and consultant/HEC/ March 2012 68
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
7 IMPACTS MITIGATION AND ENHANCEMENT MEASURES This section addresses measures for both mitigating (i.e., avoidance, reduction, or elimination of) negative impacts, and enhancing (i.e., improvement of) positive effects of the road upgrading project. Erosion, Sedimentation and Runoff Impacts on Water Resources Nuisance Noise Air Pollution Impacts on Flora and Fauna Impact on sacred sites Impacts on Properties and Utility Services Traffic and Safety HIV/AIDS and Other Sexually Transmitted Diseases Local Income Generation Induced Development Impact on Gender Social Conflict Traffic safety
7.4 Soil Erosion, Sedimentation and Runoff The high runoff due to heavy rainfall and silt production from under-vegetated areas can clog drainage ways in this context. Silt traps would be necessary including basins for settlement out of suspension on the upper sides of cross drains. Other various forms and locations that are prone to erosion are: channel or gully erosion, bank erosion, erosion on slope side cuts, erosion on embankments, erosion from material sites as well as erosion from spoils. For channel or gully erosion as well as removal of bank material: Filling with rocks if the gully is deep and adjacent to the road Paving if shallow and having steep slope Check dam if wide and expanding Gabion wall if the side is unstable
Highway Engineers and consultant/HEC/ March 2012 69
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Drainage improvement Provide suitable and adequate permanent drainage facilities. These include check-dams and paved ditches, etc. Energy dissipaters at cross-drainage outlets will help reduce further gully erosion in areas where these are prominent. In order to reduce the amount of flow parallel to the road, line (pave) roadside drains wherever necessary, etc. Road construction should be concentrated in the dry season to reduce the environmental damage and soil erosion and sediment-loading to streams. Borrow areas Avoid opening borrow areas near or at sites of natural forests, plantation areas, settlements and grasslands. Borrow areas or quarry sites should be excavated and fill areas filled in such a way as to facilitate rehabilitation and reinstatement. After completion of the works, all sites should be restored. Large borrow areas should be replanted or transformed into ponds (in consultation with the competent local authorities). Where possible, trees along borrow areas or quarry sites edges should be protected. Random movement of heavy machinery at excavation sites should be prevented. Cut of topsoil should be used for replanting improvements of the embankments and to refill borrow pits. Incorporate bio-engineering to reduce slope instability and soil erosion Adopt regulation (in consultation with the local communities and their leaders) that prohibit livestock grazing on road shoulders, embankments, and right-of- way, as necessary, Public education on soil conservation, and road influences on erosion and sedimentation; Use of local labour in preventative and first-response maintenance to erosion problems developing on the road. ERA should ensure that adequate funds are made available in maintenance budgets for routine embankment, cutting and drainage system inspections and minor repairs. As a means of improving efficiency, and also in order to make a small contribution to the improvement in the local employment
Highway Engineers and consultant/HEC/ March 2012 70
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
situation, inspections and maintenance should preferably be carried out by local people. These people should be given responsibility by ERA’s District Offices to looking after specific sections of the road. They should be given appropriate training and simple tools and operate under the supervision of an ERA’s District maintenance staffs.
7.5 Slope Instability and Landscape Intrusion In order to prevent potential sliding in deep rock cut section and mitigates problems in active sliding sections, following remedial solution is proposed In areas of deep rock cuts section, provide berms at edge of the road that will act as rock fall containment area. The bottom width of the berm shall be 3m and depth of 1m with side slope of 1:2(V:H) for rock cut depth up to 10m. In areas where it is not possible to provide side slopes at gradient of 1:2 short masonry retaining wall to height of 2-3m can be provided. For rock cut depth greater 10m, the berm width can be 6meters. For deep cuts in weathered rock section and active sliding area, provide 3m wide berms at the top of hard rock formation and for weathered and decomposed rock material above strong stratum adopt soil slopes Provide furrow ditch and intercept the water coming from the upper part and drain away from slope material Plant cut slopes with bushes/trees/ grass to prevalent erosion of the open cut surface Other measures elsewhere Provide lined drains for the sections with existing gully erosion and for those sections with vulnerable soils and slopes. Minimize side-casting of excavation materials on down-slope by depositing it only in approved heaps and by landscaping and planting with appropriate tree species to improve the aesthetic value of those sites. Restore borrow sites, construction camps and construction materials storage sites through back-filling, landscaping and re-establishing vegetation cover to the extent possible. Provide an efficient drainage system with well designed and constructed ditches and culverts to stop existing and prevent potential soil erosion. Slopes in cut or fill sections have to be covered with grass and other vegetation directly after completion of works (Annex 6 provides recommended vegetation species appropriate for Ethiopia and criteria for selecting vegetation types).
Highway Engineers and consultant/HEC/ March 2012 71
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Preserve topsoil from the realignments, improvements, road widening, borrow sites and contractor’s facilities for re-use on embankment slopes and for re-filling borrow sites and reinstating the land taken for detours and temporary roads.
7.6 Protection of Cultural and Belief Sites designated as cultural and beliefs have not been reported. However in the likely hood of finding any objects of historical/archaeological or historical value the appropriate body-Bureau of the Ministry of Culture and Tourism should be consulted for restoration, conservation or collection. Burial sites should be avoided, however in the likely case of unavoidable interference the displacement of bodies should be conducted in accordance with the religion and tradition and in consultation with family members. The Environmental Specialist (ES) is to be briefed by a professional archaeologist what to look out for, particularly during vegetation clearing operations and preparation of the site for construction purposes. Leveling and rehabilitation (including landscaping and reshaping) of dunes, to emulate natural dune systems, for example, may expose buried archaeological and possibly paleontological (fossil) sites. Contractors, staff and plant operators should be briefed what to look out for, particularly during vegetation clearing operations and earthworks. If heritage remains uncovered or disturbed during vegetation clearing and earthworks should not be disturbed until inspected by the ARCCH and verified by a professional archaeologist. If any human remains be disturbed, exposed or uncovered during earthworks, these should immediately be reported to a professional archaeologist, or ARCCH the. Burial remains should be treated sensitively at all times. Human remains should not be removed until inspected by a professional archaeologist. Future proposed borrow pits and quarry sites servicing the road construction should be inspected for archaeological and paleontological remains and monitored during construction. Trenching and excavations for bulk services at potential remain sites should be inspected and monitored by a qualified paleontologist and archaeologist at regular intervals during implementation of the project.
7.7 Impacts on Soil and Water Quality Provide collector containers for solid and liquid waste at camp sites,
Highway Engineers and consultant/HEC/ March 2012 72
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
construction, plant quarry and garage areas. Prevent spillages and leakage of materials with the potential to pollute water resources. The measures should be maintained in an effective condition throughout the life of the construction period Wash water should be systematically cleaned before discharging to rivers or streams. Once the construction of the project is complete, the contractor should be required to remove and properly dispose all toxic, hazardous or harmful construction materials including petroleum products in such a way that these materials do not enter the surface or ground water systems.
7.8 Nuisance Noise Where roads pass through villages with narrower passages, or roads are in the vicinity of noise-sensitive facilities, such as schools, attenuation of construction activities related noise may be desirable. These techniques include the following: Activities producing excessive noise levels should be restricted to the day-time, and equipment normally producing high levels of noise should be suppressed or screened when working within a distance of some 1000 metres from any sensitive noise receptors. Crusher sites must be located away from settlement and noise sensitive areas. Near places of worship, construction producing nuisance level noise be minimised or rescheduled so as not to occur on locally recognised religious days (i.e. Saints’ days, etc.) and Sundays. Maintenance of machines and provision of noise suppressing installations such as mufflers is required.
7.9 Impact on Air Quality During the road construction period, haulage of construction material increases dust. Where the road passes through settlements, raised dust can cause considerable nuisance, and can result in increased incidence of respiratory related diseases. It is therefore recommended to include a clause in the construction contract to the effect that, In cases –where haul routes pass through towns or major settlements, the contractor shall prepare construction traffic
Highway Engineers and consultant/HEC/ March 2012 73
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
management plans, for approval by the Engineer, which set out clearly the steps which will be taken to minimise the impacts of his construction activities and haulage traffic, including but not limited to the regular watering of road section to suppress dust. Proper maintenance of diesel equipment and curtailment of unnecessary idling should be practiced to help control emissions, since poor air quality can result from diesel powered machinery vehicles. Construction machinery should be well maintained to minimize excessive gaseous emissions.
7.10 Impact on Flora and Fauna 7.7.1 Flora Protection of forests, trees and pasture areas should be conducted in relation with the public. Activities that might affect such sites are realignments, right of ways (ROW) and establishing of camps, equipments, yards and other activities impair vegetation removal and cutting of trees. Techniques for dealing with these situations includes but not limited to: Designing the road-upgrading project following the existing road alignment as much as possible where forests or important trees exist. Careful selection and sitting of contractor’s site facilities (workers residential camps materials storage sites and plant/equipment sites) so as to avoid the removal of trees and shrubs growing at or in the immediate vicinity of the selected sites. Replanting appropriate trees and shrubs at suitable locations such as areas adjacent to the road and at areas affected due to construction activities or exploitation materials to compensate for the unavoidable losses. Indigenous and/or exotic species are proposed. include a clause in the construction Contract which stipulates that the Contractor has the responsibility for any fire accident caused by any of this activities, Make the Contractor responsible for the conduct of his workforce in relation to environmental protection matters. consider the location of mature trees during route selection for the road diversion and land clearing for quarry and borrow sites, Prepare a plan to remove mature trees in borrow areas so as to obtain optimal benefits from harvested timber.
Highway Engineers and consultant/HEC/ March 2012 74
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
compensate in cash for the loss of privately-owned mature trees, Providing construction and supervising staff with fuel requirements (gas, paraffin etc.) in order to avoid or reduce any use of charcoal or fuel wood by buying from local market. Where possible, apply half-way construction method in order to reduce the loss vegetation by temporary roads or detours. Widening of the road to one side only at locations with dense or valuable vegetation/trees Prohibition of the use of trees for anchorage, and where such use is approved, the trunk shall be wrapped with a sufficiently thick protective material (tires, etc.) before any rope, cable or wire is placed. Use of existing tracks/roads for materials transport to avoid damage of vegetation as far as possible and works have to be limited to the imperative area for exploitation. Removal of trees will be permitted only after prior approval by the supervising engineer and for each removed indigenous tree at least ten new trees shall be planted. The replacements shall be of the same species, or other approved indigenous species, and of the maximum size that is practicable to plant and sustain growth in the particular environment. The project should prepare a forest management plan before the cutting takes place to manage the forestry/reforestation process.
7.7.2 Fauna The workforce needs to get educated on the illegal nature of wildlife poaching. It should also be told that careful driving is necessary to avoid accident to wild life. It is to be noted that driving in areas of forest, in low land areas and in river valleys will have more risk of encountering the wild life.
7.8 Impacts on Property and Utility Services The recommended mitigation measures for impact under consideration include: Consider to minimise land acquisition during route selection phase. The design can also minimize acquisition of land occupied by housing or business/commercial premises and productive farmlands by adjustment.
Highway Engineers and consultant/HEC/ March 2012 75
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
ERA in collaboration with local authorities, to stop all future construction works within the ROW Before clearance of services and property the site for relocation should be designated and alternative service for water, electricity and the like should be provided. The Affected groups should be aware before any property or service is damaged and they should be consulted for options. Payment of full and fair cash compensation, which leaves those affected by relocation better or at least no worse off than they were previously. A clause should be included in the construction contract which makes the contractor liable for any damage to services resulting from his or his subcontractors’ actions. Any damage caused to services by the contractor or subcontractors should be made good without delay at the contractor’s cost.
7.9 Impacts Associated with Construction Traffic In order to mitigate the impact it is recommended to: A clause in EMP includes that the contractor shall carry out repairs, at his own expense, to any public or private road pavements or structures -which can be proven to have been damaged as a result of overloading of his, or his subcontractors', vehicles. Moreover it is necessary to make every reasonable effort to minimise road safety hazards and inconvenience to other road users, resulting from the passage of his, or his subcontractors' haulage vehicles, and should impose and enforce compliance with speed limits. In cases -where haul routes pass through towns or major settlements, the contractor shall prepare construction traffic management plans, for approval by the Engineer, which set out clearly the steps which will be taken to minimise the impacts of his haulage traffic.
7.10 Mitigating HIV/AIDS Free distribution and provision of condoms to construction workers by the Contractor to avoid the spread of HIV/AIDS. To conduct education and awareness creation on the spread and transmission of STDs and HIV/AIDS for construction workers and
Highway Engineers and consultant/HEC/ March 2012 76
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
local communities living close to the construction camp sites. To put educational posters and flyers on HIV/AIDS using local languages at public gathering locations, bus terminals, schools and by road sides to minimize the spread of HIV/AIDS.
7.11 Mitigating Adverse Impacts on Women Ensure women's participation and improve their employment opportunities. Develop guidelines and regulations that ensure women receive equal employment opportunities. Assign female workers in those types of works that do not bring difficulties to their biological and physical conditions. Awareness creation among women on STDs and HIV/AIDS transmission, education on the use of condoms.
7.12 Mitigating Social Conflict Establish conflict resolution mechanism through consultation with local clan chiefs and government authorities to discuss issues that have become a cause for the conflict between construction workers and the local population and find a solution to resolve it.
7.13 Construction Phase Local Income Generation One of the project benefits during the construction stage of the project is creation of regular wage employment for the local workforce. Therefore In order to enhance this benefit: Although labour recruitment is a matter for the contractor, who has the right to determine whom to employ, he should be formally encouraged to hire locally wherever possible, in order to maximise the benefit distribution and social acceptability of the project. He/she should also be encouraged to procure supplies from local sources to the maximum extent possible in the circumstances. The construction contract has to include a clause which requires the contractor to use his best endeavours to maximise local hire of labour, in so far as this is compatible with his skill requirements, and to maximise local procurement of supplies.
Highway Engineers and consultant/HEC/ March 2012 77
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
7.14 Reduction in Traffic Generated Dust and Improved Road Safety Dust can be reduced by watering of detours, access roads and at construction sites, cover the fine material while transporting will also minimize wind blowing the dust.
7.15 Reduction in Erosion from Road Drainage Better drainage systems have been incorporated in the design as compared to the existing condition. However the benefit of the improved drainage systems will only continue to be enjoyed if they are properly maintained. It is therefore recommended that ERA should ensure routine and periodic maintenance budgets and programmers make adequate provision for inspection, clearance and repairs to all drainage structures, so as to maintain their efficiency. Consideration should be given to employing local people to take responsibility for regular inspection, minor maintenance and repair work to drainage systems.
7.16 Induced Development and Other Project Benefits Major indirect impacts of the road upgrading are development-related, largely induced effects, (including economic development, improved access to social services and other). This can be positive via access provision to services. However any development in the ROW should be monitored not to occur.
7.17 Impact Due To Ancillary Works Before ancillary sites are opened (Borrow pits, quarry sites, detours, access roads, camp sites) a plan should be provided by the contractor to show the sites do not concern areas of environmental sensitivity among which are: - Sacred sites, religious sites, forest and water resources areas, critical natural habitats, areas with productive soils, settlement areas sites of services such as schools, clinics etc. It is necessary that acquisition such sites for work needs public participation for judging sensitivity and for compensation of lost property. Once cleared, top soil needs to be preserved for later use. The sites need to have appropriate drainage, maintenance, safe waste disposal mechanisms. When work is over rehabilitation to original or enhanced way should be applied. For example plant sites need to be stripped for removing asphalt and other pollutants and the waste should be disposed safely. Material sites need to be rehabilitated by filling and dispersing top soil as well as re-plantation. Or they can be transformed in a water harvesting systems in consultation with the public and in areas where malaria is not a risk.
Highway Engineers and consultant/HEC/ March 2012 78
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Sites such as Cemeteries and archaeological sites need community and authority involvement before any collection and displacement are conducted. 8 ENVIRONMENTAL MANAGEMENT PLAN
8.4 General considerations An Environmental Management Plan has been integrated in this report as a table for clause in the contract document. This is a comprehensive plan that can be specified by the contractor through modification in consultation with the supervising engineers and ERA. The specification needs to give due attention to natural forest as well as implication on water resources and soil conservation as well as on wildlife. Coffee plantations also need due attention. During the design stage the consultant should incorporate proposed mitigation measures as well as the Matrix for EMP (sec. 23) in the design and tender documents. The contractual agreement should also include articles to enforce the environmental issues. Construction stage activities are mainly the responsibility of the constructor and that of the construction supervision consultant. The actual physical implementation works are carried out mostly at this stage. The execution of the road construction work should also equally treat the implementation of the physical works of environmental mitigation measures.
8.5 Organizational aspects Both project management and environmental management responsibilities are normally shared between several government and non-government organizations (NGOs), each with specific executive responsibilities for particular aspects, which are exercised during the various stages of project preparation, implementation and subsequent operation and maintenance. For sensitive environments in the project area the participation of Bureau of Agriculture and Natural Resources as well as NGOs working in the area is crucial in selecting all sites for construction, for camping, for detours and access roads as well as for plant sites. Plans for selecting such sites should be discussed with the concerned bodies including the public before commencement of work.
8.2.1 Environmental Management during Pre-Construction phase At this stage the planning of logistics and site preparation, necessary for commencing construction activities, will be conducted. The activities include: Joint field verification of EMP by the Engineer and Contractor Modification (if any) of the contract documents by the Engineer.
Highway Engineers and consultant/HEC/ March 2012 79
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Procurement/ identification of existing construction equipment/ machinery such as crushers, hot mix plants, batching plants and other construction equipment and machinery. Identification and selection of material sources (quarry and borrow material, water, sand etc). This region holds natural forests and the sites as much as possible should be away from such sources. Selection, design and layout of construction areas, hot mix and batching plants, labour camps etc Planning traffic diversions and detours including arrangements for temporary land acquisition. Planning for camp sites Moreover prior to contractor’s mobilization and the commencement of construction, environmental management will be concerned with three principal groups of activities: Ensuring that all government and funding agency requirements and procedures relating to EIA are complied with; Preparation of detailed designs which incorporate specific features aimed at minimizing adverse impacts and enhancing beneficial impacts; Implementation of land and property acquisition procedures including the payment of compensation
8.2.2 Environmental Management During Construction phase Construction stage is the most crucial stage in terms of activities that require careful management to avoid environmental impacts. Activities that trigger the need for environmental measures to be followed include: Put in practice environmental principles at all stages of construction as good engineering practices. Implementation of site-specific environmental and social mitigation/management measures suggested, including health and safety measures. Monitoring the quality of environment along the construction sites (as air, noise, water, soil etc). Monitoring of environmental conditions through approved monitoring expert
Highway Engineers and consultant/HEC/ March 2012 80
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Operation Stage Operation stage actives are to be carried out by the Environmental Cell of the ERA. The activities involved are monitoring of operational performance of the various mitigation measures carried out as a part of the project.
Highway Engineers and consultant/HEC/ March 2012 81
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
9 MONITORING PLAN AND IMPLEMENTATION PROGRAM
9.4 General Considerations Environmental monitoring is an essential tool in relation to environmental management as it provides the basis for rational management decisions regarding impact control. The monitoring programme for the present project will be undertaken to meet the following objectives: to check on whether mitigation and benefit enhancement measures have actually been adopted, and are appropriate. to provide a means whereby any impacts which were subject to uncertainty at the time of preparation of the EIA, or which were unforeseen, can be identified, and to provide a basis for formulating appropriate additional impact control measures to provide information on the actual nature and extent of key impacts and the effectiveness of mitigation and benefit enhancement measures which, through a feedback mechanism, can improve the planning and execution of future, similar projects. There are two basic forms of monitoring: a. Compliance monitoring, which checks whether prescribed actions have been carried out, usually by means of inspection or enquiries. b. Effects monitoring, which records the consequences of activities on one or more environmental components, and usually involves physical measurement of selected parameters or the execution of surveys to establish the nature and extent of induced changes?
9.5 Contractual Bindings The consultant should verify that all mitigation and monitoring activities are done along with the engineering tasks. Failure from the contractor side not to implement and report mitigation and monitoring tasks should lead to actions similar to not complying to engineering requirements.
Highway Engineers and consultant/HEC/ March 2012 82
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
9.6 Cost Estimate This part of the report presents the estimated total cost for environmental management, monitoring and training cost of the proposed Road Project. Hence; as it was mentioned above, the scale and magnitude for most of the project impacts; particularly the site specific one, is not known at this stage (prior to the detail geometric design and material investigation), the consultant’s summarized cost estimate a preliminary one. This is true particularly for costs associated with compensation of PAPs, land acquisition and ROW issues. Therefore, these preliminary costs estimate to be refined and updated in the final land acquisition and RAP report. The preliminary cost estimate was made based on past experience on similar projects and from the Consultant’s EIA findings. Thus, the preliminary Costs related to environmental and social benefit enhancement and impact mitigation measures, etc. taken into account include: Costs related to erosion prevention, control and gully management (soil conservation and roadside erosion prevention and assisting gully management and land use management programs, road safety measures) and mitigating land slides Costs related to the resettlement and compensation for loss of properties as well as livelihood (loss of houses, farmlands, plantation trees, business centers) Costs related to the loss of privately owned trees and natural vegetation restoration Costs for environmental monitoring, training and capacity building o Local training through workshops o Training of ERA staff in environmental assessment and management and procedural skills o Advisory group support o Routine monitoring visit for ESMT Thus, the total environmental mitigation, management, monitoring and training costs are summarized in the Table below amount to some ETB 5,335,000 as summarised in the following Table.
Highway Engineers and consultant/HEC/ March 2012 83
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
Table 23: Environmental and Social Impact Mitigation, Management, Monitoring and Training Costs (Birr) No. Item Amount ETB 1 Erosion Control and Land slide mitigation 1.1 Technical engineering measures Included in the engineering costs 1.2 Bio-Engineering measures (Top-soiling and grassing to 500,000.00 side slopes) 2 Resettlement and compensation Cost (to be confirmed 2,500,000.00 and finalized in the RAP) 3 Site restoration and artificial landscaping 3.1 Restoration of land used as detour roads 5,0000 3.2 Artificial landscaping of borrow pits, Quarry sites 50, 000 4 Compensation for loss of trees and grassland 4.1 Natural tree and vegetation restoration program 1,500,000.00 5 Road safety provisions (road signs, traffic signs, etc.) Included in the engineering costs 6 Environmental monitoring and capacity building 6.1 Local training through workshops 20,000.00 6.2 Short term training for one ESMT staff 100,000.00 6.3 Advisory group support 75,000.00 6.4 Expenses Routine monitoring visit for ESMT 100,000.00 TOTAL 4,850,000.00 10% Physical contingencies 485,000.00
Estimated Impact Mitigation Cost 5,335,000.00
Highway Engineers and consultant/HEC/ March 2012 84
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
10 PUBLIC CONSULTATIONS 10.1 Public Discussion topics At the scoping stage consultation was carried out informally with residents along the road and administrators in order to understand if any conflict with the project existed and to give awareness about the project. No conflict was reported. Issues raised about the benefits of the project include a- The local people pronounced that they will support the project and the administration indicated that it will help PAPs to find alternative livelihoods. b- They said that the construction of the road will allow local labour to participate in the project and hence provide economic benefits. c- The area is known for its coffee product, for honey and for spices. The road will open and provide access to the market for such products. d- Coffee processing plants will easily be established and run e- Resource management including the forest will be eased (indirectly through access to education, awareness creation etc.); in which case the project, if well managed and integrated with the component of the environment can help as an enhancing mechanism. f- The access to Sudan will bring regional market as well as employment opportunity g- Education, health as well availability of potable water will be facilitated h- As indicated below the status of women will be improved, through the improved social infrastructures, in matters such as mother and child care e.g easy transportation to health centres i- Tackling malaria will be enhanced through easy distribution of nets and medical facility
Highway Engineers and consultant/HEC/ March 2012 85
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
List of people contacted
Ato Teferi Bebeka state farm Staff Ato Mohammed Nur Kuja “ “ Ato Chole Ket Gedu Ato Habtamu Melak Otuwa Ato Ojulu Adey Dima (wereda administrator) Ato Ojulu Goy Ato kugn Ekte From Police
Other topics gathered during discussion focused on gender issues as follows: Gender Issues: The gender issues among the different ethnic groups of the region have some similarities and differences depending on the type of the issue. Some of the similarities are that in all the ethnic groups women have very low level of social status to men in the society. Men are responsible for making decision over most matters (both political and economic) and have the power to control and access over resources. Gender division of labour: Women are primarily responsible for domestic and household activities among most ethnic groups in the Region. Women also carry out agricultural and other economic activities, but men make the decision over these activities and the resources. In the region “any land under the control of female heads of households is held in the name of a son or male relatives”. This shows that property of women could not even be registered under their name. Some cultural practices against women: There are several cultural practices that are very extensive and require a separate study. However, circumcision and infibulations, early marriage, and sterility as a reason for divorce are some of cultural practice that are practiced against women. Gender and Road network: The existence of road networks affects women more than men among all ethnic groups and zones and weredas in the region. Lack of roads affects the day-to-day activities of women directly and indirectly. Since women are responsible performing domestic activities that are related to travel and transport, absence of roads affect them highly and exerts additional burden. Women in rural Ethiopia and in the region are responsible for carrying out numerous activities and some of these activities are related to travel and transport. Some of the domestic, economic and social activities, that women are responsible to carry out and related to travel and transport include: travel and transport to water points, travel and transport for fuel wood collection, to grinding mills, to markets, to farms, to health centres and to schools.
Highway Engineers and consultant/HEC/ March 2012 86
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
10.2 Public Disclosure Once approved for public disclosure purposes, the EIA will be made available through summarized information materials to be printed and distributed to inform people about its implementation process. The following process will be followed in disclosing the EIA: - ERA will forward the report to designated places. These places include ERA’s branches and regional offices as well as other public places. - ERA will announce in public advertisement and in the electronic media on the availability of the report at the designated places - ERA will conduct information and stakeholder program in the project areas so as to: a. Inform and explain options to the affected people prior to financial assistance. b. Socially prepare the affected persons for relocation. c. Help counter rumor and prevent unnecessarily distress. d. Bring clarity on issues that might be raised by the PAPs about their entitlements. e. Ask assistance from the local Woreda level administration and others for implementation. f. Ensure the special needs of vulnerable groups are properly addressed
Highway Engineers and consultant/HEC/ March 2012 87
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
11 CONCLUSIONS AND RECOMMENDATION The proposed Road Project will traverse mountainous, escarpment and flat area. The existing road is highly damaged and as such has led to great socio-economic disadvantages. There are productive soils on the highland section, Perennial rivers flow in the project area, sacred forests and belief sites exist. The potential impacts on such sites have been reduced through route alternative selection that considered the impact factors and proposed alignment along existing lines as much as possible. For-example the deviation to Bonke-Beza was avoided. Further mitigation measures and an environmental management plan as a clause has been provided. No adverse direct or indirect impacts are anticipated in respect of environmentally sensitive areas like National Parks, Wildlife Reserves, National Forest Priority Areas and wetlands of national or international importance, however, the road goes through natural forests. During the operational phase, traffic levels are unlikely to be high enough to give rise to problems of noise, air pollution or crossroad access for pedestrians. These adverse impacts are capable of control within acceptable limits, provided that the recommended mitigation measures are adopted. Therefore, if the mitigation and benefit enhancement measures recommended in this EIA report are implemented properly, there are no environmental grounds for not proceeding with implementation of the project in the form in which it is presently envisaged, since the long-term benefits of project implementation outweigh the largely short-term adverse impacts associated with construction, all of which can be mitigated satisfactorily if close monitoring is adopted.
Highway Engineers and consultant/HEC/ March 2012 88
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
12. EMP MATRIX AS CLAUSES PROPOSED TO BE INCLUDED IN CONTRACT DOCUMENT Table 23: EMP Matrix No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
1 Utility In case of utilities and common property resources being Pre- Co/SE,ERA, Community Relocation and impacted due to the project, they will be relocated with prior construction participation Common approval of the concerned agencies before construction needed property starts, on any sub-section of the project road. resources The relocation site identification will be in accordance with the choice of the community.
2 Site clearance Site clearance will be done only in the area required for the Pre-construction Co/SE,ERA project. 3 Tree Cutting Trees will generally not be removed unless required. Pre-construction Co/SE,ERA Removal of trees shall be done only after the permissions / approvals are obtained. Disposal of cut trees is to be done immediately to ensure that the traffic movement is not disrupted. Compensation or replanting needed (10 trees per tree taken out). Forestry Management Plan will also be prepared.
Highway Engineers and consultant/HEC/ March 2012 89
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
4 Debris Site for temporary storage and disposal of debris Pre-Construction Co/SE/Envir disposal site refuse to be identified. These disposal sites shall onmentalist identification be finalized such that they are not located within any designated forest or other eco-sensitive areas, do not impact natural drainage courses and no endangered / rare flora is impacted by such disposal.
5 First stage The Supervising Engineer and the Contractor will Pre-Construction Social and Monitoring carry out joint monitoring of the EMP. The suitability Environmental of Consultants the mitigation measures suggested in the EMP will be needed at this checked. stage
Contractor/ PIU, 6 Modification Pre-construction Co/SE/ERA Social and of the EMP If required the Supervising Engineer will modify the Environmental EMP in consultation with ERA and the contractor Consultants PIU, Contractor, required
Highway Engineers and consultant/HEC/ March 2012 90
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
7 Crushers, Hot mix plants and batching plants (existing or new) Pre- Co/SE Hot-mix will comply with the requirements of the relevant Construction plants & national, state and local pollution control Batching requirements. Specifications 8 Plants Plants and batching plants will be sited sufficiently Pre-Construction Co/SE away from habitation, agricultural operations or industrial establishments. Such plants will be located at least 1000m away from the nearest habitation, preferably in the downwind direction.
All vehicles, equipment and machinery to be procured for construction will conform to the relevant norms. Noise limits for construction Other equipments to be procured such as compactors, rollers, Construction front loaders, concrete mixers, cranes (moveable), Vehicles, vibrators and saws will not exceed 75 dB (A), Equipment measured at one metre from the edge of the equipment and in free field, Machinery
Highway Engineers and consultant/HEC/ March 2012 91
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
9 Material Procurement of construction material only from Pre- Co/SE sourcing permitted sites and licensed / authorized quarries. Construction (sand, borrow Farm land and forest belts shall not be used for material material sourcing or borrow sites. and stone Arable land shall not be selected as borrow sites as material) much as possible. If excavation has to be done in arable land, top soil layer (30 cm) shall be saved and returned after construction work is completed, so as to minimize impacts.
10 Quarry The Contractor will identify materials from existing Pre- Co/SE sites licensed quarries with the suitable materials for Construction construction.
Apart from approval of the quality of the quarry materials, the Engineer will verify the legal status of the quarry operation.
The quarry operations will be undertaken within the rules and regulations in force.
Highway Engineers and consultant/HEC/ March 2012 92
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
11 Water The Contractor will be responsible for arranging Pre- Co/SE Consult adequate supply of water for the entire construction community and construction period. The contractor shall consult the Bureau of water local people before finalizing the locations. The contractor will preferentially source all water requirements from surface water bodies. Any groundwater to be extracted requires permission from Bureau of water. The contractor will minimize wastage of water during construction.
12 Labour The contractor will use unskilled labour drawn from Mobilization Co/SE Requirements local communities to avoid any additional stress on the - existing facilities (medical services, power, water supply, etc.)
Planning of labour camps, if required, needs to be Labour Camp done to ensure adequate water supply, sanitation and drainage etc.,
Highway Engineers and consultant/HEC/ March 2012 93
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
13 Generation of Debris generated due to the dismantling of the existing Construction Co/SE Consult Debris structure shall be suitably disposed concerned agencies The contractor shall suitably dispose off unutilized debris material; either through filling up of borrows areas created for the project or at pre-designated dump locations, subject to the approval of the Engineer. Debris generated from pile driving or other construction activities shall be disposed such that it does not flow into the surface water bodies or form mud puddles in the area. Dumping sites shall be identified by the contractor as per regulations in force. The identified locations will be reported to the Engineer. 14 Bituminous The disposal of residual bituminous wastes will be Construction Co/SE wastes done by the contractor at secure landfill sites, disposal with the requisite approvals for the same from the concerned government agencies.
Highway Engineers and consultant/HEC/ March 2012 94
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
15 Other wastes Location of disposal sites will be finalized prior to Construction Co/SE Consult disposal completion of the earthworks on any particular appropriate section of the road. The Engineer shall approve these authority and disposal sites conforming to the following public (a) These are not located within designated forest areas. (b) The dumping does not impact natural drainage courses (c) No endangered/rare flora is impacted by such dumping. (d) Settlements are located at least 1.0km away from the site. (e) Not located 1 Km within ecologically and culturally sensitive areas.
Highway Engineers and consultant/HEC/ March 2012 95
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
16 Stripping, The topsoil from borrow areas, areas of cutting and Construction Co/SE stocking and areas to be permanently covered will be preservation stripped to a specified depth of 150mm and stored in of top soil stockpiles. At least 10% of the temporarily acquired area will be earmarked for storing topsoil. The stockpile will be designed such that the slope do not exceed 1:2 (vertical to horizontal), and the height of the pile is to be restricted to 2m. Stockpiles will not be surcharged or otherwise loaded and multiple handling will be kept to a minimum to ensure that no compaction will occur. The stockpiles will be covered with gunny bags or tarpaulin. It will be ensured by the contractor that the topsoil will not be unnecessarily trafficked either before stripping or when in stockpiles. Such stockpiled topsoil will be returned to cover the disturbed area and cut slopes. The management of topsoil shall be reported regularly to the Engineer.
Highway Engineers and consultant/HEC/ March 2012 96
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
17 Blasting Except as may be provided in the contract or ordered Construction Co/SE Consult or authorized by the Engineer, the Contractor will not authority such use explosives. Where the use of explosives is so as Security provided or ordered or authorized, the Contractor will comply with the requirements of the regulations in force besides the law of the land as applicable. The Contractor will at all times take every possible precaution and will comply with appropriate laws and regulations relating to the importation, handling, transportation, storage and use of explosives and will, at all times when engaged in blasting operations, post sufficient warning flagmen, to the full satisfaction of the Engineer. The Contractor will at all times make full liaison with concerned authorities Inform well in advance and obtain such permission as is required from all Government Authorities, public bodies and private parties whomsoever concerned or affected or likely to be concerned or affected by blasting operations. Blasting will be carried out only with permission of the Engineer. All the statutory laws, regulations, rules etc., pertaining to acquisition, transport, storage, handling and use of explosives will
Highway Engineers and consultant/HEC/ March 2012 97
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
No. Issues / Mitigation Measures Project Phase Responsibility Remark Impacts
be strictly followed.
Blasting will be carried out during fixed hours (preferably during mid-day), as permitted by the Engineer. The timing should be made known to all the people within 1000m (200m for pre-splitting) from the blasting site in all directions.
Highway Engineers and consultant/HEC/ March 2012 98
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
18 Transporting All vehicles delivering materials to the site will be covered to Construction Contracto Construction avoid spillage of materials. All existing roads used by vehicles r/SE Materials of the contractor, or any of his sub -contractor or suppliers of materials or plant and similarly roads which are part of the works will be kept clean and clear of all dust/mud or other extraneous materials dropped by such vehicles. The unloading of materials at construction sites close to settlements will be restricted to daytime only.
Highway Engineers and consultant/HEC/ March 2012 99
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
19 Planning Temporary diversions will be constructed with the approval Construct Co/SE Public Traffic of the Engineer. Detailed Traffic Control Plans will be ion informed Diversions & prepared and submitted to the Engineer for approval, 5 days Detours prior to commencement of works on any section of road. The traffic control plans shall contain details of temporary diversions, details of arrangements for construction under traffic, details of traffic arrangement after cessation of work each day, safety measures for transport of hazardous material and arrangement of flagmen.
Environmental personnel of the Engineer will assess the environmental impacts associated as the loss of vegetation, productive lands and the arrangement for temporary diversion of the land prior to the finalization of diversions and detours.
Special consideration will be given to the preparation of the traffic control plan for safety of pedestrians and workers at night. The Contractor will ensure that the diversion/detour is always maintained in running condition, particularly during the rain to avoid disruption to traffic flow. He shall inform local community of changes to traffic routes, conditions and pedestrian access arrangements. The temporary traffic detours will be kept free of dust by frequent application of water.
Highway Engineers and consultant/HEC/ March 2012 100
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
20 Construction The Contractor during the progress of work will provide, Construction Co/SE Social and camps erect and maintain necessary (temporary) living accommodation and ancillary facilities for labour to standards and scales approved by the Engineer. There shall be provided within the precincts of every Consultants workplace, latrines and urinals in an accessible place. Except in workplaces provided with water-flushed latrines connected with a water borne sewage system, all other latrines shall be provided with dry-earth system (receptacles) which shall be cleaned at least four times daily and at least twice during working hours and kept in a strict sanitary condition. Receptacles shall be tarred inside and outside at least once a year. If women are employed, separate latrines and urinals, screened from those for men (and marked in the vernacular) shall be provided. There shall be adequate supply of water, close to latrines and urinals.
All temporary accommodation must be constructed and maintained in such a fashion that uncontaminated water is available for drinking, cooking and washing.
Highway Engineers and consultant/HEC/ March 2012 101
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
The sewage system for the camp must be designed, built and operated so that no health hazard occurs and no pollution to the air, ground or adjacent watercourses takes place. Compliance with the relevant legislation must be strictly adhered to. Garbage bins must be provided in the camp shall be regularly emptied and the garbage disposed off in a hygienic manner. Construction camps are to be sited at least 1000m away from the nearest habitation and adequate health care is to be provided for the work force.
Highway Engineers and consultant/HEC/ March 2012 102
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
21 Operation All vehicles and equipment used for construction will be Construction Co/SE Regular fitted with exhaust silencers. During routine servicing monitoring operations, the effectiveness of exhaust silencers will be required checked and if found to be defective will be replaced. of construction Noise level from any item of plant(s) must comply with the relevant legislation for levels of noise emission or public perception levels. Monitoring of the exhaust gases and noise levels will be carried out Equipments and vehicles
Highway Engineers and consultant/HEC/ March 2012 103
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
22 Material and All workers employed on mixing asphaltic material, cement, lime mortars, concrete Constr Co/SE Chemical etc., will be provided with protective footwear and protective goggles. Workers, who uction Handling are engaged in welding works, would be provided with welder’s protective eye-shields. At Site Workers, engaged in stone breaking activities will be provided with protective goggles and clothing and will be seated at sufficiently safe intervals. The Engineer will be given at least 6 working days notice of the proposed use of any toxic chemical. A register of all toxic chemicals delivered to the site will be kept and maintained up to date by the Contractor. The register will include the trade name, physical properties and characteristics, chemical ingredients, health and safety hazard information, safe handling and storage procedures, and emergency and first aid procedures for the product.
No man below the age of 14 years and no woman will be employed on the work of painting with products containing lead in any form.
No paint containing lead or lead products will be used except in the form of paste or readymade paint. Face masks will be supplied for use by the workers when paint is applied in the form of spray or a surface having lead paint dry rubbed and scrapped.
Highway Engineers and consultant/HEC/ March 2012 104
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
23 Precautionary/ Adequate safety measures for workers during handling of Construction Co/SE Safety materials at site will be taken Measures up. The contractor has to comply with all regulations During regarding safe scaffolding, ladders, working Construction platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress. EHS Guidelines should be followed with regard to health and safety during construction.
24 Protection of All necessary and adequate care shall be taken to minimize Construction Co/SE cultural/ Sacred impact on cultural properties (which /Religious includes cultural sites and remains, places of worship Structures and including sacred sites, mosques, churches belief areas etc., graveyards, monuments and any other important structures as identified during design and all properties/sites/remains notified during construction. No work shall spillover to these properties and premises. Access to such properties from the road shall be maintained clear and clean.
Highway Engineers and consultant/HEC/ March 2012 105
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
25 Dust Unpaved haul roads near/passing through residential and Construction Co/SE contamination commercial areas to be watered at least twice a day. at construction Trucks carrying construction material to be adequately sites and along covered. All earthworks will be protected in a manner the roads acceptable to the Engineer to minimize generation of dust. The contractor will take every precaution to reduce the level of dust along construction sites involving
Highway Engineers and consultant/HEC/ March 2012 106
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
26 Earth work Ensure unobstructed natural drainage through proper Construction Co/SE Excavations drainage channels/structures. Dispose surplus excavated earth at identified sites. Ensure minimum hindrance to normal local activities and business. Avoid damage to permanent structures. All excavations will be done in such a manner that the suitable materials available from excavation are satisfactorily utilized as decided upon beforehand. The excavations shall conform to the lines, grades, side slopes and levels shown in the drawings or as directed by the engineer.
While planning or executing excavation the contractor shall take all adequate precautions against soil erosion, water pollution etc and take appropriate drainage measures to keep the site free of water, through use of mulches, grasses, slope drains and other devices.
The contractor shall take adequate protective measures to see that excavation operations do not affect or damage adjoining structures and water bodies.
Highway Engineers and consultant/HEC/ March 2012 107
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
27 Earth fill Embankment and other fill areas, unless other wise Construction Co/SE permitted by the Engineer, be constructed evenly over their full width and the contractor will control the direct movement of construction vehicles and machinery over them
Highway Engineers and consultant/HEC/ March 2012 108
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
28 Slope Construction Co/SE protection Embankments and other areas of unsupported fill will not be and constructed with steeper side slopes, or to greater widths than control of those shown in design drawings. While planning or executing erosion excavations the Contractor will take all adequate precautions against soil erosion. Turfing on critical road embankment slopes with grass sods, in accordance with the recommended practice for treatment of embankment slopes for erosion control. The work will be taken up as soon as possible provided the season is favourable for the establishment of sods. Other measures of slope stabilization will include mulching, netting and seeding of batters and drains immediately on completion of earthworks. Dry stone pitching for apron and revetment will be provided for bridges and cross drainage structures.
29 Drainage In addition to the design requirements, the contractor will take Construction Co/SE requirements all desired measures as directed by the Engineer such measures at to prevent temporary or permanent flooding of the site or any construction adjacent area. sites
Highway Engineers and consultant/HEC/ March 2012 109
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
30 Contaminati Vehicle/machinery and equipment operation, maintenance and Construction Co/SE on of soil refuelling will be carried out in such a fashion that spillage of fuels and lubricants does not contaminate the ground. Oil interceptors will be provided for vehicle parking, wash down and refuelling areas within the construction camps. Fuel storage will be in proper bounded areas. All spills and collected petroleum products will be disposed off.
Fuel storage and refilling areas will be located at least 1000m from rivers and irrigation ponds or as directed by the Engineer. In all fuel storage and refuelling areas, if located on agricultural land or areas supporting vegetation, the topsoil will be stripped, stockpiled and returned after cessation of such storage and refuelling activities.
Highway Engineers and consultant/HEC/ March 2012 110
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
31 Compaction To minimize soil compaction construction vehicle, machinery Construction Co/SE of soil and equipment will move or be stationed in designated area (RoW, haul roads as applicable) only. The haul roads for construction materials should be re-routed to avoid agricultural areas.
Highway Engineers and consultant/HEC/ March 2012 111
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
32 Silting, Silt fencing will be provided around stockpiles at the Construction Co/SE Contamination construction sites close to water bodies. The fencing needs to of Water bodies be provided prior to commencement of earthworks and continue till the stabilization of the embankment slopes, on the particular sub-section of the road. Construction materials containing fine particles will be stored in an enclosure such that sediment-laden water does not drain into nearby watercourses. All liquid wastes generated from the site will be disposed off as acceptable to the Engineer.
Highway Engineers and consultant/HEC/ March 2012 112
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
33 Cutting/Filling Earth works shall be undertaken such that the existing Construction Co/SE of Surface water embankments of water bodies are not disturbed. In case of bodies cutting of embankments, the same shall be reconstructed with appropriate slope protection measures and adequate erosion control measures.
Filling of surface water bodies will be compensated by digging an equal volume of soil for water storage. Such dug-up soil will be used for spreading as topsoil. Wherever digging is undertaken, the banks will be protected as designed or as approved by the Engineer.
The excavation will be carried out in a manner so that the side slopes are no steeper than 1 vertical to 4 horizontal, otherwise slope protection work, as approved by the Engineer will be provided.
As far as practicable, and as approved by the Engineer, excavation for replacement of water bodies will be at the closest possible place/location, with respect to the original water body.
Highway Engineers and consultant/HEC/ March 2012 113
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
34 Surfacing The contractor will take all necessary means to ensure that all Construction Co/SE surfacing works and all associated operations are carried out in conformity with regulations. All workers employed on mixing asphaltic material etc. will be provided with protective footwear as specified. Noise levels from all vehicles and equipment used for surfacing will conform to standards as specified. Construction activities involving equipments with high noise levels will be restricted to the daytime. Transport of materials for construction will be as specified.
35 Mitigation Noisy construction operations in residential and sensitive Construction Co/SE Measures areas (hospitals, schools and religious For Noise places) should be restricted between 7.30 a.m. to 6.00 p.m. Sensitive Preventive maintenance of construction equipment and Receptors vehicles would be done to meet emission standards and to keep them with low noise.
Provision of ear plugs to operators of heavy machinery and workers in near vicinity. During night, material transport should be uniformly distributed to minimize noise impacts.
Highway Engineers and consultant/HEC/ March 2012 114
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
36 Road Furniture Road furniture including footpaths, railings, storm water Construction Co/SE drains, crash barrier, traffic signs, speed, zone signs, pavement markers and any other such items will be provided as per design. The contractor shall provide Recharge pits for Urban drains. The drains will be provided for each kilometre of the road through urban settlements and near the outfall to a natural drain if the road crosses one inside a settlement. As part of this recharge pits could be proposed as an enhancement measure.
Highway Engineers and consultant/HEC/ March 2012 115
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
37 Culverts While working across or close to the rivers, avoid obstructing Construction Contractor the flow of water. If an obstruction is required, to serve notice on the downstream users of water sufficiently in advance.
Construction over and close to the non-perennial streams will be undertaken in the dry session. Construction work expected to disrupt users and impacting community water bodies will be taken up after serving notice on the local community. Dry stone pitching for apron and revetment will be provided for bridges and cross drainage structures, if necessary.
Highway Engineers and consultant/HEC/ March 2012 116
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
38 Safety practices The Contractor is required to comply with all the precautions Construction during as required for the safety of the as far as those are applicable to Contractor construction this contract. The EHS Guidelines provide guidance on appropriate procedures.
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, working platforms, excavations, trenches and safe means of entry and egress.
39 Social Minimize interruptions to utility services through proper Construction Co/SE disruptions planning and scheduling of activities and inter-departmental co-ordination. Construct temporary road/access and diversion of traffic.
Highway Engineers and consultant/HEC/ March 2012 117
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
40 Aesthetic Aesthetic enhancement through proper house keeping of construction Construction Co/SE impairme sites. Disposal of nt construction wastes at the approved disposal sites. Immediate closure of the trenches after pipe laying/ completion of work. Complete construction activity by removing all temporary structures, restoring the sub-project and surrounding areas as near as possible to the pre-construction condition.
41 Tree Trees felled will be replaced as per the compensatory afforestation (10 Construction Co/SE Consult plantatio trees for every tree taken) criteria in accordance with regulations of the affected n ROW public and adminis tration
Highway Engineers and consultant/HEC/ March 2012 118
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
42 Risk of In order to guarantee construction safety, efficient lighting and safety Construction Co/SE accidents signs shall be installed on temporary roads during construction and adequate traffic regulations shall be adopted and implemented for temporary roads.
43 Traffic Adequate actions to direct and regulate traffic shall be taken in Construction Co/SE Consult and consultation with Traffic Police to prevent jamming roads during police Transport construction period. ation While planning alternative routes, care to be taken to minimize congestion and negative impacts at sensitive receptors such as schools and hospitals. Traffic controls and diversions marked with signs, lights and other measures (flags) should be provided. Prior to creating diversions and detours the citizens should be consulted well in advance through citizen’s meetings. It should be an informed decision taken through public participation. Diversion works to be dismantled to restore the area to original condition after completion of construction.
Highway Engineers and consultant/HEC/ March 2012 119
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
44 Cultural relics If fossils, coins, materials of value or antiquity, structures, and Construction Co/SE / Chance finds their remains of potential geologic, archaeological, and/or cultural interest (including sacred sites) are found, local government shall be immediately informed of such discovery and excavation shall be stopped until identification of cultural relics by the authorized institution and clearance is given for proceeding with work. All the above discovered on site shall The contractor shall take reasonable precaution to prevent his workmen or any other persons from removing and damaging any such article or thing. He shall, immediately upon discovery thereof and before removal acquaint the Engineer of such discovery and carry out the Engineer’s instructions for dealing with the same, ongoing work shall be stopped. The Engineer shall seek direction from the culture bureau before instructing the Contractor to recommence work on the site.
Highway Engineers and consultant/HEC/ March 2012 120
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
13 CLAUSES STATEMENTS PROPOSED TO BE INCLUDED IN CONTRACT DOCUMENT It is recommended that environmental clauses related to the following issues be included in the Tender Document of the Project under consideration. Camp Establishment and Demolishing 1. The Contractor shall establish all camps, with the approval of the Engineer and consultation of the Client, at appropriate site taking into consideration, not only the permanent works but also the peculiar environmental and social situation of the area. 2. In abandoning the camps, the Contractor, at no cost to the Client, shall remove the entire superstructure as well as the foundations of all buildings. 3. The contractor shall select location of campsites in collaboration with local authorities, RE and with ESMT of ERA, and camps shall only be established at places/locations approved by ERA ESMT and the RE in collaboration with local Officials, 4. Locate campsites in less productive areas away from streams and rivers (at least 500m), 5. The camp sites shall not be located close to residential areas, on fertile farmlands, and forested lands that are either owned by Farmers’ Cooperative or government organizations like that of the Forest Priority Areas and other sensitive areas or NGOs. 6. The RE and the contractors shall take photograph of the camp site campsites before the construction of any structure in order to be to compare the level of environmental degradation before and after the establishment of the camp site and to plan rehabilitation work. Any removal activities of trees for camping shall be done in the presence of Environmentalist from the Supervision Team and a Forester from Local Forestry Department, 7. Establish construction campsite with appropriate and standard sanitation facilities including an imperviously lined septic tanks to reduce possible pollution impact on ground and surface water resources, 8. Dispose all the wastes from the camp properly in a designated and authorised places, 9. The contractor shall take all necessary measures and precautions to avoid any nuisance or disturbance to inhabitants arising from the execution of works.
Highway Engineers and consultant/HEC/ March 2012 121
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
10. If the campsites are not going to be used or going to be demolished, the contractor shall reinstate (the reinstatement activities shall include stockpiling the top soil during camp construction, removing all concretes/slabs and all 11. Scrap metals from the workshops, loosening the compacted soils, and spreading of the top soils) to its original state. 12. The RE shall order the Camp administrator for the planting of tree seedlings in the camp yard for beautification purpose. Air Pollution 1. In cases where haul routes pass through towns or major settlements, the contractor shall prepare construction traffic management plans, for approval by the Engineer, which set out clearly the steps which will be taken to minimise the impacts of his haulage traffic, including but not limited to the regular watering of un-surfaced sections to suppress dust and the speed limits. 2. The Contractor shall inspect and service all the transport and the construction machinery, to the satisfaction of the Engineer, so that their emissions shall not pollute the air. 3. Parts of the Crusher Plant from where dust may rise shall be covered. 4. The contractor shall reduce dust from construction sites, access roads and detours by watering at least three times a day when the same are located in sensitive areas, towns and villages, 5. The Contractor shall prevent generation of air pollutants by watering during crushing and screening of aggregates, 6. The Contractor shall locate construction plants such as stone crushing plants away from the settlement areas, hospitals and schools. 7. The Contractor shall avoid burning of materials such as tyres, plastic, rubber products or other materials that creates heavy smock or nuisance odor. 8. The Contractor shall avoid disposing of any volatile chemicals to the air, 9. The Contractor shall any vehicle with an open load carrying area used for transporting potentially dust producing materials should have properly fitted side and tail boards. Materials having the potential to produce dust should not be loaded to a level higher than the side and tail boards and should be covered with a clean tarpaulin in good condition. 10. The contractor shall provide safety equipment such as goggle, masks and other protection measures.
Highway Engineers and consultant/HEC/ March 2012 122
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
11. The RE shall supervise and monitor the contractor’s compliance of the contractors with the above conditions.
Disruption of Services
1. The contractor shall be liable for any damage to services resulting from his or his subcontractors’ actions. Any damage caused to services by the contractor or subcontractors should be made good without delay at the contractor's cost. Protected Areas 1. Work shall be halted and relevant authorities shall be notified, principally by the contractor immediately in the event of accidental discovery of archaeological remains or any other cultural artefacts of potential national or international interest, until a professional assessment can be made. Soil and Water Pollution 1. The contractor shall dispose all sanitary and other wastes, at all camps and sites, safely in such a way as will not result in any form of soil or water pollution or hazard to human or animal health. 2. The contractor shall take all reasonable precautions to prevent spillage and leakage of materials with the potential to pollute soil and water resources. The measures shall be implemented in an effective way throughout the life of the base camp. 3. The contractor shall be responsible, at his own cost, for cleaning up any pollution caused by his activities, to the satisfaction of the Engineer, and the payment of full compensation to those affected by the pollutants. Erosion and Gully Control 1. The contractor shall provide adequate cross sectional area to drainage structures to allow sufficient passage for the discharge and also shall minimise the effect of discharge from structures to the downstream side in the form of gully formation. Thus, the contractor shall introduce energy dissipaters, for safe disposal of the discharge, along the course on the downstream side. 2. The Contractor shall protect unstable slopes with stabilizing structures such as retaining walls; wire basketry, gabions etc. as permanent installation on risk slopes.
Highway Engineers and consultant/HEC/ March 2012 123
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
3. The contractor shall implement Bioengineering techniques to protect and stabilize unstable slopes and also shall use appropriate local variety grass species together with a physical engineering measures as soon as possible after completion of the works. 4. Install cut-off drains above cut slopes,
5. The contractor shall provide riprap, grass turfing on erosion prone slopes of high embankments and fill areas, toes and banks of the streams to avoid/restrict erosion, 6. The contractor shall remove all dangerous and loose boulders and rocks from cut faces. 7. The contractor shall rehabilitate existing roadside gullies and landslides at particular locations and also other places even outside the ROW when the RE approves that the gullies will be extended towards the pavement or road. 8. Limit disturbance to natural vegetation above cut slops, 9. The contractor shall pave roadside drains above 5% slope gradients and construct all energy-dissipating structures at the drainage outlets and discharging points. 10. The contractor shall provide cross drainage structures as close as possible to reduce the amount of flow from side ditches and to let the flood join to the nearest stream easily with out scouring the side walls, 11. The contractor shall plant local variety grass species and replant slope embankments and erosion prone areas and water until the grasses and trees area survive independently. 12. The contractor shall construct the different physical erosion control measures such as paved side drain, check dams, mitre drains, and other energy dissipating structures such as chutes, cascades, etc Occupational and Traffic Safety 1. The contractor shall make every effort to minimise road safety hazards and inconvenience to other road users, resulting from the passage of his or his subcontractors' haulage vehicles, and shall impose and enforce compliance with speed limits. 2. All detours shall be constructed to the specified standard stipulated in contract document and shall be watered as per the contact specifications to suppress the dust that is a cause of many accidents to mainly road users.
Highway Engineers and consultant/HEC/ March 2012 124
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
3. The contractor shall provide workers especially working on hazardous sites like quarry and crusher sites with protection materials like masks, goggles, gloves, etc. 4. The contractor shall prepare a detailed safety management plan approved by the Engineer,
5. The contractor shall provide diversions with suitable and reflecting road signs; provide barricades and delineators and flagmen to guide the traffic. For regulation of traffic, the flagmen shall be equipped with red an d green flags, 6. At the points where traffic is to deviate from its normal path, the lane width path for traffic should be clearly marked with the aid of pavement markings, painted drums or similar devices. At night, the passage shall be delineated with lanterns or other suitable light source. 7. One-way traffic operation should be established whenever the traffic is to be passed over part of the carriageway inadequate for two lane traffic. This should be done with the help of temporary traffic signals or flagmen kept positioned on opposite sides during all hours. The flagmen shall equipped with red and green flags, 8. The contractor shall provide alternative pedestrian routes where these are interrupted. 9. The Design Engineer shall consult the local people as to where to construct the different engineering facilities like parking bays, foot paths and etc as per the respective Towns Master Plans. For instance, these facilities are important for various reasons at Market Places to avoid possible traffic accidents and for safe mobility. 10. The contractor shall use clear, labelled properly and meaning full traffic signs and speed limits, especially at road crossing of the people and conjunction of animals 11. The contractor shall provide traffic awareness, especially at schools, churches and other places at certain period of the construction time and accident protection measures “concrete or Slabs shall be put at schools, churches and etc. 12. The Design Engineer shall identify all high traffic accident areas and safety measures shall be proposed at all these areas. 13. The Design Engineer shall propose Protection Fence between the roadway and footpath to protect animals and human beings from possible traffic accident.
Highway Engineers and consultant/HEC/ March 2012 125
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
14. The contractor shall prepare “Traffic Management Plan” for the entire or sections of the road project, that should be approval by the RE and ERA ESMT for review and comment. Health 1. The contractor shall ensure the availability of first-aid service to the workers 2. The contractor shall undertake, through his dedicated staff or a sub-contractor for this activity, prevention and control of the spread of STDs, especially the HIV/AIDS pandemic, in the workplaces of the contract. 3. The contractor or construction activities shall be aware that the road traverse through malaria endemic areas and be prepared to avoid possible health risk through environmental health and hygiene management of camp sites and availing clinic, chemically treated mosquito nets and medicines for the work force; 4. The contractor shall not induce malaria outbreak by creating temporary & permanent water holding areas which favour mosquito breeding, 5. The contractor shall restore borrow pits and quarry areas to avoid breeding sites for mosquito, 6. The contractor shall provide clinics with all necessary medications in major construction camps, and First Aid Kits at all working sites. 7. The contractor shall minimize dust emission by watering the road during construction at the settlement areas at least 3 times a day (in the morning, before lunch time and before the end of working hour), 8. Explosives and chemicals should be stored under proper security at a safe distance from the road and any inhabited premises, 9. Give warning each time of his intention to blast and should station personnel on the roads and elsewhere with flags, horns and whistles and prevent persons , animals and traffic entering danger zone, 10. The contractor shall take care when selecting campsites in such a way that it should not invite close interaction with local community. 11. The contractor shall provide safe water supply & appropriate waste disposal facilities including the provision of sanitary latrines in the construction camp, 12. The contractor shall provide health education mainly focusing on the HIV control and prevention, void discrimination in work places due to HIV/AIDS and provide counselling service. This activity shall be executed as a sub contract by local NGOs and relevant institution or NGOs. The contractor shall
Highway Engineers and consultant/HEC/ March 2012 126
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
provide free counselling and distribute condoms & leaflets to workforce and vulnerable group of nearby communities, 13. The contractor shall provide education to personnel of the contractor about safety procedures and emergency response plans associated with their task. Use of Child Labour 1. The contractor shall abide to the Ethiopian and international laws that limit the minimum age for labour. That is, he shall not recruit children for any type of labour. Tree Planting 1. The contractor shall compensate for the loss of mature trees by planting at least 5 seedlings for every tree that will be removed during road widening, detours and borrow area clearing and manages their growth until they reach a height of 1 metre before handing them over to the client. 2. The contractor shall confine clearing of vegetation to what is absolutely necessary. All trees and shrubs which are not required to be cleared or removed for construction purposes should be protected from any damage that may be caused by the contractor’s construction operations and equipment, 3. The contractor shall not locate campsites quarries and borrow pits and detour roads in a forest areas, 4. Farmers shall be given adequate time to harvest their trees before clearing. 5. Transplant trees, which are transplantable. 6. The contractor shall take maximum care and never cut endangered and/or specified indigenous tree species 7. The contractor shall aware construction work force to not cut tree for any purpose with out prior approval of Environmental supervisor and local forestry department, 8. The contractor shall plant at least 5 new seedlings for each tree to be affected and water them until the Local Forester approves that they grow independently or until they grow to the height of 1.5 meters above the ground. 9. The contractor shall save big trees located on roadside by shifting the centreline of the road to the other side, in campsites, and also in material sites. 10. The contractor shall take the exact number with the tree species type to be removed in the presence of the Environmentalist from the Supervision Team and Forester from the Local Forestry Department,
Highway Engineers and consultant/HEC/ March 2012 127
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
11. The contractor shall take photographs of these sites before starting clearing and keep it as official documents in a separate folder. 12. The contractor shall forbid his workforces from deliberately and indiscriminate cutting down trees, involving in any trade activities or illegally transporting forest products. The contractor shall take the responsibility for his misbehaviour of workforces and involvement in any trade activities by his workforces or transporting of any forest products by construction vehicles
Grassing 1. The contractor shall grass all embankments and cut slopes susceptible to erosion with appropriate grass species and shall ensure the survival of the grasses before handing over to the client. Spoil Disposal 1. The contractor shall dispose off all unnecessary and spoil material at the appropriate sites, approved by the Engineer, on land not required for any activity by the local people for agriculture, grazing, or any other public services. Spoil materials shall also not be disposed on areas of aesthetic value. Preparation of Site EMP 1. The contractor shall prepare, for approval by the Engineer and final acceptance by the client, a detailed Site Environmental Plan (SEP) related, but not limited to, interventions: o For the base camp, prior to its construction, this also covers other work sites. The SEP must make specific and adequate provision for the disposal of sanitary and other wastes in such a way as will not result in any form of pollution or hazard to human or animal health. o For stockpiling of topsoil from borrow pit areas and redistribute over the entire surface after reinstating the sites when no more needed. o For reinstating quarry sites to a shape close to their original contour and approved by the Engineer o For protecting the water resource against pollution o For protecting the flora and fauna against deforestation and pouching respectively o For not affecting protected areas along the route corridor o For handling RoW issues; and
Highway Engineers and consultant/HEC/ March 2012 128
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
o Other issues or problems that may be encountered on site o Information provided in the SEPs should include, but not be limited to the following: i. a site plan showing the location and proposed extent of the borrow pit, quarry sites, access road and any other facilities which may be installed ii. details of all landholdings, vegetation and land use iii. measures which will be taken to minimise erosion caused by access road construction and drainage system operation iv. measures which will be taken to reinstate the site v. measures should be taken to reinstate all sites and make the borrow pits and quarry site safe on completion of exploitation, and to rehabilitate any agricultural land which has been affected by detours access roads construction and operation The Engineer should satisfy himself, prior to approval of the SEPs that all reasonable precautions have been or will be taken into account to minimise adverse environmental impacts. In the case of interventions for camps, quarry sites, borrow pits, crusher sites, etc, the sites shall be photographed prior to exploitation so that monitoring of reinstatement would be effective. Impact from Quarry sites, Borrow Areas and Detour Roads 1. The contractor shall select quarry and borrow sites that are far from settlement and environmentally sensitive areas after approval by RE, ERA ESMT and local authorities. 2. he contractor shall not select quarry and borrow sites near and at river bed, 3. The contractor shall not establish quarries and borrow pits in forested areas, 4. The contractor shall reinstate all quarries and borrow sites and access roads after the completion of the road construction works, any material sites shall not be left open unless otherwise approved by ERA ESMT and RE upon request from locals to have the sites open permanently. The reinstatement works shall include the following activities; a. The contractor shall take photographs of the proposed borrow areas, quarry sites and detour roads before the commencement of the works; b. The contractor shall take lists of all the tree species found in the proposed quarry sites, borrow areas and detour roads and the exact
Highway Engineers and consultant/HEC/ March 2012 129
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
number of trees to be affected in the presence of Environmentalist from the Supervision Team and a Forester from the Local Forestry department c. The contractor shall preserve top soils for later use to refill borrow sites and quarry areas and does not mix top soil with subsoil.
d. Borrows and quarries shall be reinstate (which include dumping unnecessary materials and excess cuts, landscaping/levelling/shaping, spreading the top soil uniformly over the surface, constructing spillways if in case the sites are deep enough to hold water and putting a barrier all around the sites to prevent accidents on animals and human beings) after completion of the works e. after reinstating, plant appropriate tree species (indigenous trees) or grasses to recover the original vegetation and to improve the aesthetic value of these sites f. provide proper drainage to avoid storage of water in quarry and borrow sites to reduce malarial out break through reduction of mosquito breeding sites g. Access roads to these sites shall be reinstated (execute the following activities, preservation of the top soils and stockpiling the top soils, removing the applied selected/foreign materials, loosening the compacted soils and spreading the top soil) to productive state when construction is completed. Impact on Water Resources and Wetlands 1. The contractor shall avoid dumping of solid and liquid wastes from the construction areas and camps into streams, rivers and wet lands, 2. The contractor shall not block natural flow of streams, rivers and wetlands, 3. The contractor shall not select quarry sites in river beds and river banks, 4. The contractor shall re-grass cut slopes and areas and fill sections to avoid down stream sedimentation and water quality deterioration, 5. The contractor shall avoid polluting of rivers or streams during concreting work from cement slag. 6. The contractor shall not clean/wash construction equipment in to wet lands, streams and rivers, and discharge waste chemicals into the streams, if in case
Highway Engineers and consultant/HEC/ March 2012 130
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
this problem happens, the contractor, at his own expense, shall be obliged to the clear water until it reaches its original quality level or consumable. 7. Servicing of plants, equipments and vehicles shall be carried out at a workshop area. The workshop area should be equipped with secured storage areas for fuels, oils and other fluids. The storages should be constructed in such a way as to contain any spillages, which may occur. Similar storage should be constructed to store used fluids prior to their disposal in a designated and 8. Authorised place. Waste oils from various plants and equipments shall be collected in drums and send it to oil reprocessing companies and never dispose them into wetlands, streams and rivers, 9. The contractor shall avoid conflicting with water demands for domestic and livestock consumption & give priority for domestic and livestock consumption, and not use water from low discharge streams in this case the contractor shall fulfil his water requirements for campsites and construction purposes by developing own water sources. 10. Avoid locating camp sites near the water sources and ground water recharging areas, 11. Careful handling of explosives and residue of fuel to avoid health risk and water pollution, 12. The contractor should ensure that all the existing stream courses and drains within and adjacent to the site are kept safe and free from any debris, 13. Avoid harvesting of fish or other aquatic organisms without the permission of responsible authority or organisation. 14. The contractor shall officially handover all developed water sources at any locations to the Local water Department, if the water sources are to be handed over to the locals. Impact on Fauna
1. The contractor shall forbid his workforces from deliberately killing wild animals, hunting wild animals for food or sport purposes, involving in any trade activities of dead or live wild animals or parts. 2. The contractor shall maintain road side forest that may serve as wild life habitat and corridor, 3. The contractor shall abstain from encroaching into areas of wildlife habitats and other sensitive areas.
Highway Engineers and consultant/HEC/ March 2012 131
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
4. The contractor shall restore affected areas (e.g. quarries and borrow pits and access roads to those sites) through replanting programme. 5. The contractor shall install warning signs and speed control measures at all animal-crossing sites as identified by the Design Engineer. 6. The contractor shall create awareness among drivers to give priority for road crossing animals and abstain from running after them or chasing the animals. 7. The contractor shall aware drivers to put off light and give priority for road crossing nocturnal animals during the night time.
Highway Engineers and consultant/HEC/ March 2012 132
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
REFERENCES
CSA (April 1996), Central Statistical Authority the 1994 Population and Housing Census of Ethiopia; Results for Southern Nations, nationalities and Peoples Region. Volume 1: Part I and VI.FDRE Office of Population and Housing Commission, Addis Ababa EPA (2000),Environmental Impact Assessment Guideline, Addis Ababa, FDRE (1995), Federal Democratic Republic of Ethiopia.: Proclamation for the Establishment of Environmental Protection Authority. Proclamation No. 09/1995. Addis Ababa. FDRE (2002), Federal Democratic Republic of Ethiopia: Environmental Impact Assessment Proclamation. Proclamation No 299/2002. Addis Ababa. FDRE (2000), Federal Democratic Republic of Ethiopia: Environmental Pollution Control Proclamation. Proclamation No 300/2002, Addis Ababa. FDRE (2000), Federal Democratic Republic of Ethiopia: Proclamation on the Establishment of Environmental Protection Organs. Proclamation No 295/2002, Addis Ababa FDRE (April 1997), Federal Democratic Republic of Ethiopia: Environmental Policy of Ethiopia, Addis Ababa. EPA/MEDAC (April 1996), Environmental Protection Authority in collaboration with Ministry of Economic Development and Cooperation: The Conservation Strategy of Ethiopia; Vol I-V: Secretariat for the Conservation Strategy of Ethiopia, Addis Ababa. ERA (2002), Ethiopians Roads Authority: Resettlement/Rehabilitation Policy Framework, Addis Ababa. Ethiopians Roads Authority (January 1996), Second Draft: Road Sector Development Programmed 1997 – 2007, Addis Ababa. EWNHS (December 19996), Ethiopian Wildlife and Natural History Society A First Inventory Important bird areas of Ethiopia; Addis Ababa. FDRE (1995), Constitution of the Federal Democratic Republic of Ethiopia Proclamation No.1/1995, Addis Ababa. MOA (1983), Ministry of Agriculture, Land Use Planning and Regulatory Department: Geomorphology and Soils Map of Ethiopia. Addis Ababa. MOA (1993), Ministry of Agriculture, Ethiopian Forestry Action Program: Draft Final Report, Volume 2- The challenge for Development, Addis Ababa. MOA (1997), Draft Ministry of Agriculture, The wildlife Policy of Ethiopia; Draft., Addis Ababa.1 MOA (1999), Ministry of Agriculture, Natural Resources Management and Regulatory Department, Agro-ecological Zones of Ethiopia, Addis Ababa.
Highway Engineers and consultant/HEC/ March 2012 133
Consultancy Services for Feasibility and EIA Study, Detail Engineering Design and Tender Document Preparation of Mizan–Dima Road Project Final EIA Report
SNNP FEDCB (January 2002), Southern Nations Nationalities and Peoples Region Finance and Economic Development Co-ordination Bureau; Regional Gross Domestic Product Estimate, Awasa. World Bank (1995), The World Bank Roads and the Environment: A Hand Book. www.epa.gov.et (Official Web site of Ethiopian Environmental Protection Authority)
Highway Engineers and consultant/HEC/ March 2012 134