Republic of Rwanda

REPUBLIC OF RWANDA

MINISTRY OF AGRICULTURE AND ANIMAL RESOURCES

RWANDA FEEDER ROAD DEVELOPMENT PROJECT

FINAL REPORT

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FOR SELECTED FEEDER ROADS

RWAMAGANA DISTRICT

NOVEMBER, 2013

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

TABLE OF CONTENTS

List of Tables 4 List of Figures 5 List of Photographs 5 List of Annexure 5 Abbreviation 6 0 Executive Summary 9

Part-1: Environmental and Social Impact Assessment 15

1 Introduction 15 1.1 Background of the Project 15 1.2 Objective 16 1.3 Scope of Services 17 1.4 Approach and Methodology 17 1.4.1 Review of Baseline Data and Up-date 20 1.4.2 Environmental and Social Impact Assessment 20 1.4.3 Social Analysis 20 1.4.4 Environmental and Social Management Plan 21 1.4.5 Environmental Monitoring 21 1.5 Liaison with Authorities 21 1.6 Format of the Report 21

2 Policy, Legal and Administrative Framework 23 2.1 National Relevant Policies and Strategy 23 2.1.1 National Environmental Policy 23 2.1.2 National Water Policy 24 2.1.3 National Forest Policy 24 2.1.4 Transport Policy 24 2.1.5 National Land Policy 25 2.1.6 Public Transport Policy on Environmental Sustainability 25 2.1.7 National Development Strategy 25 2.2 Legal Instruments 26 2.2.1 Important Environmental Legislations 26 2.3 Institutional Framework/ Arrangement 27 2.3.1 Province and Districts 29 2.3.2 EIA Procedure and Environmental Category in Rwanda 29 2.3.3 Rwanda Environmental Standards 31 2.4 International Environmental Framework and Agreements 31 2.4.1 Environmental Assessment Category of Projects 31

3 Project Description 37

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

3.1 Project Location 37 3.2 Objective of the Project 37 3.3 Project Details 38 3.3.1 Brief Description of Feeder Roads 38 3.3.2 Present and Projected Traffic 40 3.3.3 Feeder Road Design Standards 42 3.3.4 Planned Activities for Proposed Feeder Roads 43 3.4 Analysis of Alternatives 45 3.4.1 Without Project Alternative 45 3.4.2 With Project Alternative 46 3.5 Quantity of Material for Construction 46 3.5.1 Borrow Area Sites 47 3.6 Construction Schedule 48 3.7 Cost of the Projects 48

4 Environmental and Social Baseline Data 49 4.1 General 49 4.2 Study Area 51 4.3 Land Environment 51 4.3.1 Physiography and Land Use 51 4.3.2 Geology and Soils 53 4.4 Water Environment 54 4.4.1 Surface Water Resources 54 4.4.2 Hydrology and Drainage 55 4.4.3 Water Quality 56 4.5 Air Environment 56 4.5.1 Meteorology 56 4.5.2 Air Quality 58 4.6 Noise Quality 59 4.7 Ecological Environment 60 4.7.1 Forest, Flora and Vegetation 60 4.7.2 Fauna / Wildlife 63 4.7.3 Avifauna 63 4.7.4 Fish Species 64 4.8 Physical Cultural Resources 64 4.8.1 Infrastructure Facilities 64 4.9 Socio-economic Environment 65 4.9.1 Socio-economic Conditions 66 4.9.2 Distance to facilities 66 4.9.3 Economic Activities and Source of Income 66 4.9.4 Population on Right of Way 66

5 Environmental and Social Impacts 70 5.1 Environmental Impacts 70 5.2 Impact Identification 70

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

5.3 Positive Impact 70 5.3.1 Impact During Planning and Design 71 5.3.2 Impact during Construction Phase 71 5.3.3 Impact During Operation Phase 72 5.4 Negative Impact 74 5.4.1 Impact During Planning and Design 77 5.4.2 Impact during Construction Phase 78 5.4.3 Impact During Operation Phase 84 5.5 Impacts Analysis 86

6 Environmental Management Plan, Mitigation and Enhancement Measures 90 6.1 Management Plans 90 6.2 Proposed Mitigation Measures 91 6.3 Specific Issues and Management Plans 97 6.3.1 Restoration of Facilities 102 6.3.2 Design Consideration during detailed Engineering 103 6.3.3 Environmental Management Issues in Tender Documents 103 6.4 Cost of Environmental Management Plan 104 6.5 Environmental Management Plan Implementation 104 6.5.1 Organization and Staffing 105 6.5.2 Environmental Training 107 6.5.3 Monitoring and Reporting Procedures 108 6.5.4 Record Keeping 108 6.5.5 Implementing Schedule 108 6.6 Construction Management Guidelines 109 6.7 Alternatives 111 6.8 Disclosure of Environmental and Social Safeguard Measures 111

7 Public Consultation 112 7.1 Public Consultation and Participation 112 7.1.1 Stakeholder 112 7.2 Public Participation Method and Process 113 7.3 Finding from Public Consultation 114 7.3.1 Focus Group Discussion 116

8 Environmental and Social Monitoring Plan and Costs 117 8.1 Environmental and Social Monitoring 117 8.2 Total Environmental and Social Costs 117

9 Conclusions and Recommendations 121 9.1 Conclusions 121 9.2 Recommendations 123

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

PART II PHYSICAL CULTURAL RESOURCES PLAN 124

1 Physical Cultural Resources 124 1.1 Definitions 124 1.2 Legal and Policy Framework 125 1.3 Physical Cultural Resources 125 1.4 Institutional Frame Work 125 1.4.1 Institutional Implementation Arrangement 126 1.4.2 Timings 126 1.4.3 Role and Responsibility 126 1,4,4 Institutional Responsibility 128 1.5 Construction Phase Mitigation measures 128 1.5.1 Removal and Relocation Procedure for Graves 128 1.5.2 Removal and Relocation Procedure for buildings 128 1.5.3 Physical Cultural Resources Requiring Protection 128 1.6 Chances Find Procedure 129 1.7 Capacity 130 1.8 Budget 130 1.9 Communication and Reporting 130

LIST OF TABLES

1 Relevant World Bank Safeguard Operation Policies 32 2 Comparison between World Bank Policy and Rwanda Laws 34 3 Present and Projected Traffic 41 4 Proposed Design Standards for Rwanda Rural Roads 42 5 Drainage and RCC Abutments 44 6 Road Length by Intervention 44 7 Feeder Roads Improvement Intervention in the District 45 8 Quantity of Construction Material 47 9 Borrow Sites 47 10 Environmental and Social Scoping Matrix 50 11 Land use details of Rwanmagana District 52 12 Water Bodies along Feeder Roads 55 13 Water Quality of Surface Water 56 14 Meteorological Data near Project Site 57 15 Noise Level at Monitoring Sites 59 16 Trees Along Feeder Roads with on ROW 61 17 Girth Wise Details of Trees 62 18 Tree, Shrubs and Herbs along the Feeder Roads 62 19 Physical Cultural Resources 64 20 Infrastructure facilities 65 21 Details of Houses on Road Side 67 22 Impact Matrix for Potential Environmental Impacts 75 23 Land Use Change 77 24 Construction Spoil Disposal 80 25 Vehicles Emission Factor 81

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

26 Emission during Construction 81 27 Fuel Consumption Rates for Construction Machinery 82 28 Noise levels During Construction 83 29 Noise Due to Construction Machinery 84 30 Loss of Bio-mass 84 31 Noise Emitted by Vehicles 85 32 Projected Noise Levels 86 33 Impacts Analysis 87 34 EMP describes Impacts and Mitigation measures 92 35 Capacity of Septic Tanks for Individual Dwelling 98 36 Trees for Plantation 101 37 BOQ and Cost Estimates for Environmental Management plan 105 38 Schedule of Implementation 109 39 List of Authority Consulted 113 40 Summary of Public Consultation 115 41 Environmental and Social Monitoring Program 118 42 Bill of quantities and Cost Estimates 119 43 Physical Cultural Resources 125 44 Role and Responsibility 127 LIST OF FIGURES

1 Location of the District in Rwanda 16 2 Approach and Methodology Flow Chart 19 3 EIA Procedure in Rwanda 30 4 Feeder Roads in the District 43 5 Construction Schedule 48 6 Topographic Features of Project Area 52 7 Geological Map of Project area 54 8 Annual Precipitation in Rwanda 58 9. Rwanda Temperature Distribution 58

LIST OF PHOTOGRAPHS

1 Monuments, Cut Trees, Narrow Roads and Rice Plantation 68 2 Water Tanks Valve Chambers and Road Sections 69 3 Public Consultation 116

ANNEXURE

1 Study Team for the Project 131 2 Discharge Standards for Domestic Waste Water 131 3 Discharge Standards for Industrial Wastewater 132 4 Ambient Air quality Standards 133 5 Ambient Noise Standards 133 6 Tree Shrubs and Herbs and their origin 134 7 PAPs Participated in Public Consultation 13

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

ABBREVIATIONS

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

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

REMA : Rwanda Environmental Management Authority RFP : Request for Proposal RFRDP : Rwanda Feeder Roads Development Project RLDSF : Rwanda Local Government Development Support Fund RHS : Right Hand Side RMF : Road Maintenance Fund RNRA : Rwanda National Resources Authority RTDA : Road Transport Development Agency Sq. mi : Squire Mile STD : Sexually Transmitted Disease ToR : Terms of Reference ROW : Right of way TP : Transport Policy WB : World Bank WHO : World Health Organization

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

FINANCIAL YEAR July 1 to June 30, Next Year

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

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

m Meter km/hour Kilometer per hour ppm Parts per Million ppb Parts per Billion ft Feet

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

0. EXECUTIVE SUMMARY

Rwanda has four provinces (East, West, North and South) and Kigali City. The capital, Kigali, is located near the centre of Rwanda1. The District of Rwamagana is one of the 7 Districts that make the Eastern province. It is made up of 14 sectors which are Karengi, Rubona, Nyakariro Muyumbu, Nzige, Muyumbu Kigabiro, Muwulire, Gahengeri Muhazi, Gishari, Munyiginya, Musha and Fumbwe. These sectors are subdivided into Cells and agglomerates. The District covers a surface area of 682 km2. The district has in its East the district of Kayonza, in West the Gasabo and Kicukiro, in North the district of Gat-Sibo and in South district of Ngoma and Bugesera. The district of Rwamagana is about 60 kms by road from Kigali, the Capital of Rwanda and it can be approached via National Road (NR)-3. The EICV3 survey results show that the total population of Rwamagana district in 2010–11 was 318,000. The population density is 455 person / km2 which is 9% higher than the national average of 416 person / km2. The population is unevenly distributed and most populated sector is Kigerbiro where Rwamagana town is located while least populated is Karenge. The data indicates that the majority of the population is young with 53% aged less than 19 years and 82% under 40 years of age; people age 65 and above are 4%. Females are 54% in the district. The main objective of the assignment is to assist the Ministry of Agriculture and Animal Resources (MINAGRI), Government of Rwanda (GOR) to review and update the Environmental and Social Impact Assessment (ESIA) and corresponding Environmental and Social Management Plan (ESMP) and Physical Cultural Resources Management Plans (PCRMP) prepared by Rwanda Transport Development Agency (RTDA). The specific objectives are to review and update the:  potential positive and negative environmental, social and cultural impacts of the feeder roads rehabilitation projects and propose environmental and social management measures to negate the negative impacts; and  To bring reports in the format and level so that these comply with EIA guidelines, policies and regulation of Government of Rwanda (GOR) and the World Bank (WB) safeguard policies. Approach and Methodology: First of all the Consultant has reviewed the RTDA, ESIA Report. The missing data, analysis and computation were identified. The geology and soils data was adequate while ecology, sociology, air, water and physical cultural resources data was either not available or inadequate. This data was collected, compiled and analysed during field studies. The approach and methodology, is based on the requirements of the TOR and accordingly given full consideration to the objectives, purpose and the scope of the study. Further the consultants have taken into account the requirements of regulations and standards. Participation of stakeholders has also been taken into consideration in formulating the approach and methodology for the study. It is proposed to integrate the existing and proposed environmental and social safeguard

1 Geography of Rwanda, Wikipedia, the free Encyclopaedia

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

measures in the overall planning, design, construction and operation of the proposed infrastructure. The approach is to follow the sequence of steps adopted in an ESIA study. The study is conducted in such a manner and procedure so that it fulfils the requirements of Government of Rwanda, and the World Bank’s environmental and social appraisal procedures. The Consultants apart from following standard environmental and social impact assessment practices and procedures have deployed advanced technologies, techniques and tools to the extent these are applicable and relevant to this project. The changes likely to occur in different components of the environment viz. land, water, air, ecological, noise and socio-economic etc. have been studied, analysed, verified and quantified, wherever possible. The impacts are categorized as negative and positive. The cost of management and monitoring programs were estimated and budgeted for. The Rwanda National Acts, Legislation and Laws were consulted with a view to ensure compliance with various requirements. Finally an analysis is conducted for environmental parameters or impact indicators to summarizing the potential impacts. Legal, Policy and Institutional Framework: The Republic of Rwanda has developed policy and strategies; legal instruments and institutional framework for environmental protection and conservation. The strategies and action plans reflect the national priorities for Environmental Natural Resources (ENR) sector that are online with the Rwanda’s second phase Economic Development and Poverty Reduction Strategy (EDPRS II) as a medium-term framework for achieving the country’s long term development aspirations as embodied in Rwanda Vision 2020 and the Millennium Development Goals (MDG) priorities. The environmental policies are prepared by the Ministry of Natural Resources (MINIRENA), Regulation by Rwanda Environmental Development Authority (REMA) and Environmental Impact Assessment (EIA) is reviewed and cleared by Rwanda Development Board (RDB). Rwanda Natural Resources Authority (RNRA) is an authority that leads the management of promotion of natural resources which is composed of land, water, forests, mines and geology. It is entrusted with supervision, monitoring and to ensure the implementation of issues relating to the promotion and protection of natural resources in programs and activities of all national institutions. Since 2003, most of the sectorial legislations on environment and natural resources have been under review, environmental policies and laws have been repealed and new ones enacted in line with the Constitution of 2003. The Republic of Rwanda has acted number of organic law for the protection and conservation of environment. Some of these relevant to the project are:  Sector Guidelines for Environmental Impact Assessment (EIA) for Road Development Project (August, 2009);  Environmental Impact Assessment: Law no 003/2008 and no 004/2008 August 2008; Cabinet Approval in its Session of 14/11/2007 (Pursuant to Organic Law No 04/2005 of 08/04/2005 especially in Article 67, 68, 69 and 70); The Government of Rwanda has signed international protocols for conservation and protection of environment and natural resources. The article 66 of the Environmental Organic Law specifies to establish, at the Provincial, District, Town, Sector and the Cell levels; Committees responsible for conservation and protection of the environment. The organization, functioning and their responsibilities are determined by Prime Minister’s

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

Order. The executive committee of the District is responsible to initiate the expropriation and District Council implements the expropriation after considering the decision of the Land Commission (Expropriation law, 2007). An EIA process in Rwanda includes 5 steps: (i) project application and registration, (ii) screening, scoping and terms of reference, (iii) EIA study and report, (iv)submission of an EIA report and finally (v) decision making. Screening enables categorisation of projects in any one category out of three according to their Impact Level (IL). As per World Bank environmental assessment category the project falls in Category A or IL 3 as per Government of Rwanda Regulations. Project Details: The Rwanda Transport Development Agency (RTDA) has prepared feasibility report for 202 km feeder roads in the district of Rwamagana District. Based on technical, economical, financial, social and environmental factors, the feeder roads have been assigned the priority. Based on priority, during this study feeder roads of 163 km have been selected for environmental and social impact assessment. The above length is covered in 15 priority section of feeder roads. The main activity associated with the selected Rwamagana feeder roads includes rehabilitation/ maintenance of bridges and drainage work and also rehabilitation of the carriageway pavement standardising the width at 6 or 7 m. The project is planned to be completed in about 24 months including the detailed design, tendering and construction phases. The requirement of construction material have been identified, along with the quarry/ mining and borrow area sites. The cost of the interventions to improve the feeder roads has been reproduced from the feasibility report. The total cost to improve about 203 kms of feeder roads in the Rwamagana District amount to USD 14.054 million, the average cost per km is USD 69,325. Environmental and Social Baseline Data: The baseline has been developed for the environment namely the Land Environment (land use, geology and soils); Water Environment (precipitation, hydrology and drainage); Air Environment (meteorology and air quality); Noise Environment (noise levels); Ecological Environment (flora and fauna); Socio-Economic Environment (demography, livelihood, land holding, income, socio- economic physical cultural resources etc.). Land use and land covers patterns are important in environmental impact assessment study from the point of view that land use describes the present use such as agriculture, settlement, etc. and land cover, describes the material on it such as forest, vegetation, rocks or building etc. The average size of people in the household is 4.7 and average holding is 0.70 ha/household. Hence the land under agriculture is 47,362 ha. Almost all road traverses the mountainous area and hence the district relief is described as mountainous. The rivers located in Rwamagana District discharge their water into Nyabarongo river and belong to the Blue Nile River Basin. According to the Geological Map of Rwanda, the regional geology consists of Pelitic rocks and Quartz-Phyllites, Granites to Granite-Gneisses, Quarzite and Mica-Schists as well as Meta-Volcanics. Metamorphic rocks form the major part of the rock mass and some magmatic rocks are also present. The soils encounter at different feeder roads at an average depth of 1.20 m vary from road to road. Generally the soils identified along the feeder roads are Alluvial Clay to Silt Clay Soil; Red Silt; Black Clay; Black Hard Silt;

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

Gravel Red Silt; Gravel Red Laterite, Natural Chocolate Laterite and Sandy Silt Soil. The slopes in the districts are over 25% which indicates the risk of high erosion. The water resources in Rwamagana have a dense hydro-graphic network. The water resources are mainly influenced by rainfall and evaporation. The catchment/ watershedof this river is mainly hilly. The mean annual rainfall of the Rwamagana District is about 950-1000 mm. The annual mean temperature varies eastward from 19°C to 21°C. In Rwanda a total annual renewable water resource is 6.3 km3/ year and per capita annual renewable water resources is 815 m3/ person/year. The proposed feeder roads will be passing through or by side of number of water bodies. The water quality has indicated high concentration of Magnesium and Turbidity and needs treatment before human consumption. The air quality of the district along the feeder roads may be within permissible limit. Noise Quality has been monitored along the proposed feeder roads at identified places during the day. The maximum noise values are 45-68 dB(A) respectively in rural and urban areas during the day. The noise levels are within the permissible limits. The project area has not indicated presence of any flora and fauna of national or international importance. There is no conservation area or protection area in the district. The common tree species observed on the road are of Eucalyptus sp, Pinus sp, Grevillea robusta; Fiucus sp, Mengifera indica (Mango), Parsia americana (Avacoda), Jacaranda mimosifolia, etc. Concerning the households economic condition and making reference to poverty and extreme poverty lines, set out at 118,000 and 83,000 RWF. About 70% of the population in the district is identified as non-poor, 18% as poor (excluding extreme-poor) and 12% as extreme-poor. Rwamagana district comes first for proportion of non-poor. Rwamagana district is among the five districts of the country within 25-40% identified a poor. The district income is driven by agriculture income (42%), followed by wages (22%), business (21%) and rents (10%). Referring to the mean walking distance to primary school by district, Rwamagana is classified within an interval of 21.6 to 28 minutes, 59 minutes to a health centre. The overall employment rate is 84% of the resident population aged 16 years and above in the district; the unemployment rate is 0.9% and the economic inactivity rate is 15%. About 15 houses are likely to be effected due to rehabilitation of feeder roads. Environmental and Social Impacts: The project activities such as levelling, cutting, clearing of vegetation, felling the trees along the road, construction of culverts & bridges on rivers, setting up of labour camps, installation of construction machinery and other related operations are bound to cause environmental impacts (positive/negative). The identification of potential impacts is based on field inspection of existing road with due consideration of direct, indirect, cumulative, positive or negative and secondary impacts on environmental attributes. The impacts are presented for both positive and negative in nature for different phases of project cycle in the following sections. The positive impacts include employment opportunity, skill transfer, training, enhanced economy in rural areas, increase in social and industrial activity, improved transport system, saving in travel time, reduction in accidents better drainage system, reduction in fuel consumption and green house gases. Negative impacts include loss of land, loss of houses, loss of agriculture, loss of bio mass and trees; increase in erosion rates/ loss, decrease in soil fertility, soil pollution,

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

disruption of natural drainage, water pollution due to construction in water front structures, construction spoil disposal and waste disposal; increase in water demands, risk to health due to waste disposal and outside labour; increase in noise and air pollution in the vicinity of construction sites. The spill of oil, grease and other chemical/ material on road may pollute the soil and surface and ground water. Such spills shall be closely monitored. Finally impact analysis has been conducted for positive and negative impacts. The impacts have been categorized and analyzed in the following manner:  Nature (positive/negative, direct/indirect);  Magnitude (high, moderate, low);  Extent/location (area/volume covered, distribution);  Timing (during construction or operation, immediate; or delayed);  Duration (short term/long term, intermittent/continuous);  Reversibility/irreversibility;  Likelihood (probability, uncertainty); and  Significance (local, regional, global) Environmental and Social Management Plan (ESMP): The most reliable way to ensure that the plan will be integrated into the overall project planning and implementation is to establish the plan as a component of the project. This will ensure that it receives funding and supervision along with the other investment components. The ESMP was integrated into the project by making provision for investment links for: i) Funding, ii) Management and iii) Training and Monitoring. The purpose of the first link is to ensure that proposed actions are adequately financed. The second link helps in embedding training, technical assistance, staffing and other institutional strengthening items in the mitigation measures to implement the overall management plan. The third link provides a critical path for implementation and enables sponsors and the funding agency to evaluate the success of mitigation measures as part of project supervision, and as a means to improve future projects. For every issue discussed for above measures, the implementing agency as well as staffing, equipment, phasing and budgeting have been presented as far as possible. All required funds will be channelled through the executing agency. The mitigation measures are set forth to maximise positive impacts and minimise negative impacts as a result of the proposed feeder roads. The ESMPincorporating mitigation measures have been proposed for all identified impacts. The management plan includes the Bill of Quantities and cost estimates Public Consultation: As part of the project consultations, efforts were made to consult with the public as well as a number of local authorities, to determine their thoughts, opinions and feedback on the impact of the rehabilitation of feeder roads in Rwamagana District. Different stakeholders were consulted to give them the opportunity to express their views and concerns. The stakeholders were also provided with relevant and sufficient information on the project prior to its start - up. The main groups of stakeholders met are: Project Affected Persons (PAP); Local authorities; Community People and Road Users; and Churches and cooperative leaders. Most of the PAPs were happy to know that road will be improved. However they were also keen to know the mode of compensation, employment in the project, how long the process will take. The stakeholders also mentioned the problem of dust and noise pollution during harvesting season when more vehicles are plying on these roads. The consultants also carried out

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

a focussed group discussion (FGD) on August 30-31, 2013. About 100 people participated in public consultation and 8 people (5 women and 3 men) in FDG. Environmental and Social Monitoring: Environmental and social monitoring programme has been prepared for the ESMP of the development project. This plan will help in signalling the potential problems resulting from the proposed project and will allow for prompt implementation of effective corrective measures. The environmental monitoring will be required during construction and operational phases. The following parameters shall be monitored: Water Quality, Air Quality, Noise levels, Soil conservation, and Reforestation. A matrix has been developed for monitoring of impacts to facilitate the monitoring frame work which includes the following:  Parameters to be monitored,  Indicators,  Method used for verification,  Frequency of monitoring,  Responsibility, and  Costs involved. The bills of quantities (BOQ) have been prepared for the ESMP along with costs involved. Based on BOQ the cost ofthe ESMP, and physical cultural resources management plan along with monitoring plans has been estimates as RWF 308,136,840 which is 4.3 % of project cost as detailed below: i. ESMP for environmental Mitigation Measures (RWF): 202,668,840 ii. Environmental and social Monitoring : 105,468,000

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

PART – I

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

1 INTRODUCTION

1.1 BACKGROUND OF THE PROJECT

Rwanda, the world's 149th largest country, has an area of 26,338 square kilometres (10,169 sq mi). Rwanda has four provinces (East, West, North and South) and Kigali city. The District of Rwamagana is one of the seven Districts that make the Eastern Province. The District has 14 Sectors, which are Karengi, Rubona, Nyakariro Muyumbu, Nzige, Muyumbu Kigabiro, Muwulire, Gahengeri Muhazi, Gishari, Munyiginya, Musha and Fumbwe. The Rwamagana District is about 60 kms from the Capital Kigali and it can be approached via National Road (NR)-3. The capital, Kigali, is located near the centre of Rwanda2. The centre of the country is predominantly rolling hills, while the eastern border region consists of savannas, plains and swamps3. Figure 1 indicates the location of Rwamagana District in Rwanda. The District covers an area of 682 km2 and has a population of 318,000 people. The population density accounting for 455person/km2 is slightly higher than the National average (416 person / km2) and approximately the double of the Eastern Province average. The population is unevenly distributed over the district area, the most populated sector is Kigerbiro where Rwamagana town is located while the least populated is Karenge in the South-Western part of the District. The data indicates that the majority of the population is young 53% aged 19 years or younger. People aged 65 years and above makes 4 %. The 82 % of the population is under 40 years of age. The females outnumber males in Rwamagana District with 109 females per 100 males, which is below the national average of 111 females per 100 males. Rwanda has a road network of 14,000 km out of which 4,700 km is classified4 and spread over 27,000 square km of the national territory. Sixty (60) percent of classified road network is designated as national roads consisting of about 1,100 km of paved roads and 1,800 km of gravel roads while remaining 40 percent of the classified network is designated as district roads. Out of the 14,000 km of the overall road network about 66 percent (9,300 km) are unclassified roads which are predominantly earth roads and considered as communal roads. According to a road condition survey carried out in 2010, about 23 % of the district roads are in good conditions while 44% and 32 % are in fair and poor condition respectively. The unclassified roads are not surveyed, but generally in poor state and impassable during the rainy season. The district and unclassified roads that mainly constitute the feeder roads are in dismal state and are major constraints for the mobility of man and material in rural Rwanda. Rwamagana District roads are made of non-asphalt only. These roads link all sectors of the District and also some neighbouring Districts. Most of these roads have been damaged because there is no drainage system

2 Geography of Rwanda, Wikipedia, the free Encyclopaedia 3 Munyakazi, Augustine; Ntagaramba, Johnson Funga (2005). Atlas of Rwanda (in French). Oxford: Macmillan Education. p. 18. ISBN 0-333-95451 3World Wide Fund for Nature (WWF) (2001). "Terrestrial Ecoregions: Albertine Rift montane forests (AT0101)" Location and General Description. 4 The country’s road reclassification was carried out in 2005 by the Ministry of Infrastructure, Government of Rwanda.

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

in place. For this reason, one of the priorities of Rwamagana District is to rehabilitate all roads that link all sectors of the District and the main road which link Rwamagana District with Kigali and other neighbouring Districts.

In order to solve the problems of bad conditions of roads, make these motor able and for fast mobility of man and materials the Rwanda Transport Development Agency (RTDA) has prepared the feasibility report including the environmental and social impact assessment and resettlement action plan for selected feeder roads in four Districts of Rwanda including Rwamagana District. As per appraisal requirements fo the Government of Rwanda and the World Bank it was decided to “Review and Update of the Environmental and Social Impacts Assessment and Resettlement Action Plan for Selected Feeder Roads in the District of Rwamagana”.

Figure 1: Feeder Road Project District in Rwanda

1.2 OBJECTIVE The main objective of the assignment is to assist the Ministry of Agriculture and Animal Resources (MINAGRI), Government of Rwanda (GOR) to review and update the Environmental and Social Impact Assessment (ESIA) and corresponding Environmental and Social Management Plan (ESMP) and Physical Cultural Resources Management Plans (PCRMP) prepared by Rwanda Transport Development Agency (RTDA).

The purpose of the ESIA and ESMP review and update is:

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

 To advise government how project designs can avoid or mitigate negative impacts and enhance environmental and social benefits; and  To bring reports in the format and level so that these comply with EIA guidelines, policies and regulation of Government of Rwanda (GOR) the World Bank (WB) safeguard policies

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

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

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

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

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

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

Scoping / Identification of Field visit Gap/ Parameters

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

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

Compile Environmental and Social Field Studies Baseline Data

Public Consultation Analysis and Screening of

Environmental and Social Impacts

Review and Update of Impacts

Potential Environmental and Social  Impact Assessment No impact    Preparation of Environmental and Social  Management Plan 

 Viability of Management Environmental Monitoring Programs,

Conclusion and Recommendations Figure 2: Approach and Methodology Flow Chart for Review and Up-date of ESIA, ESMP, and PCRMP

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

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

1.4.2 Environmental and Social Impact Assessment The objective of the study is to assess the impacts as a result of construction of the feeder roads. The changes likely to occur due to the project in different components of the environment were missing. These were predicted using suitable tools and techniques. The core area of study is right of way (ROW) which is 9-12 m for major features. Based on project particulars and the existing environmental conditions, potential impacts were identified that are expected to be affected as a result of the proposed project and wherever possible, these are quantified. Both positive and negative impacts are evaluated to have an idea about resultant impacts. These impacts were assessed for various phases of project cycle namely, location, design, construction and operation. The standard methodology was adopted for impact prediction and assessment. Prediction is essentially a process to forecast the future environmental conditions in the project area that might be expected to occur. The predictions of impacts were through mathematical modeling, overlays/ super imposition of activity, or comparison of impacts observed. The environmental impact of the project includes changes in land use, soil, erosion, air quality and noise levels, cutting of trees and impact on wildlife, loss of property houses etc.. More details on environmental and social impact assessment are available in Chapter 5.

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

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

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

1.4.4 Environmental and Social Management Plan The project will provide higher living standard, better quality of life and facilitate during emergency. The management plans are essential to ensure that stress/ loads on the systems are within carrying capacity. The management plan aims at maintaining the environmental quality of project area at-least in pre-project stage. An environmental management strategy/ plans were developed to mitigate the adverse impacts. Efforts are made to enhance the quality of environmental attributes. The RTDA study has prepared the mitigation estimates based on thumb rule while these were updated by involving the actual bill of quantities to prepare a more realistic mitigation budget.

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

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

1.6 FORMAT OF THE REPORT This report has been prepared taking into consideration the ESIA mechanisms, procedures and contents spelt out in “Guidelines and Procedures for Environmental Impact Assessment” (2006) and “Sector Guidelines for Environmental Impact Assessment (EIA) for Road Development Project” in Rwanda (2009) prepared by the Rwanda Environmental Management Authority5. The main findings are reported in

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

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

conclusions and recommendations chapter for discloser locally and the World Bank Info Shop. The report has two parts as:  Part I is on Environmental and Social Impact Assessment (ESIA) and Environmental and Social Management Plan (ESMP); and  Part II is on Physical Cultural Resources Management Plan (PCRMP). The report has an executive summary as Chapter 0. The main chapters in Part I are: Chapter 1 provides a general introduction to the project along with the project background, objectives and scope of the study and an outline on the approach and methodology adopted for the study. Chapter 2 is a concise document on the policy and strategies; legal instruments, institutional arrangement and international framework under which the project will be developed. Chapter 3 is on the Project Description which highlights the need for the development. The project Construction Schedules material requirements and cost of project are also summarized. The Chapter 4 is on the baseline environmental and social conditions in pre-construction phase in sufficient detail to enable an adequate assessment of the potential environmental and social impacts; Chapter 5 describes the environmental and social impacts that could occur as a result of the proposed project, as well as with increased road traffic during different phases of project cycle. Chapter 6 is describing appropriate environmental and social management plans while Chapter 7 is on public consultation. The cost of environmental management and monitoring program is also presented in the Chapter 8. The conclusions and recommendations are presented in Chapter 9.

Part II is on Physical Cultural Resources Management Plan which includes the impact and how to manage these impacts. The literature, books, reports and maps referred are presented as footer note in the main body of the report. At the end, the report has annexure which are reported in the main body of the report.

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

2. POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

2.1 NATIONAL RELEVANT POLICIES AND STRATEGY6 This chapter describes the relevant policies and strategies, legal instruments, institutional arrangement and international framework applicable to rehabilitation and /or construction of feeder road in different districts of Rwanda. It summarizes the National Laws and describes the procedure for obtaining environmental permits to allow project implementation. The awareness of environmental and social issues started as early as in 1920. Thereafter were created respectively Albert Park (1925), the National Forest of Nyungwe as a reserved forest (1933) and Akagera National Park (1935). The environmental friendly initiatives were also supported by vast campaigns for soil conservation from 1947. In 1977 action program of environmental nature were launched such as: human settlement (1977), stockbreeding (1978), soil protection and conservation (1980), water supply in rural areas (1981), erosion control (1982) and reforestation (1983). The national environment strategy was prepared in 1988-1989, and the strategy was adopted by Cabinet in May 1991. The aims of this strategy are as follows:  to enable the country to strike a dynamic balance between population and resources while complying with the balance of ecosystems;  to contribute to sustainable and harmonious socio-economic development such that, both in rural and urban areas, men and women may realize their development and well-being in a sound and enjoyable environment; and  to protect, conserve and develop natural environment.

2.1.1 National Environmental Policy The National Policy of Environment was adopted by the Cabinet in November 2003. This policy presents broad categories of development issues that require a sustainable approach. The overall objective is to ensure judicious utilization of natural resources and the protection and management of eco-system for sustainable development. The policy anticipates improved management of environment both at central and local level in accordance with the country’s current policy of decentralization. The environmental considerations are taken into account in all development policies, programmes and projects with participation of public before implementation. The policy sets out also institutional and legal reforms with a view to providing the country with a coherent and harmonious framework for coordination of sectoral and cross-cutting policies. The National Environment Policy contains policy statements and strategic options with regard to population and land-use management, management and utilization of natural resources and other socio-economic sectors, as well as the necessary arrangements for the implementation of the policy. It provides a framework for the reconciliation of the three pillars of sustainable development, namely environment, social and economic issues. It is thus in line with the policy for poverty reduction while ensuring the quality of life and environment. With regard to the protection and management of natural resources and environment, the aim of the Government of the Republic of Rwanda is to see, by 2020, the percentage of households involved directly in primary agriculture reduced from 90%

6 National Environmental Policy (November 2003)

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

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

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

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

2.1.4 Transport Policy The transport policy (TP) was approved in December 2008. This policy takes into account the action plan of the Sub-Saharan Africa Transport Policy and cross-cutting issues such as HIV/AIDS, gender mainstreaming, socio-economic and environment. The main objective is to reduce down constraints of transport in order to promote sustainable economic growth and contribute to poverty reduction. The policy also advocates the reduction in transport costs, develop transport infrastructure, increase mobility and supplying of services and allow the entire population to improve their standard of living. The transport infrastructure sector must be effective to facilitate the other socio-economic sectors and thus stimulate the growth for achievement of the objectives of EDPRS and Vision 20207.

7 The transport policy is inspired by planning tools such as EDPRS-II, National Investment Strategy, and the medium term expenditure framework. The policy enables the establishment of viable transport sector for economic development in Rwanda. It is also addressing the present and future shortcomings. The vision 2020 advocates the internal trade and mobility with access to market through road network particularly in rural area. The transport policy also matches with the millennium development goals of economic growth and reduction in poverty.

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

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

2.1.6 Public Transport Policy on Environmental Sustainability8 The principles on ensuring environmental sustainability of transport in Rwanda are as hereunder:  Promote the use of intermediate means of transport and the most efficient vehicles in terms of environmental standards;  Establish regulations and tariffs against pollution emissions from vehicles;  Establish measures focusing on the reduction of the environmental impact of transport development projects;  Keep the population informed and ensuring their participation in environmental management in the transport sector;  Complying with all relevant environmental legislation and approved codes of practice;  Seeking to keep wastage to a minimum and maximise the efficient use of materials and resources in the construction and maintenance of transport infrastructures;  Developing transport sub-sector management processes to ensure that environmental factors are considered during planning and implementation; and  Regularly communicating environmental performance to transport sector managers, professionals, public and private sector employees and other significant stakeholders.

2.1.7 National Development Strategy9 The Vision 2020 document has developed National Development Strategy in year 2000 wherein it is realized that Rwanda shall have a reliable and safe transport network of feeder roads. Hence feeder roads will continue to be extended and improved. Land use management, urban and transport Infrastructure development are considered as important pillar among 6 pillars of vision 2020 and protection of environment and sustainable natural resource management is one of the crosscutting areas of the vision. The other important planning tools are: the Economic Development and Second Poverty Reduction Strategy (EDPRS II), the National Investment Strategy, Millennium Development Goals (MDGs) and the Medium Term Expenditure Framework. The vision document advocates to the development of economic infrastructure of the country and

8 Public Transport Policy and Strategy for Rwanda, Ministry of Infrastructure, Republic of Rwanda, Kigali, October 2012 9 Rwanda Vision 2020; Republic Of Rwanda; Ministry Of Finance and Economic Planning (2000)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Figure 3: EIA Procedure in Rwanda10

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

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

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

2.3.3 Rwanda Environmental Standards The Rwanda Bureau of Standards (RBS), Government of Rwanda has developed standards from time to time for water and air quality for discharge in the ambient air. The relevant standards are discussed in subsequent sections. a) Waste Water Quality Standards: Rwanda Bureau of Standards (RBS) has developed waste water quality standards for tolerance limit for discharge of domestic waste water and permissible limit for industrial discharge of waste water standards RS 462:200911 and RS 461:200912 respectively. The limits are documented in Annexure 2 and Annexure 3. These limits shall not exceed during periodic measurement under normal conditions. b) Ambient Air Quality Standards: Rwanda Bureau of Standards (RBS) has developed ambient air quality standards for Particulate Matter, Sulfur dioxide, Nitrogen Oxides and Carbon Mono-oxides for industrial residential and controlled areas13. The ambient air quality limits for above pollutants are presented in Annexure 4. These limits shall not exceed during periodic measurement under normal conditions as specified in the standards. c) Environmental Standard for Noise: The noise from the vehicles on the road is due to road wheel interaction, engine operation and other mechanical operations. Noise has effect on human health, may create headache and loss to hearing. The international standards14 for noise are summarized in Annexure 5.

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

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

11 Rwanda Bureau of Standards (RBS) Tolerance Limit for Industrial Discharge Wastewater (RS 462:2009) 12 Rwanda Bureau of Standards (RBS) Permissible limit for Industrial Discharge of Waste Water (RS 461:2009) 13 Rwanda Bureau of Standards (RBS) Ambient Air Quality Standards (2009) 14 World Health Organization (Noise Standards)

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

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

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

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

The project triggers the following safeguard policies:

i) Environmental Assessment – Operational Policies (OP) and Bank Procedures (BP) (OP/BP 4.01) require environmental assessment of projects proposed that are deemed to have potential adverse impacts upon the environment to help ensure that they are environmentally sound and sustainable. Environmental Assessment is one of the 10 environmental, social, and legal Safeguard Policies of the World Bank. World Bank Environment and Social Safeguard Policy aims at improving decision making, to ensure that project options under consideration are sound and sustainable, and that potentially affected people have been properly consulted. Operational Policy 4.01 further requires that the ESIA/ESMP report must be disclosed as a separate and standalone document by the GoR and the World Bank as a condition for Bank appraisal of this project. Potential adverse environmental and social impacts include: noise, dust, soil and water erosion, and health and safety. Mitigation measures to address these impacts have been recommended in the ESMP as part of this ESIA.

ii) Natural Habitats (OP/BP 4.04) - This policy aims at the conservation of natural habitats, like other measures that protect and enhance the environment. Natural Habitats are land and water areas where the ecosystems’ biological communities are formed largely by native plant and animal species, and human activity has not essentially modified the areas primary ecological functions. The policy is essential for long term sustainable development. The Bank therefore supports the protection, maintenance, and rehabilitation of

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

natural habitats. Though the project area lacks any natural habitat as the area has been cultivated before, the planned roads may be traversed along the forest and marshlands; the Natural Habitats policy is triggered. These lands may have ecological value, and provide shelters to populations of birds, insects, and aquatic animal species and to flora. The ESMP includes mitigation measures to address the potential impacts.

iii) Physical Cultural Resources (OP/BP 4.11) - The Bank operational policy on safeguarding cultural properties aims at protecting cultural assets and knowledge of communities in bank financed project areas. Safeguarding cultural property policy requires the determination of what is known about the cultural aspects of the proposed project site. The policy calls for consultation involving all parties including scientific institutions and NGOs as part of this process. The policy defines cultural property as sites having archaeological, paleontological, historical, religious and unique natural value. These sites, when stumbled upon, require that the authorities are informed and the site is demarcated and protected. Physical, Cultural heritage resources may get affected due to road works; located in the influence area. Graves could be located in the right of way. The ESIA has addressed impacts on physical cultural resources. Physical Cultural Resources (PCR) such as graves within the project site may be affected during the project implementation. Management of PCR including guidance on “chance finds” has been provided as part of the ESIA.

iv) Involuntary Resettlement (OP/BP 4.12) - This policy covers direct economic and social impacts that both result from Bank-assisted investment projects, and are caused by; involuntary taking of land resulting in relocation or loss of shelter; loss of assets or access to assets, or loss of income sources or means of livelihood, whether or not the affected persons must move to another location. The objective of this policy is to avoid where feasible, or minimize the resettlement, exploring all viable alternative project designs. The proposed project settings may induce land acquisition. A resettlement plan has been prepared as a separate document to mitigate against effects of displacement. The project setting may induce land acquisition. A Resettlement Policy Framework (RPF) for the overall project has been prepared, consulted upon, and will be disclosed prior appraisal.

In the case of conflict between World Bank Policies and National regulations, the World legal framework will prevail.

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

3. PROJECT DESCRIPTION

3.1 PROJECT LOCATION The Rwamagana District is situated in the Eastern Province of the country. The district has in its east the district of Kayonza; in west the districts of Gasabo and Kicukiro; in north the district of Gatsibo and in south districts of Ngoma and Bugesera. The distance between Kigali and Rwamagana is about 60 Km on National Road 3. It is approachable by road in an hour. The population of district is 318,000 people and spread over an area of 681.8 km2. It has a population density of 455 person/km2 (country density is 435 person/km2) and rank 18th among the districts15.

The roads in Rwamagana are mostly in hilly terrain. The hills are densely populated with scattered settlements often located on the small holdings of individual households. However, the government has launched an initiative, which encourages the scattered settlers to live in small townships established at selected central locations for a population living in a defined rural neighbourhood. The hills are covered with farms and small grazing lands, with no or limited vegetation. The marshlands are often in between hills. The farms usually are on the foot of the hills adjacent to the marshland. The roads crossing marshlands may have to be raised and the side slopes may have to be flatter and involve widening, but this will not require relocating large population. The impact on fauna and flora is expected to be limited as the roads follow existing routes, and road sides are cultivated or already cleared. Roads in the hilly terrain require construction of culverts, often small in size, following the existing natural water course. Side drains may require stone pitching and check dams to control erosion. The soil along the roads is mostly soft that could be excavated by labor, which helps in limiting damages to the environment, as labor construction involves gentle cutting and minimal spill overs, when a road section has to be widened.

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

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

15 Population and Housing Census 2012, National Institute of Statistics of Rwanda.

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

3.3 PROJECT DETAILS The project details are reproduced from the feasibility study. The project components include rehabilitation of right of way, culverts, bridges and cross drainage works. The affected areas of feeder road rehabilitation are limited to RoW, plus the widening areas, borrow and quarry areas. The existing Right of Way (RoW) will be followed with 2-3 m widening. Due to slopes settlements are placed along side of the road. Cultivation and plantations are extended closer to feeder roads. The plantation crops are mainly Banana, Maize, Beans and Rice are the main crops of the District. The land slopes less than 350 are cultivated leaving very little room for native flora species. These feeder roads are discussed in subsequent sections.

3.3.1 Brief Description on Feeder Roads The Rwanda Transport Development Agency (RTDA) has prepared feasibility report for 202.73 km feeder roads in the district of Rwamagana. Based on technical, economical, financial, social and environmental factors, the feeder roads have been assigned the priority. Based on priority, during this study feeder roads of 163 km have been selected for environmental and social studies. The above length is covered in 15 priority section of feeder toads. A brief description of these roads is presented below the initial number communicates priority road number along with road no identification number road: 1. Karenge – Rugende (Road No. 14) This road traverses three sectors, Muyumbu, Nyakariro and Karenge. The road starts at Rugende at the junction with the national road Kigali Rwamagana and running south-eastward ends at Karenge market. This section has been rehabilitated recently and its condition is in general good, some short stretches are in bad condition due to traffic and insufficient maintenance. Horizontal and vertical alignment is acceptable. 2. Bihembe – Isumu (Road No. 20): This road is 9 kms long. The road starts in Bihembe at the junction with the Karoeng – Rugende road, after having reached Munini, a Sector Administrative Centre, ends in Isumo at the junction with the road Juru – Rugende 2. 3. Cyaruhogo-Sovu-Nawe-Bicumbi (Road No. 8): This road traverses three sectors, Nzige, Mwilire and Rubona. The road is a track with no signs of maintenance or rehabilitation. The geometry and vertical profile is very poor; furthermore several parts of the track show a widespread vegetation encroachment. The road starts nearby Cyaruhogo-Rubona Road crossing the swampy area where water streams are crossed by some wooden makeshift bridge, it ends at the market of Bicumbi. This section is a path with an average width of 3.5-4.0 m, the horizontal alignment and profile longitudinal alignment are very poor. 4. Muhazi-Gishari-Munyinya (Road No. 11): This road connects two sectors, Muhazi and Gishari. The road starts at Muhazi at the junction with the national road Kigali Rwamagana, it crosses the Karuzinzi marsh until the local Police station of Gishari, running westward after crossing the second marsh area close to Gishari, ends at Munyinya. The road condition is very bad, the alignment follows the rolling terrain that becomes flat in the two traversed marshlands. The roadway has an average width of 3.5 meters.

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

5. Rugende2-Juru (Road No. 3): The road traverses the Muyumbu and Nyakariro sectors, its starting point is located on the bridge that separate the districts Rwamagana and Kicukiro. The Road is classified as Inter-District because it connects three Districts: Kicukiro, Rwamagana and Bugesera. It ends near the metal truss bridge crossing the river Nyabarongo. The horizontal profile in general is winding and vertical profile follow the natural ground namely along the river lowland. Typical Cross Section is Sloping Cut with average carriageway width at 5.5 m. 6. Gahengeri-Nzige: (Road No. 10): This road traverses two sectors, Gahengeri and Nzige. The road starts at the junction with the national road Kigali- Rwamagana, reaches the roundabout of Runyinyia and thereafter runs southward up to Nzige. The vertical and horizontal alignments do not need much correction and carriageway width is uniform of approximately 7 meters. Hydraulic structures are made up of concrete /masonry, only one water stream is overarched by a wood log small bridge. 7. Rwarugaju (Gahengeri)-Rwimbogo (Road No. 12): The road traverses the Muhilire sector only. The road condition is very bad, with extended erosion of the roadway and vegetation encroachment. 8. Rubona Centre – Cyaruhogo (Road No. 7): This road traverses the Rubona sector only. The road starting point is located on the Rwamagana-Ngoma district road presently under rehabilitation. The road crosses a swampy area and reaches the Rubona market were intersects the main district road leading to the Kigali-Rwamagana asphalted Road. The horizontal alignment is fair, the vertical alignment follows the natural ground and the average width of the existing road is 4-5 m. 9. Nyarugali – Nkomangwa Centre (Road No. 19): This road traverses the Munyiginya sector only. The road starts at Nkomangwa and runs southward up to Nyarugali at the junction with Karangara-Ngati feeder road. It extends on flat ground with a bending horizontal alignment gently undulating. The pavement is in bad condition. 10. Kadasumbwa-Fumbwe-Gasabo (Road No. 2): The road traverses the Musha and Fumbwe sectors. The road has been used during the construction of the main asphalt road to accommodate deviated traffic, as witnessed by the remnant of surface treatment. Kadasumbwa Fumbwe-Gasabo’s Road connects the Rwamagana with Gasabo district. It starts at the Buranga center near on the asphalt road Kigali-Rwamagana direction Gatsibo District. The horizontal alignment is fair but in some point the road is occupied by the big trees. The average width of the existing road is 4.5 m and the vertical alignment follows the natural ground and in some section steep gradients are above 10%. 11. Rwamagana-Munyaga (Road No. 1): Rwamagana – Munyaga’s Road traverses the eastern port of Kigabiro sector and the northern part of Munyaga sector. The starting point is the center of Rwamagana’s town, and the ending point is next the big rice irrigation scheme. It leads to the main inter district Road (Rwamagana-Ngoma 28 km) which is under construction. The horizontal alignment is fair, only in two points (chainages 2.6 and 11.2 km) present hairpin

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

curves with radius below 50 m. The vertical alignment follow the natural ground and in some sections steep gradients are above 10%.The average width of the existing road is 4.5 m in some section as densely populated areas and close work of water supply along the route the width reduces to below 3.5 meters. Number of valve chambers either very close or on right of way. 12. Muhazi-Nyarubuye-Nyagasambu (Road No. 4): The road traverses the Fumbwe sector only; it starts about 100 meters from lake Muhazi and crosses the Kadasumbwa Gasabo to Nyarubuye Road. At the end the road leads to the asphalted Road Kigali-Rwamagana at the Nyagasambu market. The average section width is 3.5m, the horizontal and vertical alignments are very poor, stretches with steep gradients and hairpin curves are very frequent. 13. Karangara – Gati (Road No. 5): The road traverses the Gishari Sector only. The road starts near the shore of Muhazi Lake, it reaches the health center and the market of Ruhunda and ends at Ngati at the junction with the asphalted Road Kigali – Rwamagana. The most of the alignment runs along the ridge, some water streams cross the road, at these points simple concrete-masonry structures have been constructed, in some cases wood log bridges overarch small water streams. Long stretches of the road are encroached by vegetation reducing the carriageway in some points at 2 meters width. The horizontal and vertical alignments are very poor. 14. Nzige-Nyamatete-Karenge (Road No. 13): This road traverses two sectors, Nzige and Karenge. The starting point of the road is located in Nzige Center and ending point is located at Karenge market. The average road width is 2.5 m. with bendy horizontal alignment in three points curves have radii inferior to 30 meters. Steep gradients characterizing the vertical alignment in some cases the gradients are above 10%. 15. Runyinya-Nyagasambu (Road No. 9): This road traverses the Gahengeri district only. The Road is a track with some sign of labor work rehabilitation. The horizontal profile in general is fair and vertical profile follow the natural ground with some steep gradients above 10%. The road starts at a small roundabout near Gahengeri and ends at the center of Nyagasambu.

3.3.2 Present and Projected Traffic The present and projected traffic in the district is estimated in the feasibility study of the project. These projections are mostly linked to the demographic growth and the improvement of socioeconomic conditions during the last 10 years. The same growth pattern has been taken for the projection of traffic during next 10 years (2022). The Table 3 presents the current and projected traffic.

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

Table-3 : Present and Projected Traffic on Feeder Roads in Rwamagana District

Priority Road Road Sector Motorized Traffic NMT Motorized Traffic NMT No No (Numbers/day) (2012) (2012) (Numbers/day) (2022) (2022) Heavy Light Motor Bi-cycle Heavy Light Motor Bi-cycle Vehicle Vehicle cycle Vehicle Vehicle cycle > 3.5 Tons < 3.5 Tons > 3.5 Ton < 3.5 Tons 1 14 Karenge- Rugende 21 26 40 120 39 46 20 120 2 20 Bihembe – Isumu - 5 20 35 24 8 40 40 3 8 Cyaruhogo-Sovu-Nawe- - 4 22 30 40 12 35 90 Bicumbi 4 11 Muhazi-Gishari-Munyinya - 4 10 20 16 7 28 30 5 3 Rugende2-Juru - 21 50 80 15 9 35 70 6 10 Gahengeri-Nzige - 15 30 20 34 6 32 90 7 12 Rwarugaju-Rwimbogo - 2 22 30 16 8 25 60 8 7 Cyahurogo-Rubona 2 42 40 50 30 8 30 60 9 19 Nyarugali-Centre - 3 22 30 13 7 35 40 Nkomangwa 10 2 Kadasumbwa-Fumbwe- - 6 50 40 13 4 35 40 Gasabo 11 1 Rwamagana-Munyaga - 5 20 30 25 5 30 40 12 4 Muhazi-Nyarubuye- - 2 15 20 11 5 30 40 Nyagasambu 13 5 Karangara – Gati - 5 15 25 18 9 35 35 14 13 Nzige-Nyametete- - 5 20 100 18 7 25 80 Karenge 15 9 Runyinya-Nyagasambu - - 10 8 18 6 35 40

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

3.3.3 Feeder Road Design Standards Generally the study of rehabilitation intends to improve the condition of the district network that can:  Ensure an average commercial speed of 40 kmh,  Reduce routine and periodic maintenance cost, and  Reduce vehicle operating costs and contribute to economic growth. The existing horizontal alignments have been maintained and few corrections made near the existing bridges or when the road cross some villages. Minor realignments are however inevitable on the existing horizontal alignment at isolated sections where the radius fall short of the design requirements. The vertical alignment follows the existing natural ground in general with exceptions in the sections where the water cross the roadway especially near the existing bridges. In those limited sections the consultant proposes to construct small embankments to raise the vertical profile elevation. The cross section consist at one carriageway with width between 6 and 7 m , no shoulder and two side drain , one on each side of the carriageway. The proposed project aims to widen the dual carriageway for 6-7 m. Table 4 summaries the geometric Design Standards adopted for the project.

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

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

3.3.4 Planned Activities for Proposed Feeder Roads

Figure 4 depicts the location of the priority feeder roads for rehabilitation/ re construction. The main activity associated with the selected Rwamagana feeder roads rehabilitation/ maintenance of bridges and drainage work and also rehabilitation of the carriageway pavement standardising the width at 6 or 7 m.

Figure 4 : Feeder Roads in Rwamagana District16

i) Rehabilitation/maintenance of drainage works: This intervention consists especially on construction every 250 m of the pipe culvert along the roads according to the recommendations of the RTDA. The RTDA study has proposed three type of side drain: (i) rectangular in masonry at the crossing of important villages, and (ii) trapezoidal unlined or in masonry when the gradient is greater than 5%. The length of drainage works on each road is summarized in Table 5.

ii) Rehabilitation/maintenance of bridges: The majority of existing bridges will be reconstructed in the current location with abutments in masonry and slab in reinforced concrete. The consultant has proposed to raise the elevation of the existing bridge at least one meter in areas where the existing pavement shows signs of erosion due to water overflow during the raining season. Selected draining material will be used for the construction of the embankment and if necessary some

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

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

pipe culvert will be added to facilitate the water flow crossing the road. The list of bridge and dock RCC abutments is reported in Table 5. Table 5 : Drainage and RCC Abutments on Feeder Roads

Priority Road Sector Drainage Bridge RCC Abutment No (m) (Numbers)

1 Karenge- Rugende 243 1 (10x7) 2 Bihembe-Isumu - - 3 Cyaruhogo-Sovu-Nawe-Bicumbi 360 2 (5x7) 4 Muhazi-Gishari-Nunyinya 180 3 (5x7) 5 Rugende2-Juru 256 3 (1:10 x 732 : 5x7) 6 Gahengeri-Nzige 360 - 7 Rwarugaju-Rwimbogo 428 - 8 Rubona-Cyahurogo 9 - 9 Nyarugali-Centre Nkomangwa 96 - 10 Kadasumbwa-Fumbwe-Gasabo 423 - 11 Rwamagana-Munyaga 423 - 12 Muhazi-Nyarubuye-Nyagasambu 208 1 (3x7) 13 Gati - Karangara 160 - 14 Nzige-Nyametete-Karenge 316 3 (1:10x7) 15 Runyinya-Nyagasambu 192 2 (10x7) iii) Rehabilitation of the carriageway pavement standardising the width at 6 or 7 m: Interventions for rehabilitation carriageway have been defined on the basis of the roads’ survey, including topographical survey, geotechnical information and experience in the road construction for the similar roads project. The kilometre likely to be rehabilitated in different interventions is reported in Table 6. Detailed four typical interventions proposed by the RTDA report for rehabilitation of the carriageway are summarized in Table 7. Table 6: Road Length by Intervention

S.No Description Length % of Total (km) Length 1 T1 : Reshaping and Recharging of Existing Carriageway 14.7 9.02 2 T2 : Complete construction : Carriageway widening, 136.3 83.67 new drainage structure and Bridge (if any) 3 T3 : Sub-Grade removal unsuitable material PLUS fill 10.5 6.45 material PLUS recharging and complete construction 4 T4 : Removal heaps and Rocks and recharging 1.4 0.86 Total 162.9 100.00 Source : Feasibility Study of Feeder Roads for Rwamagana (RTDA) 2013.

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

Table 7 : Feeder Roads Improvement Intervention in the District17 Priority Road Sector Length Width Intervention Type18 on the No (Km) (m) Carriageway (km) T1 T2 T3 T4 1 Karenge- Rugende 22.7 6.0 2.5 20.2 - - 2 Bihembe-Isumu 9.0 6.0 - 9.0 - - 3 Cyaruhogo-Sovu-Nawe- 14.0 7.0 - 12.3 1.0 - Bicumbi 4 Muhazi-Gishari-Nunyinya 6.1 7.0 - 5.0 1.1 - 5 Rugende2-Juru 9.0 6.0 - 6.4 2.6 - 6 Gahengeri-Nzige 12.2 7.0 12.2 - - - 7 Rwarugaju-Rwimbogo 10.6 6.0 - 9.6 1.0 - 8 Rubona-Cyahurogo 3.3 6.0 - 2.7 0.6 - 9 Nyarugali-Centre 5.9 6.0 - 5.9 - - Nkomangwa 10 Kadasumbwa-Fumbwe- 15.8 7.0 - 15.6 - 0.2 Gasabo 11 Rwamagana-Munyaga 15.3 7.0 - 14.6 - 0.7 12 Nyarubuye-Nyagasambu 7.5* 6.0 - 7.0 - 0.5 13 Gati - Karangara 10.3 7.0 - 9.0 1.3 - 14 Nzige-Nyametete- 12.9 6.0 - 12.0 0.9 - Karenge 15 Runyinya-Nyagasambu 8.0 6.0 - 7.0 1.0 - Total 162.9 6.0 14.7 136.3 10.5 1.4 *Length is 4 km as per our observation during field visit

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

3.4.1 Without Project Alternative The No Project option in respect to the proposed project implies that the status quo is maintained. This option is the most suitable alternative from an extreme environmental perspective as it ensures non-interference with the existing environmental conditions. This option will however, involve several losses on socioeconomic condition both to the local population and the nation as a whole. The local farmers will continue to face the constraints they are currently experiencing due to inefficient transport network and system and the anticipated economic development aimed at fulfilling the Vision 2020 will remain unattainable.

17 Source: Feasibility and Environmental and Social Impact Assessment for Selected Feeder Roads in Gisagara District, Techniplan International Consulting, July 2013 18 T1: Reshaping and recharging existing carriageway; T2: complete construction: carriageway widening, new drainage structures and bridges (if any); T3 : sub-grade removal unsuitable material+ fill material + recharging and complete construction T4: Removal heaps and rocks and recharging

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

The No Project Option is the least preferred from the socio-economic and partly environmental perspective due to the following factors:  The socio economic status of the Rwamagana District’s residents would remain unchanged. Reduced interaction both at local and national levels.  The local skills would remain under-utilized as no employment opportunities will be created for local population who would have otherwise worked at the project area.  Reduced business development due to current bad condition of the feeder road project;  The current erosion rate in the feeder road due to lack of drainage system will remain. No project scenario case will also avoid social impacts due to the implementation of the project.

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

3.5 QUANTITY OF MATERIAL FOR CONSTRUCTION The new Road Act, which requires upgrading some feeder roads to six or seven meter width, may involve widening the existing road formation by two to three meters. This may necessitate expropriation of some farm lands and relocating households. Bidding process shall not be launched for a particular road section until every person affected by the works on that section has been relocated and/or properly compensated according to Bank policies. Feasibility report has estimated the quantities of construction material road wise19 and reproduced in Table 8. These have been further utilized in assessing the environmental and social impact due to development of each road.

Table 8: Quantity of Construction Material

19 Source: Environmental And Feasibility Report for Selected Rwamagana Feeder Roads Techniplan International Consulting (July 2013) Table 40 to Table 59

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

S.No Description Unit Quantity 1 Preliminary Works i) Clearing of undergrowth-cleaning of road surface m2 226,004 ii) Top Soil Stripping Area m3 80,281 2 Earthworks i) Excavation in rock and earth; Removal of heap of rocks, m3 163,536 embankment from borrow pits and purge marshy soils 3 Roadway i) Wearing Course m3 178,527 ii) Caping Layer m3 17,364 4 Bridge and Culverts i) Supply and install Culvert Ø 100cm (reinforced) M 4,150 ii) Reinforced concrete proportioned at 350kg/m3 for all works m3 327 iii) Stone masonry works for culverts head m3 1,688 iv) Paving jointed with the mortar m2 1,030 v) Stone riprap of 30 to 50kg m3 3,429 vi) Stone masonry works for various works M2 4,611 vii) Beacons out of wooden Nos 110 5 Drainage i) Lined Drain masonry (Existing) m 6,139 ii) Unlined Drain (Existing) m 18,808 iii) New Drain Masonry m3 13,547 iv) Intercepting Ditch m 7,610

3.5.1 Borrow Sites The construction material survey was conducted by RTDA Consultant during feasibility study. The Laboratory analysis of existing borrow / quarry sites have indicated that all mechanical characteristics for the pavement construction, also available crushed stones are satisfying the requirements to concrete and masonry works. Few of the borrow pits and quarry sites are reported in Table 9. Table 9: Borrow Sites and Quarry

S.No Location Vicinity to Feeder Road 1 Ntunga Karenge – Rugende; Bihembe – Isumu 2 Gahengeri Rwarugaju – Rwimbogo; Gahengeri – Nzige 3 Nzige Gahengeri – Nzige; Nzige – Nyametete – Karenge 4 Nyagasambu Nyarubuye – Nyagasambu; Runyinya – Nyasasamby 5 Musha Kadasumbwa – Fumbwe – Gasabo 6 Mwurive Souver – Nave – Bichumbi; Rubona – Cyarunogo 7 Nyakariro Rugende – Juru; Karenge - Rugende

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

3.6 CONSTRUCTION SCHEDULE The construction schedule of feeder roads depends on the methodology adopted for construction. In general the time period will also depend on the resources put in place by the contractor. A 160 km feeder road may take 24 to 36 months, including design tendering and construction. A Typical Construction Schedule is shown in Figure 5.

Activity Duration in Month 1-2 2-4 4-6 6-8 8- 10- 12- 14- 16- 18- 20- 22- 10 12 14 16 18 20 22 24 Detail design of feeder roads, Tender documents and BOQ Notice inviting Tender, Tender process evaluation & award Preliminary works clearing, compensation etc. Construction of Bridges, Culverts and Roads etc. Testing and Commissioning Monitoring and Evaluation

Figure 5: Typical Construction Schedule

3.7 COST OF THE PROJECT The cost of the interventions to improve the feeder roads has been reproduced from the feasibility report. The total cost to improve of 203.73 km of feeder roads amount to US$ 14.054 million, the average cost per km amounts to US$ 69,325. The total cost of 163.9 km of priority roads will be about US$ 11.362 million.

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

4. ENVIRONMENTAL AND SOCIAL BASELINE DATA

4.1 GENERAL The objective of Environmental and Social Impact Assessment (ESIA) is to ascertain the baseline environmental conditions and then assess the impacts as a result of the proposed feeder road project during various phases of the project cycle. Identification of environmental parameters, data collection and impact predictions are the core of Environmental Impact Assessment (EIA) process. A scoping matrix has been formulated to identify the attributes likely to be affected due to proposed project and presented in Table 10. In order to review and update the environmental aspects, the data has been collected, compiled and analysed for the following:  Land Environment (land use, geology and soils);  Water Environment (precipitation, hydrology and drainage);  Air Environment (air quality and meteorology);  Noise Environment (noise levels);  Ecological Environment (flora and fauna);  Socio-Economic Environment (demography, livelihood, income socio-economic etc.); and  Physical and Cultural Resources;

Based on environmental scoping matrix and project setting the attributes likely to be affected are identified for baseline data generation. The review of data has indicated that the data on geology and soils is adequate, however, additional data need to be collected on air, noise, ecology, sociology and physical cultural resources. The missing data was updated through field visit and inspection of the area. The information presented in this chapter has been collected from various sources. Majority of data have been collected from field visits and desk research and previous report prepared by RTDA Consultant. Formal and informal discussions were held with the local people, project affected people and local government/non- government organisations and published reports, which have provided very useful information for preparation of this report. Information on project facilities, size, magnitude and cost of the construction activities, geology and soils of the project sites have been taken from the draft feasibility study August 2013. The concept is to assess the extent the construction and operation of the proposed feeder road project is likely to have impact on above environmental attributes. A baseline environmental condition comprises the features present within the proposed ROW as well as a strip of 5 m on either side of the existing road. This area is referred to as study area/project area in the report. It includes environmental features such as forest areas, ecological sensitive areas, water bodies (rivers, marshy and ponds), cultural properties, industries, and places of historical importance, tourism etc. The scope of this chapter is limited to only those issues, which are of concern in the environmental Impact assessment. The land use

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

of the project area is agriculture, built up, and plantation. The major purposes of describing the environmental settings of the study area are:  Understanding the need of the project and environmental characteristics of the area;  Assessing existing environmental quality, as well as the environmental and social impact of the proposed project development;  Identification of environmentally significant factors or geographical areas that could influence decisions about any future development Table 10: Scoping Matrix for the Project

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

D. NOISE ENVIRONMENT Construction Phase - Impacts due to Construction - Ambient Noise Quality at Machinery different Locations - Vehicle Noise Operation Phase - Noise due to Road Operation - Ambient Noise Quality at different Locations

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

E. ECOLOGICAL ENVIRONMENT Construction Phase - Loss of Forest/Trees - Forest Area/ Tree Numbers - Migration of Fauna - Faunal Species F. PHYSICAL AND CULTURAL RESOURCES Construction Phase - Relocation of Infrastructure - Status of Infrastructure - Impact on Cultural Resources - Status of Cultural Resources Operation Phase - Impact on schools, hospitals - Values of environmental etc. attributes at sensitive locations G. Socio-Economic Environment Construction Phase - Loss of land, houses, livelihood, - Land, houses, livelihood data job potential Operation Phase - Livelihood - Socio-economic status

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

4.3 LAND ENVIRONMENT The roads are located throughout of the district of Rwamagana. The height of these roads is between 1100-1500 m above MSL. Parameters involved in land environment are physiography, geology and soils and land use pattern. These are discussed in the following paragraphs.

4.3.1 Physiography and Land Use of District Rwanda's is dominated by savanna grassland with approximately 46 percent considered arable land and 9.5 percent dedicated to permanent crops. Grassy uplands and hills are predominant characteristics of the terrain, while the country's relief is described as mountainous, its altitude demonstrating a decline from the west towards the east. The Rwamagana Feeder Road rehabilitation Project area is located in the lowlands of the East. The lowlands are dominated by a depression of the relief, generally undulating between 1500- 1100 m of altitude. Project area topographical features are shown in Figure 6.

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

Figure 6 : Topographic Features and Location of the Proposed Project Area in Rwanda Land use and land covers patterns are important in environmental impact assessment study from the point of view that land use describes the present use such as agriculture, settlement, etc and land cover, describes the material on it such as forest, vegetation, rocks or building etc. Land uses details of the district have been compiled from various sources. Agriculture land is computed from population (318,000) and holding (0.7 ha)20; Savannah, Plantation of Eucalyptus and Pinus from website21 and residential and commercial land use from research work on land use in Rwanda and water bodies from Muhazi lake. The results so obtained are presented in Table 11.

TABLE 11: LAND USE DETAILS OF RWAMAGANA DISTRICT

S. No. Land Use Area (Km2) % age 1 Agriculture Land 473.6 68.69 2 Residential 27.0 3.97 3 commercial 8.8 1.27 4 Savannahs 1.1 0.16 5 Water bodies (lakes/Streams) 35.0 5.16 4 Plantations Eucalyptus and Pinus 33.3 4.92 5 Roads, Marginal lands, wetlands 109.2 15.83

20 EICV3 DISTRICT PROFILE, Rwamagana, National Institute of Statistics of Rwanda 21 www.google.co.in/searh/rwanda

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The National Institute of Statistics of Rwanda22 reveals that the mean size of land cultivated per household in Rwamagana District is 0.7 ha. Even though it is below the national average, Rwamagana District has also 78% of cultivating households that cultivate under 0.9 ha of land. Regarding soil protection against erosion on one hand, statistics unveil that the percentage of land that has been reported as protected against soil erosion in Rwamagana District is 86%. Around 78% of cultivated land nationally is reported as being protected against erosion. On the other hand, the percentage of the land irrigated is 5.5% (3% at national level). The percentage of agricultural households incurring expenditure on chemical fertilizer by in Rwamagana District is 30.5% (national average is around 29%) Agriculture sector is dominated by banana plantations which is the most grown crop in Rwamagana District. Other seasonal crops include mainly rice plantations in the wetlands surrounding various lakes found in this area (Muhazi, Mugesera, Sake and Nyabarongo River). Additional, beans, maize, potatoes and different vegetables are grown in the district. In addition to crops, livestock is another important source of income and food for agricultural households. 70% of all households in Rwamagana District raise some type of livestock. Livestock comprising mainly cattle keeping on one side and goats, sheep, pig, hen and rabbit breeding is common practice in Rwamagana District.

4.3.2 Geology and Soils In General, Rwanda has a complex geological history which presents itself in varied topographic profiles from the mountainous Northwest to the glassland of Akagera in the East. The oldest rocks of Rwanda are the Paleoroterozoic migmatites, gneisses and mica schists overlain by the Mesoproterozoic Kibaran Belt. The folded and metamorphosed sediments of the Kibaran Belt are primarily schists and quartzites introduced by granites and cover most of Rwanda, Including Rwamagana District. In general, the district is underlain by granitic and meta-sedimentary rocks. The degree of metamorphism undergone by the sediments is generally low level. Pellitic rocks appear as sericitic schists or phyllites. Geological Map of Project area is shown in Figure 7. The soils encounter at different feeder roads at an average depth of 1.20 m vary from road to road. Generally the soils identified along the feeder roads are: Red Silt; Silt with Chocolate Colour, Lateritic gravelly with chocolate color, Blackish lateritic gravelly, Reddish lateritic gravelly, Black hard clay, Red silt, Black silt, Natural red laterite, Natural lateritic gravel, Natural chocolate lateritic, Gravel red silt, Gravel red lateritic, Yellow gravel lateritic, Gravel black silt, Natural red silt, Natural Black gravel lateritic, Red lateritic gravel, Natural red lateritic gravel and Black clay It could be concluded that the soil in the area is a mixture of Red Gravels, Silt and Clay at different percentage.

22 NISR (2011) Integrated Household Living Conditions Survey (EICV3) DISTRICT PROFILE Rwamagana

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

Source : Feasibility Study Report, RTDA (2013).

Figure 7: Geological Map of Project area

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

4.4.1 Surface Water Resources Rwanda is divided into two major drainage basins: the Nile to the east covering 67 per cent and delivering 90 per cent of the national waters and the Congo to the west which covers 33per cent and handles the remaining 10% of national waters. All rivers located in the Eastern Part of Congo Nile Ridge including rivers of Rwamagana District are located in Nile River Basin. The country’s hydrological network includes numerous lakes and rivers and its associated wetlands. A recent inventory of marshlands in Rwanda conducted in 2008 identified 860 marshlands, covering a total surface of 278,536 ha, which corresponds to 10.6% of the country surface, 101 lakes covering 149,487 ha, and 861 rivers totalling 6,462 km in length (REMA 2008). A total Annual renewable water resource is 6.3 Km3 / Year and per capita annual renewable water resources 815 m3/person/year. The proposed feeder roads

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

will be passing through or by side of number of water bodies, such roads and location are summarized in Table 12.

Table 12: Water Bodies Along Feeder Roads

Priority No Feeder Road Water Body Cross drainage at Chainage

1 Karenge- Rugende No water body Seasonal Drainage at 21.7 km

2 Isumo – Bihambi No Water body No major cross drainage works

3 Cyaruhogo-Sovu-Nawe- 3 Wet lands At 1.2 km; 7 km and 10 km Bicumbi 4 Muhazi-Gishari-Nunyinya Muhazi lake 200 m away from start

5 Rugende2-Juru One water body Wet land 300-500 m right side from project road; crosses stream at two places (3.9 km and 6.1 km) and Bicumbi river at the end 6 Gahengeri-Nzige No water body Seasonal Drains at Km 1.4, 2.2, 3.3, 3.6, 3.9, 4.7, 5.5, 6.0, 7.1 and 7.7 7 Rwarugaju-Rwimbogo Wet land Crosses km 4.6, 5.2, 5.4, 5.9, 6.6, 7.5, 8.3 and 8.9. 8 Rubona-Cyahurogo Agricultural Cross drainage at 400 m Fields/ low land 9 Nyarugali-Centre No water bodies No major Cross water drain Nkomangwa 10 Kadasumbwa-Fumbwe- No water bodies No major Cross water drain Gasabo 11 Rwamagana-Munyaga Agricultural No major Cross water drain Fields/ low land 12 Nyarubuye-Nyagasambu No water bodies No major Cross water drain

13 Gati - Karangara Water bodies Water body 200 m away from start 14 Nzige-Nyametete- Agricultural Cross Drainage at km 9.7 Karenge Fields/ low land 15 Runyinya-Nyagasambu No water bodies No major Cross water drain Source: Consultants Field Surveys, August 2013

4.4.2 Hydrology and Drainage The Rwamagana district has hilly topography with valley and swamps. The rainfall runoff drains through drainage system to swamps and water bodies which are finally connected to river system. There are areas along the feeder roads which has no drainage system and lead to erosion. The feeder roads crossing the water streams are reported in earlier section.

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

4.4.3 Water Quality The project area falls in catchment of Nyabarongo River. The river also receives the outfall from Lake Muhazi. In past water tests have been conducted and the results so obtained are documented in Table 13 for Nyabarongo River. The results have indicated that Magnesium and turbidity are very high and needs treatment before human consumption. The main course of high values is erosion of Magnesium rocks.

Table-13: Water Quality of Surface Water23

S. No. Parameter Unit Value WHO Standards 1 pH 7.58-8.1 6.5-9.5

2 No2 Mg/l 0.037-0.047 3.0

3 Po4 Mg/l 0.42-0.61 5.0 4 Ca Mg/l 6.76-11.2 300. 5 Mg Mg/l 6.96-12.76 0.1 6 Turbidity FTU 200-210 5

4.5 AIR ENVIRONMENT Air environment includes the Climate and Meteorology and air quality. Meteorology is an important parameter in environmental impact assessment exercise. It is responsible for the movement of air and air pollutants. The main parameters are: temperature and, rainfall. The meteorology and air environment of the area are discussed in subsequent sections.

4.5.1 Meteorology Among all other physical factors, climate is the most important factor-influencing environment because it plays a vital role in determining the evolution of landforms (erosion, soil characteristics), types of flora and fauna (ecological diversity), the productivity of ecosystems as well it has an influence on the pollution loads on the environment. Rainfall, temperature, and winds are the principal climatic components that serve to transport, disperse various forms of pollution into the atmosphere and on the ground. The characteristics of these climatic components (temperature, rainfall) are averaged for comparatively longer period to establish a general pattern in the project area. Rwamagana District has a tropical climate with almost uniformly temperatures and humidity, and moderate rainfall. Seasonal variations in temperature are slight. The temperature is never too high. Table 14 depicts the climatic condition at Kigali which is about 40 km from project area.

Table 14 : Meteorological Data Near Project Sites

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

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

Climate data for Kigali, Rwanda

Month Average High Average low Precipitation Avg. precipitation (°C) ( °C) (mm) days (≥ 0.1 mm) Jan 26.9 15.6 76.9 11 Feb 27.4 15.8 91.0 11 Mar 26.9 15.7 114.2 15 Apr 26.2 16.1 154.2 18 May 25.9 16.2 88.1 13 Jun 26.4 15.3 18.6 2 Jul 27.1 15.0 11.4 1 Aug 28.0 16.0 31.1 4 Sep 28.2 16.0 69.6 10 Oct 27.2 15.9 105.7 17 Nov 26.1 15.5 112.7 17 Dec 26.4 15.6 77.4 14 Year 26.89 15.73 950.9 133

Rainfall: The average annual in Rwamagana District is generally around 1100 mm. The rainfall pattern is erratic with no fluctuation in average annual rainfall and rainfall intensity. Rains are insignificant between June and September whilst high precipitation occurs during April and May. Humidity is relatively high, averaging 72 percent from October through May, and 57 percent for the drier months of June to September. The eco-zone’s climatic characteristics of the area are as flows:  Long rainy –from March to May. This period receive about 40-60% of the total annual precipitation;  Long dry- from mid-June to mid-September;  Short rainy-from September to late December; and  Short dry from late December to mid-March.

Temperature: Mean annual temperature around Rwamagana District fairy constant throughout the year is 200C. Diurnal- fluctuations in the temperature are more pronounced and may vary by as much as 10 to 12°C from the maximum daily to the minimum daily temperature. The temperature varies 0.5°C with every 100 m change in altitude, with the minima of 16.8 °C, and the maxima of 28.6 °C (Kente, 2007). Historical weather for Kigali is reported by a nearby weather station 643870(HRYR) which is at latitude: -1.96, longitude: 30.1 and an altitude of 1491 m. Highest temperatures are recorded during the dry months of July to September and the coolest months March to May. Figure 8 and Figure 9 depict the precipitation and temperature distribution in Rwanda respectively.

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

Figure 8: Annual Precipitation in Rwanda

Figure 9 Rwanda Temperature Distributions

4.5.2 Air Quality The air quality of the district is not available in records. However, it appears that sulphur dioxide, Nitrogen Oxides, Carbon Monoxides and Hydrocarbons may be below detectable limits. Based on previous experience in similar topography the suspended particulate matter (SPM) may be in the range of 50-120µg/m3. The air quality of the district along the feeder roads may be within permissible limit (Refer Annexure-4).

4.6 Noise Quality

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

Noise quality is an issue particularly in road projects especially due to heavy traffic, blowing of horns and slow moving traffic. Noise Quality has been monitored along the proposed feeder roads at identified places during the day. During site visit it is observed that main source of noise are local activities such as occasional movement of vehicles, wind blowing and other rural activities. The noise level of any point in the area is inversely proportional to its distance from road. Most of the area is otherwise calm and quite. The road wise noise monitoring sites and noise levels are reported in Table 15.

Table-15 : Noise Level at Monitoring Sites on Feeder Roads

Priority No Feeder Road Location Distance Average Noise from Start level during (km) Day (Leq) Karenge 0.0 56.0 1 Karenge- Rugende Rugende (junction) 22.7 58.0 2 Bihembi-Isumo Behembi 9.0 48.0

Cyaruhogo-Sovu-Nawe- Cyaruhogo 0.0 43.0 3 Bicumbi Bicumbi (junction) 14.0 57.0 Muhazi 0.0 44.0 Muhazi-Gishari- Gishari (Junction) 2.8 49.0 4 Nunyinya Nunyinya 6.1 50.0 (Road Junction) Rugende2 0.0 55.0 5 Rugende2-Juru Juru 49.0 Gahengeri 0.0 48.0 6 Gahengeri-Nzige Nzige (Road 12,2 53.0 Junction) Rwarugaju 0.0 44.0 7 Rwarugaju-Rwimbogo Rwimbogo 10.6 45.0 Rubona 0.0 44.0 8 Rubona-Cyahurogo Cyahurogo 3.3 42.0 Nyarugali-Centre Nyarugali 0.0 48.0 9 Nkomangwa Centre Nkomangwa 5.9 53.0 Kadasumbwa 0.0 53.0 Kadasumbwa-Fumbwe- 10 High School 6.5 35.0 Gasabo Gasabo 15.8 40.0 Rwamagana 0.0 45.0 11 Rwamagana-Munyaga Munyaga 13.5 43.0 Nyarubuye 0.0 40.0 Nyarubuye- 12 Nyagasambu Nyagasambu 4.0 68.0 (market) 13 Gati - Karangara Gati 0.0 40.0

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

Village 1.2 47.0 Karangara 10.9 57.0 Nzige (Road 0.0 53.0 Nzige-Nyametete- 14 Junction) Karenge Karenge (Market) 12.2 55.0 Runyinya 0.0 58.0 15 Runyinya-Nyagasambu School 2.7 44.0 Nyagasambu 8.0 46.0 Source: Field surveys, August 2013

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

4.7 ECOLOGICAL ENVIRONMENT There are only three protected areas established as national parks. The Akagera National Park covers an area of 108,500 ha, Nyungwe National Park has an area of 101,900 ha and Volcanoes National Park has an area of 16,000 ha. In addition the forest reserves are the Gishwati Forest Reserve (700 ha), Mukura Forest Reserve (1600 ha), Busaga Forest Reserve (150 ha) and Buhanga forest and gallery forest in the eastern province of about 160 ha. There is no forest and /or conservation/area protected near project feeder roads of Rwamagana district.

4.7.1 Forest, Flora and Vegetation The forest cover in Rwanda as of 2007 accounted for 240,746 ha comprising humid natural forests in 33.15 % area, degraded natural forests covering 15.79%, bamboo forest of 1.82%, savanahs accounting for 1.55%, large eucalyptus plantations to the extent of 26.4 %, recent plantations of eucalyptus and coppices and 5.01 percent of pinus plantations. During this study, site-specific data on flora and vegetation were collected for the study area. The data were evaluated and particular attention was given to the species of national and international concern and their habitats. Additionally, massive deforestation to meet energy demands and high rates of erosion in the upland watersheds has had serious downstream implications. This has increasingly accelerated the encroachment of fragile lands such as hill sides and wetlands, degradation of water resources and loss of critical habitats and biodiversity. Scattered Human settlements, intensive and diversified agro-pastoral practices and deforestation caused the disappearance of this natural vegetation. The steep topography affects the formation and distribution of vegetation in the project area. The natural forests in the area were generally destroyed by intensive cultivation. These disturbances have resulted in the appearance of secondary formations. The project area is mainly characterized by grown flora. Noticeable flora include trees that are exotic to the project site mainly the eucalyptus trees that have been extensively planted in the hillsides and play a vital role in controlling soil erosion that is prevalent in the steep hillside. Other floral species that can be observed in the

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

project area include: Grevillea, eucalyptus and Jacaranda. Papyrus species are only founded in isolated patches around riverbanks in the marshlands. The dominant vegetation in all the marshlands is Cyperus latifolius and Polygonum strigosum Potamogeton sp, Nymphea nouchallii and Euphobia tilucali in areas that have not been cultivated. Trees within Immediate Corridor of Impact (COI): Preliminary tree inventory within the proposed ROW revealed that there are 153 trees of various species are likely to be impacted due proposed improvement. The tree species comprise of Cedrella serrate, Cupresus toreliana, Fiucus sp, Grevillia robusta Jacaranda mimosifolia, Mangifera indica, Markhamia lutea, Macadamia tetraphylla, Senna spectabilis etc. The flora / Vegetation in proposed ROW of feeder roads are summarized in Table 16 with their girth wise details are summarized in Table 17.

Table 16 : Trees Along Feeder Roads With in Right of Way

Priority Feeder Road Length in Km and Number of Trees (no) Total No 0-3 3-6 6-9 9-12 12- 15- 18- 15 18 21 1 Karenge- Rugende ------2 Binembi-Isumo ------3 Cyaruhogo-Sovu-Nawe- 1 - 8 3 2 - - 14 Bicumbi 4 Muhazi-Gishari-Nunyinya 2 2 1 - - - - 5 5 Rugende2-Juru 1 4 5 - - - - 10 6 Gahengeri-Nzige ------7 Rwarugaju-Rwimbogo 4 6 6 - - - - 14 8 Rubona-Cyahurogo* ------9 Nyarugali-Centre 1 ------1 Nkomangwa 10 Kadasumbwa-Fumbwe- - - - 1 - 1 - 2 Gasabo 11 Rwamagana-Munyaga 9 ------9 12 Nyarubuye-Nyagasambu ------13 Gati - Karangara 8 ------8 14 Nzige-Nyametete-Karenge 16 - 7 23 - - - 45 15 Runyinya-Nyagasambu 5 - 37 - - - - 42 Total 47 12 64 27 2 1 - 153 Source: Field Surveys August 2013 *50 Stumps of trees need to be removed.

Table 17: Girth Wise Details of trees

Priority Feeder Road Girth Class Total No (No) G1 G2 G3 G4 G5 G6 G7

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

1 Karenge- Rugende ------2 Binembi-Isumo ------3 Cyaruhogo-Sovu-Nawe- 10 3 1 - - - - 14 Bicumbi 4 Muhazi-Gishari-Nunyinya 3 2 - - - - - 5 5 Rugende2-Juru 4 4 2 - - - - 10 6 Gahengeri-Nzige ------7 Rwarugaju-Rwimbogo 8 3 6 - - - - 17 8 Rubona-Cyahurogo ------9 Nyarugali-Centre - 1 - - - - - 1 Nkomangwa 10 Kadasumbwa-Fumbwe------2 - 2 Gasabo 11 Rwamagana-Munyaga 5 3 1 - - - - 9 12 Nyarubuye-Nyagasambu ------13 Gati - Karangara 4 1 1 1 - 1 - 8 14 Nzige-Nyametete-Karenge 32 8 6 - - - - 46 15 Runyinya-Nyagasambu 14 23 5 - - - - 42 G1:30-60cm, G2:61-90cm, G3:91-120cm, G4:121-150cm, G5:151-180cm, G6:181-210cm and G7: Above 211cm

Some plant species observed during the field surveys their morphological forms indicate that herbs are most abundant along the roads of the study area. Table 18 summarizes the plants, shrub and herbs observed near the feeder roads. Annexure, Lists the origin of species on the ROW. There is no rare and endangered species as the proposed ROW.

Table 18: Trees, Shrubs and Herbs Along the Feeder Roads

S. No Tree Species Shrub Species Herb Species 1. Acacia polyacantha Afrocanthium lactescens Ageratum conyzoides 2. Acacia sieberiana Cajanus cajan Bidens pilosa 3. Annona cherimolia Clerodendrum rotundifolium Brassica oleracea 4. Casualina equisetifolia Coffea arabica Conyza sumatrensis 5. Cedrela serrata Combretum molle Crassocephalum vitellinum 6. Cedrela odorata Dracaena afromontana Cyperus latifolius 7. Cupressus lusitanica Grewia ssp Cyperus papyrus 8. Erythrina abyssinica Lantana camara Digitaria abyssinica 9. Eucalyptus ssp Manihot esculenta Glycine sp

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

S. No Tree Species Shrub Species Herb Species 10. Euphorbia tirucalli Manihot glaziovii Hyparrhenia sp 11. Grevillea robusta Maytenus senegalensis Justicia flava 12. Jacaranda mimosifolia Ricinus communis Lactuca sp 13. Macadamia tetraphylla Tithonia diversifolia Leonotis nepaetifolia 14. Mangifera indica Vernonia amygdalina Mikania cordata 15. Markhamia lutea Mikaniopsis sp 16. Melia azedarach Musa sp 17. Ozoroa insignis Ocimum sp 18. Parinari curatellifolia Oryza sativum 19. Persea americana Pennisetum purpureum 20. Psidium guajava Phytolacca dodecandra 21. Senna spectabilis Polygonum stigosum 22. Sida ssp 23. Spermacoce princae 24. Tagetes minuta 25. Thunbergia alata 26. Triumfetta sp

4.7.2 Fauna/ Wild Life The greatest diversity of large mammals is found in the three National Parks, which are designated conservation areas. The majority of significant wildlife species have been eliminated from the project area due to the habitat losses through agricultural cultivation which have been for generations a significant part of livelihood of local people. The fauna observed in project area is as follows:  Mammals : Jackals, hares;  Reptiles: Snakes,  Birds: Swallows, Crowned cranes, Ravens, Pigeons, Crow etc.

4.7.3 Avifauna There are 670 bird species in Rwanda with variation between the east and the west. Nyungwe Forest, in the west, has 280 recorded species, of which 26 are endemic. Eastern Rwanda, by contrast, features savanna birds such as the Black-headed Gonolek and those associated with swamps and lakes, including storks and cranes. There are a number of bird species around the lake. These include African Fish Eagles (Haliaeetus vocifer), Malachite Kingfishers (Alcedo cristata), Pied Kingfishers (Ceryle rudis), Swamp Flycatchers (Muscicapa aquatica), Village Weavers (Ploceus cucullatus), Speckled Mousebirds (Colius striatus), Black-lored (Turdoides melanops) and Arrow-marked (T. jardineii) Babblers, African Paradise-flycatchers(Terpsiphone viridis), Scarlet-chested (Nectarinia

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senegalensis), Bronze (N. kilimensis) and Green-headed (N. verticalis) Sunbirds, Yellow- fronted Canaries (Serinus mozambicus), Green-winged Pytilias (Pytilia melba), Great (Phalacrocorax carbo) and White-breasted (P.lucidus) Cormorants, Openbill (Anastomus lamelligerus) and Yellow-billed (Mycteria ibis) Storks and Cattle Egrets (Bubulcus ibis).

4.7.4 Fish Species The dominant fish species are marbled lungfish (Protopterus aethiopicus) and tilapia. The phytoplankton of the lake is predominantly Microcystis aeruginosa and Ceratium hirundinella.

4.8 PHYSICAL AND CULTURAL RESOURCES The World Bank Operation Policy OP4.11 April 2013 addresses the physical cultural resources which are defined as movable or immovable objects, sites, structures, group of structures and natural features and landscapes that have archaeological, historical, religious and other cultural significance. The objective is to mitigate or avoid adverse impacts on physical cultural resources from development projects. Table 19 depicts the physical cultural resources feeder road wise. These physical cultural resources are closer to feeder roads and are not within the right of way.

Table 19: Physical Cultural Resources

Priority Feeder Road Distance from Start (Km) No Genocide Site

11 Rawamagana-Munyaga 10 (LHS) 15 Runyinya-Nyagasambu 6.0 (LHS) Source: Field Surveys August 2013

4.8.1 INFRASTRUCTURE FACILITIES During field visit the data related to infrastructure have also been compiled. This includes the water supply pipelines, electricity poles and line and bridges falling in the right of way. The data have been compiled feeder road wise and documented in Table 20.

Table 20: Infrastructure Facilities on or along the Feeder Roads

Priority Feeder Road Infrastructure Facilities from Start No (Km) Water Electricity Bridges Schools Supply (No) (Hospital) Tanks 1 Karenge- Rugende 1(10*7) (17.5) 2 Bihambi-Isumo - - - 3 Cyaruhogo-Sovu-Nawe- 2.4; 2.7 2( 5*7) Bicumbi

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4 Muhazi-Gishari-Nunyinya “1.2; 4.2; 7.4** 3 (5*7) 4.8 5 Rugende2-Juru 3 (1 10*7 and 2 5*7) 6 Gahengeri-Nzige 6.8** 8 Rwarugaju-Rwimbogo 0.6* 9 Nyarugali-Centre “1.1; “5.1 Nkomangwa 10 Kadasumbwa-Fumbwe- 12.0; 2.8; (2.8), Gasabo 11.52 11 Rwamagana-Munyaga1 5.6; 7.5; 0-1 11.5 12 Nyarubuye-Nyagasambu 1(1 3*7) 13 Gati - Karangara “0.7; “1.2; ”1.8; ”3.1; “3.9; “8.2 14 Nzige-Nyametete-Karenge 4.0*; 4.1; 3(1 10*7 1.12 and 2 (3*7) 15 Runyinya-Nyagasambu 4.6; 6.1; 2( 10*7 ) 2.72 6.8*, 7.8 * Water line crossing/side of the Road; ** Electricity Pole; “Water Valve Chamber; 1 Rwamagana-Munyaga Road has 15 water valve chambers along the ROW; 2 Road Passing through School

4.9 SOCIO-ECONOMIC ENVIRONMENT Rwamagana district is part of the Eastern province. The district has a population of about 318,000 inhabitants (Census 2012 provisional data) and extends over an area of 682 km2; the population density accounting for 455 person /km2 is slightly higher than the national average (416 persons /km2) and approximately the double of the Eastern Province average. The population is unevenly distributed over the district area, the most populated area is the sector of Kigabiro where is located Rwamagana town, the least populated sector is Karenge in the south-western part of the district. About 53% people are aged 19 years or younger. People aged 65 years and above make up 4%. The majority of the population is young, with about 82% still under 40 years of age. The average size of the household in Rwamagana district is 4.7 which is slightly below the national average household size. The district comes 12th bottom by mean household size country-wide.

4.9.1 Socio-economic Conditions

The household economic condition with reference to poverty and extreme poverty are set at 118,000 and 83,000 RWF, Rwamagana district is ranked sixth bottom position country-wide by percentage of extreme-poor and poor1 population categories. About 70% of the population in Rwamagana district is identified as non-poor, 18% as poor (excluding extreme-poor) and 12% as extreme-poor. Compared with other districts of Eastern Province, Rwamagana district comes first for proportion of non-poor. Rwamagana district is among the five districts within the 25–40% interval for the proportion identified as poor (the figure is 30% in Rwamagana).

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Only Nyarugenge, Kicukiro and Musanze have below 25% of their populations classified as poor.

4.9.2 Distance to facilities/services Walking distance to basic services can be considered an indicator of both provision and coverage of such services and the remoteness of households’ dwellings. Referring to the mean walking distance to primary school by district Rwamagana is classified among 12 districts with a mean walking distance to a primary school within the interval of 21.6 to 28 minutes. In particular the mean walking distance to primary school in Rwamagana district is 26.6 minutes and 40% of households are between 30 and 59 minutes from a primary school. This walking distance to a primary school in Rwamagana district is slightly below the mean distance in rural areas, which is 28.6 minutes. Referring to the mean walking distance to a health centre in Rwamagana district it is 59 minutes and 49% of households walk for under an hour on average to reach a health centre. The mean walking distance to a health centre is 35 minutes in urban areas and 64.4 minutes in rural areas, while it is one hour country-wide.

4.9.3 Economic Activity and Income Sources Agriculture and tourism are the two key sectors of the local economy. Concerning employment Rwamagana shows rates close to the national average. The overall employment rate is 84% of the resident population aged 16 years and above in Rwamagana District; the unemployment rate is 0.3% and the economic inactivity rate is 16%. Rwamagana district is ranked 11th last of all districts by employment rate. The national average employment rate is 84%, the unemployment rate is 0.9% and the economic inactivity rate is 15%. With reference to the type of usual main job Rwamagana district shows that most people aged 16 years and above have independent farmer as their main job (68%); this is followed by wage nonfarmer (13%), independent non-farm (10%) and wage farm (6%). With reference to the land cultivated per household (in ha), by district, the mean size of land cultivated per household in Rwamagana district is 0.7 ha., below the national average, Rwamagana district has also 78% of cultivating households that cultivate under 0.9 ha of land. Commercialization of crop production overall, as measured by the share of harvest sold (including households selling zero crops), is 24% in Rwamagana district. It is 20.9% at national level and about 20% in all other provinces outside Kigali City. The mean share of harvest sold for fruit and vegetables is lower (13.5%) than for staple crops (22.8%) in Rwamagana district; the pattern remains the same at national, urban and rural areas level. Income from agriculture is 70 % and balance 40 % have their own business.

4.9.4 Population on the Right of Way The feeder roads in Rwamagana Districts pass through scattered settlement, villages and towns. In many cases the starting point is a town. The boundaries of feeder roads expansion have not been transferred on the land. In general about 3 to 4 m average width will be required for widening of road to have right of way of 9-10 m. The details of house on the feeder roads are presented in Table 21.

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Table 21 : Details of House on Road Side

Priority Feeder Roads Houses No. 1 Karenge- Rugende 1 3 Cyaruhogo-Sovu-Nawe-Bicumbi 2 5 Rugende2-Juru 2 7 Rwarugaju-Rwimbogo 3 8 Rubona-Cyahurogo 1 11 Rwamagana-Munyaga 1 12 Nyarubuye-Nyagasambu 2 13 Gati - Karangara 1 14 Nzige-Nyametete-Karenge 1 15 Runyinya-Nyagasambu 1

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River Nyabarongo at Jure on Rugendi2-Juru Narrow Road Needs Widening

Vegetable Market Road Rubana-Cyahurogo Muhazi-Nyagasambu road on Lake Muhazi

Birds Nesting and Breeding: Road Rugendi2-Juru Stream Needs Minor RCC Bridge

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Bridge on River Nyabarongo at Juru Priority Road 5 River Nyabarongo at Juru

Starting Point og Rwarugaju-Rwimbogo at Drinking Water Collection on the Side of Feeder Gisinye Village: Loss of Building Road

Topography of Project Area Starting Point of Rwamagana-Munyage Road

Water Valve Chambers on Road Rwamagana to Banana Plantation in District Rwamagana Munyage

Tree og Project Area Resettlement Problems on Feeder Roads

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5. ENVIRONMENTAL AND SOCIAL IMPACTS

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

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

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

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

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

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iv) Boost to Industrial Activities During construction country made product will be utilized such as cement, gravel, reinforced pipes etc. The consumption of these will give boost to industrial production of material manufacturing organization. During construction, supply of construction materials, direct sale of household goods, consumables and foodstuffs to the workers will improve trade at local and regional levels in Rwanda. In addition, the transport sector will be benefited for transport of material from manufacturing site to construction site. This will provide direct and indirect employment.

5.3.3 Impacts during Project Operation

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

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agriculture is expected to be the greatest beneficiary of the project. The poor road network was repeatedly cited as one of the major hindrances to the growth of the agriculture sector that accounts for 90 percent of employment. Road condition has led to low incomes for farmers and the subsequent inability of the district to increase the sector as required. After rehabilitation and upgrading of the road, there is greater potential for the establishment of agro-processing plants to process the huge supply of fruits, banana and other crops. In the fieldwork survey it was noted that a lot of agriculture products are sold in Kigali City. Currently local farmers face problem of market because of higher transportation cost. In addition, some of the agricultural goods like vegetables from the locality were of lower quality due to the longer transport time to markets. This potential will be augmented by upgrading and rehabilitating access roads to city, thereby increasing incomes in agribusiness sector and raising the socio-economic status of local households. With the anticipated efficient, reliable and cheap transport, the following are likely to be achieved.  Quick and easy transport of perishable farm produce such as vegetables and fruits to markets and livestock too on less price;  Cheaper and available farm inputs and ease in provision of services to farmers  Easy access to bigger and better markets such as Kigali and in surrounding Districts  Improved marketing of agricultural products, thus higher prices; It is likely that the farmers of most agricultural products in the area will improve depending on the commodity and the season. All the above impacts on this dominant sector will have indirect positive impacts on other sectors, especially trade and commerce, transportation, health and nutrition and education. iv) Reduction in Length and Travel Time between Two Destinations The proposed feeder roads intersect with National Road 3 at number of places. On commissioning, the feeder roads, will improve connectivity between two places, provides faster access to Kigali resulting in reduction in length and travel time and facilitate the development of new economic corridor. v) Potential to Improve Drainage and its Environmental Benefits The current drainage structures are mainly inadequate and / or in disrepair. Often the structures cannot accommodate high flows associated with flash floods in the wet seasons. In addition soil depositions; debris and solid waste have also clogged several drainage structures where routine maintenance activity is inactive. The project will redesign, upgrade and reconstruct all these structures. The improved road drainage system and reconstruction of bridges will reduce erosion rate. The application of bioengineering measures in high erosion risk zone will reduce possible landslides. vi) Skills Transfer and Training Through labour recruitment locally the workers will have an opportunity to learn an array of skills that relate to road rehabilitation and reconstruction. Improved transport will

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improve interaction with other communities that will also provide an opportunity for further learning and cultural exchange. vii) Enhanced Social Interaction The infrastructures for social services developed in the area are schools, health centres, water and energy. The expected rehabilitation/ upgrading of the feeder road will augment existing social amenities and stimulate growth in other sectors, ultimately adding to agricultural development. The road network will contribute to the development of the key to the district’s economic development. With the construction of feeder roads, the main artery for social interaction amongst towns and villages along the route shall be strengthened. The general quality of life along the route will be enhanced. viii) Road Safety The operation of feeder roads will make travelling easy. Improved feeder road will improve road Safety and reduction in road accidents as opposed to the current situation in which, accidents are quite rampant due to the rutty, rugged nature of the feeder road. ix) Reduction in Green House Gases During operation of road the vehicles will operate closer to design speed which will help reduction of emission of hydrocarbons and carbon-monoxide from exhaust. Hence the emission reduction of carbon monoxide will decrease the green house gases at regional and global levels which will have positive impact locally and regionally. x) Reduction in Fuel Consumption The vehicles provide better fuel performance at optimum air to fuel ratio which is optimum around design speed. The feeder roads are designed for 40 km per hour or more which is closer to design speed. This will facilitate in less fuel consumption which will have less burden on exchequer and will be direct impact on country economy.

5.4. NEGATIVE IMPACT Leopold matrix has been used to show possible interaction between developmental activities and a set of environmental characteristics. On top on X-axis, project cycle activities are considered while on Y-axis, Valued Ecosystem Components (VEC) are taken to identify the impacts, through interaction method, The boxes are marked with possible impact during different phases of project cycles. Impacts on environmental component due to project activities are summarized in Table 22 and discussed in subsequent sections.

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Table 22: Impact Matrix for Potential Environmental Impacts

Component Project Activity Affected Pre- Construction Phase Operation construction Phase Phase Land Site Removing Contractor Vehicles & Quarries Construction/ Construction Operation Acquisition clearance trees and camps Machines modification Machinery vegetation operation and of Roads maintenance

Soil Loss of Loss of Erosion and Contaminati Contamination Increase Soil pollution Pollution due Soil Agricultural crops loss of top on from by fuel and in to spills contaminati land soil wastes lubricants erosion, on due to Compaction of siltation surface soil and slope runoff instability Ground Evaporation Water Water Exploitation of Maintenanc Water extraction extraction for water for e of trees for drinking cleaning construction /shrubs and other purposes Surface Loss of water Change in Siltation Pollution Contamination Water Change in Pollution due Degradatio water body water Torrent from by fuel & logging water quality to spill into n due to quality and runoff sanitary & lubricants and and reduction water bodies spills & siltation other mosquito of GW road runoff wastes breeding recharge Drainage Change in Change in Change in Change in Change in Interference Cleaning & natural natural drainage natural drainage drainage with natural maintenanc drainage drainage pattern due pattern due to pattern drainage and e

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Air Quality Increase in Reduced Pollution Dust & air Dust Dust pollution SPM, SO2 Increase in SPM buffering of due to fuel pollution pollution and odor SPM, SO2 air pollution, burning problems and NOX change in climatic conditions Noise Increase in Reduced Increase in Vibration Vibrators, Increase in Increase in Quality Noise level buffering of Noise level from mixing plant Noise noise levels Noise blasting noise etc. due to operation increased s traffic. Flora & Loss of Loss of Cutting of Disturbance of Collision Fauna trees and trees and trees for Wildlife with Wildlife migration disturbance fuel burning of wild life to wild life Socio- Rehabilitation Loss of Loss of Transmissio economic and Livelihood Fruit Trees n of Resettlement Disease

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5.4.1. Impact during Planning Phase i) Change of Land Use Pattern

The development in the study area will definitely bring substantial change in the land use pattern as the road modification/ construction will require additional land from private and government. It is estimated that on an average 2.17 m widening will require 29.36 ha land for the priority feeder road improvement. The analysis of data has also indicated that about 80% land on road side is under agriculture. Hence 23.49 ha will be under agriculture. The land use change is presented in Table 23. This land requirement for the road construction will change the land use permanently from Barren/agricultural/built up land into road. This impact is permanent and irreversible change in land use pattern.

Table 23: Land Use Change

Priority Description Average Length Area No Additional (km) (ha) Width (M) 1 Karenge- Rugende 1.0 22.7 2.27 2 Bihembi-Isumo 0.0 9.0 0.00 3 Cyaruhogo-Sovu-Nawe-Bicumbi 2.0 14.0 2.80 4 Muhazi-Gishari-Munyinya 3.0 6.1 1.83 5 Rugende2-Juru 3.0 9.0 2.70 6 Gahengeri-Nzige 0.0 12.2 0.00 7 Rwarugaju-Rwimbogo 3.0 10.6 3.18 8 Rubona-Cyahurogo 2.0 3.3 0.66 9 Nyarugali-Centre Nkomangwa 2.0 5.9 1.18 10 Kadasumbwa-Fumbwe-Gasabo 1.5 15.8 2.37 11 Rwamagana-Munyaga 1.5 15.3 2.30 12 Muhazi-Nyarubuye-Nyagasambu 2.5 7.5 1.88 13 Gati - Karangara 2.5 10.3 2.56 14 Nzige-Nyametete-Karenge 2.5 12.9 3.23 15 Runyinya-Nyagasambu 3.0 8.0 2,40 Total 2.17 162.9 29.36 ii) Change of Land Use due to Borrow/Quarry Areas About 359,430 m3 of earth work is likely to be involved in up-gradation/widening of feeder roads from excavation in rock and earth from borrow areas for wearing course and capping layer. Out of this 195,891 m3 will be from borrow areas. The excavations of earth from rock in mining areas and borrow areas will require cutting of the rock and soils. If a

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depth of 4.0 m is taken for quarry/mining, the land required will be 4.1 ha and for average depth 2 m for borrow areas, the land required will be 9.8 ha. The total area required for will be about 13.9 ha. The quarry and borrow area have been identified in the vicinity of proposed roads to avoid transport problems. Under the management plan the excavated pit sites are required to be restored and reclaimed in a satisfactory manner on completion of quarry operations. As the quarry will be restored and reclaimed by the contractor, impact on land environment will be of short duration and could be managed by the management plans. Emphasis should be laid on maximum use of the stripped top soil in road junctions, redevelopment of borrow areas and additional landscape works in the project. Excavations of earth from borrow areas may also lead to loss of topsoil and soil erosion problem during rains. Most of the above impacts are of short duration and will be planned during planning phase and implemented during construction phase. This impact is permanent and irreversible change in land use pattern.

5.4.2. Impact during Construction Phase i) Soil Loss The soil loss will be in terms of top soil erosion from right of way, borrow pits, quarries, and storage of material areas. The slopes in the districts are over 25% which indicates the risk of high erosion. Erosion is of relevance to slope stability, which is in turn relevant to the design of the project and the conduct of operations such as excavation and drilling. The construction will be completed in 12 months. The soil erosion is likely to take place due to up-gradation and widening of project roads. About 22.60 ha of area will be stripped for cleaning of road surface for the project work which is estimated 1,387 m2 per km. Excavated earth material will be reused in the road construction or will be used to fill the low laying areas hence its disposal is not likely to have impact on the environment. To prevent the soil erosion, monsoon season work is likely to be stopped. In addition 80,281 m3 of the topsoil from all areas shall be stripped to a specified depth of 150 mm and preserved properly. This top soil will be 493 m3 per km. The stored topsoil will be utilized for the redevelopment of borrow areas, top dressing of the road embankments, fill slopes and filling up of tree pits proposed as part of compensatory plantation/greenbelt development. During the construction, vegetation will need to be cleared within the proposed RoW, which may pose some soil erosion problem during first few rains. Embankment/slopes near newly constructed bridges and structures may be prone to the soil erosion. Such embankment and slops will need to be stabilized as soon as construction is over. The impact of soil loss is of short duration and will be reversible. ii) Soil Pollution The soil pollution will be due, first stripping of soil which is rich in carbon to nitrogen ratio being 13.8 to 18.224; secondly due to improper disposal of waste material on the open ground. The waste likely to fall on the ground may be solid waste / liquid waste form labour camps. Soil pollution may also be due to spillage of oil and grease by construction

24 Soil Carbon and nutrient accumulation under forest plantation Rwanda, African Journal of Environmental Science and Technology, Vol 2 (6)pp 142-149 June 2008

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machinery and equipment. Appropriate waste disposal methods have to be adopted. Proper care should be taken while locating the above utilities / facilities so as to minimize the soil pollution. The impacts are of short duration and will be reversible. iii) Disruption in Drainage Pattern The feeder road will traverse about 163 km through hills. The roads that intersect drainage basins generally modify the natural flow of surface water by concentrating the flow to certain points and increasing the velocity of flow. Depending upon the flow, these changes can contribute to flooding, soil erosion, channel modification, siltation of streams etc. These effects are often felt well beyond the immediate vicinity of the road. Being the existing road getting modified by widening the same which is on the existing alignment; hence no change in drainage pattern is anticipated due to the project. However proper cross drainage works on the alignments will be required. There are number of major bridge, causeways and minor bridges which will also need improvement. iv) Compaction of Soil and Loss of Fertility Compaction of soil during construction phase, adjoining productive lands may take place due to the movement of construction vehicles, machinery and equipment. This may lead to loss of fertility of the soil. The impact will be of short duration and reversible. v) Water Pollution Surface water bodies such as river, seasonal streams are located along the road. Soil erosion from borrow areas, loose soil from road and tree felling may increase sediment load in the water bodies ultimately impact the water quality of the surface water. Construction of bridges may also create water pollution during construction phase. The short-term increase in runoff laden with sediment and nutrients may also occur due to the removal of trees, vegetative cover and top soil. The suspended sediments and the associated pollutants may get washed into these water sources leading to change in water quality. In addition construction of bridge and culverts may increase turbidity. Contamination of water bodies may result due to spilling of construction materials, oils and greases and paint during transportation and at the equipment yards. But the quantity of such spills will be negligible. Care however, needs to be taken to provide adequate sanitary facilities and drainage in the temporary colonies of the construction workers. Provision of adequate washing and toilet facilities with septic tanks and appropriate refuse collection and disposal system should be made obligatory. Water pollution impacts on surface water quality during pre-construction will be low, spatially restricted and very short term. Such impacts during the construction phase will be moderate particularly in areas of bridge construction but short term and reversible. vi) Increased Water Demand

The water requirement will be increased during construction phase. About 500 people are estimated during peak period. The peak demand is estimated about 35 KL/day. In addition, water will be required for construction purpose all along the feeder roads. All these activities shall have to be located within the vicinity of the project site during construction phase, hence proper care have to be taken while deciding the location of these activities. Identification of suitable locations shall have to be carried out based on

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water availability in order to safeguard the nearby environment. Water sources and quality, including surface water, is likely to be impacted due to road construction activities such as setting up of workers camp, transportation and storage of construction material. vii) Health Risks due to Waste Disposal Health risks include disease hazards due to lack of sanitation facilities (water supply and human waste disposal) to the workers during construction both at construction site and at Contractor’s camp. Unscientific disposal of waste from contractor’s camp can lead to contamination of both ground and surface water. This could lead to outbreak of water borne disease such as diarrhoea, dysentery, typhoid etc. The solid waste generated in contractor’s camp if not treated properly may cause leaching and environmental pollution. Management measures include proper sanitation, health care, and solid waste disposal facilities. In addition to these, efforts need to be made to avoid water spills, adopt disease control measures. The impact will be of short duration and reversible. viii) Pollution at Construction Site Construction materials will be required for the construction of road pavement, bridges and culverts, road side drains etc. About 10-15% of the construction material is left behind by the contractor as construction waste / spoils. The material required for construction is summarized in Table 8 and reproduced in Table 24 which may need disposal.

Table 24: Construction Spoils Need Disposal after Construction

S.No Material Construction Construction Material (m3) Spoils (m3) 1 RCC 327 32 2 Stone Masonry 1,688 169 3 Stone Riprap 3,429 343 Source: Consultation Computation

Dumping of construction waste / spoil in haphazard manner may cause surface and ground water pollution near the construction sites and breeding site for mosquitoes, hence, it is proposed to clean the area and dump/dispose the construction spoils at the dumping site specified by the local authority to avoid any adverse impact on health and well-being of people. ix) Air Pollution

The impact on air environmental is a factor of type of vehicle, fuel used and its capacity. The consultant has taken emission factor to estimate the pollution potential on air environment during construction and operation phases. It is also assumed that the quarry site will be closer to the road under construction to save on fuel and emission load on environment. During calculation density of soil and rock is taken as 1800 kg/m3 and 2400 kg/m3 respectively. The vehicle emission factors are summarized in Table 25. Although, in the construction phase, air quality impacts are of short duration, but it does not mean that these should not be considered. Consumption of diesel during construction

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activities will be the principal cause of incremental air pollution. Diesel powered trucks required for the haulage of earth and other construction material and running of construction machinery at the construction yards are the major sources of air pollution.

Table 25: Vehicles Emission Factors

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

The construction materials required for the project are about 163,536 m3 of rock, 178,527 m3 of earth and 5,444 m3 of other construction material. These have to be transported to site and will increase the traffic volume due to the material haulage and other construction activities during the period of major material transport. The air quality due to the movement of trucks will be impacted. These impacts can be minimized by transporting the materials during the off-peak hours. The likely impact on air environment is presented in Table 26. The pollutants emitted during construction period of 12 months are estimated 494.22 tons other than carbon-dioxide. The emission due to transportation of material will be 15.99 gm/second in the atmosphere which will be spread in the district; due to high turbulence in the atmosphere, rainfall, wide spread area and dispersion; the increase in ambient quality of any pollutant will be less than 1 µg/m3 which is insignificant. Table 26: Emission during Construction (12 months)

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

1 CO Tons 95.37 78.08 1.59 175.04 2 HC Tons 5.88 4.81 0.98 11.67 3 Nox Tons 147.83 121.04 2.46 271.33 4 PM Tons 19.71 2.46 0.33 36.18 Source: Consultants Computation Based on Emission Factors

In order to provide an estimate of emissions of air pollutants at the construction yard fuel consumption rates for major construction machinery were estimated. The data on fuel utilization rates of the units expected to be in operation during the road construction are provided in Table 27. During the period of maximum construction activity the fuel consumption at the construction yard is expected to be about 143 litre of diesel per hour.

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Table 27: Fuel Consumption Rates for Construction Machinery

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

The most important pollutant during this phase will be suspended particulate matter. Such deterioration of air quality can be assigned to:  Fugitive dust emission from construction activities like excavation, back-filling and concreting;  Hauling and dumping of earth & construction spoils;  Vehicular movement along the feeder roads or temporary diversions.  Gaseous emission from construction equipment and vehicular traffic. Impacts on air quality will be low and spatially restricted along the immediate site of construction. The above will be operated at different location the impact at a particular site will be insignificant. x) Noise Levels The magnitude of impact during the construction phase will depend upon the types of the equipment used, the construction methods employed and the scheduling of the work. Noise associated with road development affects the environment through which road passes and has four main sources: a) vehicles; b) friction between vehicles and the road surface; c) driver behavior; and d) construction and maintenance activity. Vehicle noise comes from the engine, transmission, exhaust, and suspension, and is greatest during acceleration, on upgrades, during engine braking, on rough roads, and in stop-and-go traffic conditions. Poor vehicle maintenance is a contributing factor to this noise source. Frictional noise from the contact between tires and pavement contributes significantly to overall traffic noise. The level depends on the type and condition of tires and pavement. Frictional noise is generally greatest at high speed and during quick braking. Drivers contribute to road noise by using their vehicles’ horns, by playing loud music, and sudden braking or acceleration. Road construction and maintenance generally require the use of heavy machinery, and although these activities may be intermittent and localized, they nevertheless contribute sustained noise during equipment operation. Construction

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activities are expected to produce noise levels in the range of 80-85 dB(A) at 15 m distance which will decrease with increase in distance. Noise due construction machinery is predicted as presented in Table 28. The noise levels will be with a limit of 55-65 dB(A) at a distance of 100-125 m from construction site. The expected noise levels due to operation of construction machinery at site are summarized in Table 29. The noise levels will decrease with distance.

Table 28: Noise Levels During Construction, dB (A)

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

Table 29: Noise Due to Construction Machinery S. No. Machine Operation Noise In dB(A) 1. Dump Truck Haul 83 2. Compactor Fill 81 3. Dozer Fill 85 4. Excavation by Shovel Cut 87 5. Excavation by Cut 87 Caterpillar Source: Consultant’s Survey

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xi) Loss of Biomass During environmental survey, environmental team has estimated 671 trees likely to fall within the ROW during construction of the project. The loss of biomass is only from non-forest land which has been evaluated and depicted in Table 30.

Table 30: Loss of Biomass

Total loss of trees (Numbers) 153 Average height of trees (m) 5.0 Average girth of trees (cm) 75 Average Biomass/tree (m3) 0.224 Biomass Produced (m3) 34.26 Source: Consultant Computation xii) Encroachment into the Nature Reserves and Wildlife The feeder roads alignment is not passing through any National Park and / or conservation area. Hence feeder road project will not have any impact on National Reserve and its flora and fauna.

5.4.3 Impact during Operation Phase i) Air Pollution The extent of air pollution will depend upon i) the rate of vehicular emission and ii) the prevailing meteorological conditions. The traffic data for the year 2012 and 2022 is available in Chapter 3 (Refer Table 3). The emission factors for vehicles have been used to estimate the ground level concentration near the feeder roads. The Caline4 has been used to predict the carbon monoxide and nitrogen oxides. The results so obtained has indicated that increase in pollutants concentration will not be significant due to less growth of vehicles up to year 2022. Air quality is likely to improve in the initial years after commissioning because of saving of fuel in the vehicular traffic riding on smooth and improved roads with much less interruption. ii) Noise Levels During the operation phase of the road, movement of heavy and light vehicles is expected to give rise to higher ambient noise levels. In order to quantify the project induced noise impacts with respect to existing noise levels, noise monitoring was carried out. It was observed that during the day time the noise levels at all the monitoring locations vary between 35 to 68 dB(A). Assessment of noise impacts due to the project have been carried out using Highway Noise Model based on the guidelines suggested by Federal Highway Administration (FHWA). The details of the model and the model commutations are described below:

L(eq)(hi) = L (OE, i) + 10 Log N(i) + 10 log 15 1+ + s -13 S(i) T D Where,

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L(eq) (hi) : Equivalent noise level at hour(h) for the vehicle type (i) L(OE,i) : Reference mean energy level for (ith) type of vehicle N(i) : Number of vehicles of (ith) class passing in time T ,1 hour S(i) : Average speed for vehicle (ith) class T : Time Duration for which L(eq) is desired (T= 1 hr) D : Perpendicular distance(m) from the center line of traffic lane to observer.  : Absorption characteristic factor s : Shielding factor The vehicular noise emission levels vary significantly with speed. It therefore becomes necessary that speed dependency of the noise emissions for different categories of vehicles should be taken into account. In view of the above, speed related noise levels are considered for prediction. The maximum speed assumed for the present scenario is 40 km/hr. Table 31 shows noise emitted by different vehicle types. The computed results are summarized in Table 32. The results have indicated a maximum increase in noise level to the tune of 9 dB(A) being highest 65 dB(A) on the feeder roads specially in urban area near markets which is moderate. Otherwise in rural area it will be around 44 dB(A) during peak hours.

Table 31: Noise Emitted by Different Vehicle Types in dB(A)

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

Table 32: Projected Noise Level on Feeder Road with Maximum Vehicles

Description Feeder Road, dB(A) Existing Maximum (dBA) 50 Existing Average (dBA) 41 Total Projected (2014) dB(A) 59 Total Noise Exposure, dB (A) 59 Increase (dBA): 9 Impact : None Source: Consultant’s Computation iii) Loss to Flora and Fauna The project is not posing any threat to flora and fauna of the area except cutting of trees. None of these trees are rare and endangered species. iv) Water and Soil Pollution

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The spill of oil, grease and other chemical/ material on road may pollute the soil and surface and ground water. Such spills shall be closely monitored.

5.5 IMPACTS ANALYSIS Checklist is the list of environmental parameters or impact indicators, which the environmentalist is encouraged to consider when summarizing the potential impacts. A typical checklist identifying the anticipated environmental impacts due to the project activities are shown in Table 33. The impacts have been categorized and analyzed in the following manner: i) Nature (positive/negative, direct/indirect); ii) Magnitude (high, moderate, low); iii) Extent/location (area/volume covered, distribution); iv) Timing (during construction or operation, immediate; or delayed); v) Duration (short term/long term, intermittent/continuous); vi) Reversibility/irreversibility; vii) Likelihood (probability, uncertainty); and viii) Significance (local, regional, global)

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Table 33: Impacts Analysis

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

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

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S. No. Activity Potential Impact Nature Magnitude Extent/ Timing/ Duration Reversible Likelihood Significance Location Phase / Irreversible bridges and culvers marshy land xiii) Widening of Road, Loss of Physical No Impact Cultural Resources xiv) Widening of Road, Re location of Negative Low Less area Construction Short Reversible Probability Local Physical Structure Direct Term xv) Construction and Employment Positive Medium Large Construction/ Long Probability Regional operation of road Opportunities Direct Distribution Operation Term Enhancement of Positive Medium Large Construction/ Long Probability Regional Rural Economy Direct Distribution Operation Term /Permanent xvi) Operation of road Reduction in Positive Medium Permanent Operation Long Probability Regional length and travel Direct Term time Enhanced Social Positive Medium Permanent Construction/ Long Probability Regional Interaction Direct Operation Term xvii) Construction of Skill Transfer and Positive Medium Permanent Construction/ Long Probability Regional roads, bridges and Training Direct Operation Term culverts and Operation of road xviii) Side cutting for road Land Slides Negative Low Temporary Construction Short Reversible Probability Local widening Term xix) Construction Workers Safety Negative Low Temporary Construction Short Reversible Probability Local Activities Term xx) Employment of Health Safety Negative Low Temporary/ Construction Short Reversible Probability Local outside labour (Transmission of Permanent Term STD, HIV/AIDA

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

6.1 MANAGEMENT PLANS Conservation, protection and preservation of environment have always been a primary consideration in Rwanda ethos, culture and traditions. In order to meet people’s requirement in transportation sector, up-gradation / modification/ construction of feeder roads are planned which affects the ecology and the environment of project area. The impact due to project on different attributes of environment are discussed and presented in Chapter 5. Management of Environment by provision of necessary safeguards in planning of the project itself can lead to reduction of adverse impacts due to project. This chapter spells out the set of measures to be undertaken during project construction and operation to reduce or mitigate or bring down the adverse environmental impacts to acceptable levels based on the proposed Environmental and Social Management Plan. Mitigation measures are actions that are intended to avoid, alleviate or reduce environmental impacts on the environment.

The most reliable way to ensure that the plan will be integrated into the overall project planning and implementation is to establish the plan as a component of the project. This will ensure that it receives funding and supervision along with the other investment components. For optimal integration of ESMP into the project, there should be investment links for:  Funding,  Management and Training, and  Monitoring. The purpose of the first link is to ensure that proposed actions are adequately financed. The second link helps in embedding training, technical assistance, staffing and other institutional strengthening items in the mitigation measures to implement the overall management plan. The third link provides a critical path for implementation and enables sponsors and the funding agency to evaluate the success of mitigation measures as part of project supervision, and as a means to improve future projects. For every issue discussed for above measures, the implementing agency as well as staffing, equipment, phasing and budgeting have been presented as far as possible. All required funds will be channelled through the executing agency. The mitigation measures are set forth to maximise positive impacts and minimise negative impacts as a result of the proposed feeder roads. The following general mitigation measures will be applied:  Cut material shall be temporarily stored along the road side to prevent eroding into the streams and it will be reused in the road levelling activities.  Stabilization of road sides quarry and borrow areas by replanting the trees to minimize erosion;  Rehabilitation works are recommended to be implemented during the dry season;

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 Excavated areas should be restored immediately after excavation to limit the exposure of loose soils, thus minimizing soil erosion;  Land clearing should be limited to only those areas necessary for the road rehabilitation and upgrading of the project;  Installation of silt catch basin/ trap and oil and grease interceptor to avoid water pollution;  Cross drainage works at regular interval in flood prone areas with adequate size to meet flood requirements specially minor bridges;  Provision of water supply and sanitation facilities in construction camps; Provision of covered trucks from top carrying earth to avoid air dust pollution;  Disposal of solid waste generated from construction activities as construction spoils and domestic solid waste from house activities; and  Tree plantation on side of feeder roads especially on valley side to reduce erosion and accidental risks, etc.

6.2 PROPOSED MITIGATION MEASURES IN DIFFERENT PROJECT PHASES Based on project description Chapter 3, Environmental Baseline Data Chapter 4 and Environmental and Social Impacts Chapter 5, it is proposed to prepare the environmental and social management plans to mitigate or reduce negative impacts. Based on impacts, the environmental and social management plan has been prepared by adopting mitigation measures for negative impacts, and are presented for different phases in Table 34.

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Table 34: ESMP Describes the Impact and Mitigation Measures in Different Project Phases

S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency/ (Rwf) Responsibility i Loss of crops, Compensate for property loss, crop loss and Compensation Local District Will be vegetation, structure loss; All affected families will be should occur in line Authority and reflected in structures expropriated according to Resettlement Action Plan with the RAP and RFRDP of RAP (homesteads) and and the provision of Rwanda Expropriation Law before construction MINAGRI trees. (15 families will commences be losing house) ii Loss of Land or Compensate for loss of land; All affected families will Compensation Local Authority Will be change in land use or be expropriated according to Resettlement Action should occur in line and RFRDP of reflected in Land Acquisition of Plan and the provision of Rwanda Expropriation Law; with the RAP and MINAGRI RAP Houses, Agriculture before construction and Borrow areas commences Quarrying sites shall be identify well in advance; Planning Stage Executing - Quarry shall not be done near surface water; Before Construction agency/ consultant/ contractor iii Impact on Landscape Development of the designs for the bridge must be Planning and Executive Project and Aesthetics compatible with the slope angles of the surrounding Design agency/ Consultancy environment. Consultant/ cost Roundabout and junction merger with slopes shall be Contractor compatible with geometry and technical requirements iv Failure of advance Selection of camp sites must be done in consultation Before and During Executive Project planning for contractor with the local authority and local people. Necessary Construction agency/ Consultancy caps infrastructure facilities shall be provided consultant cost

v Impact on Physical Physical cultural resources shall be avoided and Before Construction Executive Consultancy

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency/ (Rwf) Responsibility and Cultural protected with wall and/ or fencing and avoid by Agency/ Local Cost Resources adjustment of alignment, Chance find approach, Authority, protection and treatment of archaeological artefacts Consultant discovered vi Soil Loss/ Soil Erosion Create contour drains during construction; During the Contractor Contract cost Soil Erosion Management strategies to including reconstruction vegetation and bunds; Soil works shall be stopped during rainy season; Protection of erosion risk zone by bio engineering measures; Sides of drainage channels shall be planted with grass or stone pitched; Silt catch basins or Silt traps shall be put along drainage systems; and Exposed soil should be avoided during rainy season and reused as soon as possible. vii Soil Pollution All waste will be collected and disposed to approved During Construction Contractor Contract waste disposal sites Cost POL shall be stored in specified quantities and at identified locations viii Disruption in Drainage Provide cross drains as per standards; During Construction Contractor Contract Pattern due to road Backfilling and leveling of the borrow pits to prevent and Immediately Cost works and borrow area water Percolation and accumulation after Construction

ix Road Side Drains The roads cross and side drainage systems shall be During Operation Local Authority Monitoring periodically checked and cleared so as to ensure costs adequate storm water flow.

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency/ (Rwf) Responsibility x Loss of Soil Fertility Avoid heavy machinery on agriculture / productive During Construction Contractor Contract soils; Cost Store top soil and replace/ re-use on completion of works xi Water Pollution Area need less cleaning shall be preferred for stock During Construction Contractor Contract cost piling; Avoid/ control spilling of oil, grease and paints; Construction Spoils shall be disposed at specified site; Prevent the wastewater from construction site entering into water resources xii Water Pollution Contingency plans for cleanup of spills of oil, fuel, During Operation District Authority Monitoring and toxic chemicals Phase costs xiii Health Risk Proper Sanitation, Health Care, Solid waste During Construction Contractor Contractors disposal,, adopt disease control measures and provisions employ local man power xiv Air Pollution Construction plants and equipment shall meet During Construction Contractor Contract emission standards and will be maintained and Cost operated in a manner that ensures relevant air discharge regulations. xv Air Pollution (Dust) Water should be sprayed during construction phase, During Construction Contractor Contract After the compacting sub base, water spraying Cost should be done at regular intervals to prevent dust. Vehicles delivering materials should be covered to reduce spills and dust blowing off the load. Hauling trucks shall maintain a speed of 40 km per hour

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency/ (Rwf) Responsibility xvi Air Pollution (Dust) Replace roadside trees lost due to construction and During Operation RDB and REMA EMP Cost encourage new plantations; Enforce Pollution Under Control (PUC) Programs and educate the public about regulations on air pollution. Monitoring air pollution at critical points xvii Air pollution by Regular maintenance of construction vehicles and During Construction Contractor Contract exhaust fumes and equipment in order to reduce emission of exhaust Cost dust from excavators, fumes. bull dozers, graders as well as site clearing) xviii Noise Pollution Reconstruction and rehabilitation of road should be During Construction Contractor Contractors confined to the project site. Provisions Noisy activities to be scheduled to occur within prescribed normal working hours Working hours limited to day time only;. Wearing of ear plug working on noisy area; and Quarrying shall not be done nearby communities xix Noise Pollution The use of sound barriers or other measures should During Operation District Partly EMP be considered where warranted. The public will be Authority/ Cost educated about the regulations of noise from vehicles Feeder Road Project xx Loss of Bio Mass Less vegetated areas shall be preferred;. During Operation District EMP Budget Careful site planning and less cutting of trees; Authority/ Compensatory Re-forestation. Feeder Road Tree plantation on all roadside as enhancement Project measure; xxi Increase in Water Workers camp shall be provided treated water: During Construction Contractor Contract Demands Use River / Stream water for construction works; costs

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S. No. Impacts Mitigation Measures Time Frame Implementing Budget Agency/ (Rwf) Responsibility Exploitation of water sources for rehabilitation works shall be done with consent from the local community and shall not prevent the normal use of the water or the contractor shall find where water are not used by local community xxii Health Impacts There shall be provision of education both to the local During Construction Contractor Contractor community on STDs and HIV/AIDS using aids such costs as pamphlets, talks, etc. xxiii Accidents (Safety) New buildings should be prohibited within 20 m from During District Contract the edge of carriageway. Construction/ Authority/Local Cost Signage and Signals, speed humps and safety Operation Police guards (at pick time) near schools, hospital, trade centre etc, may be put in place. xxiv Soil Erosion Borrow pit Quarrying shall be carried from designated quarries During Construction Contractor and Contract cost sites only. Before opening additional borrow pits, Implementing operating pits shall be closed; and Agency Quarrying shall be done in conformity to the Mine Law xxv Worker Safety Workers shall be provided with helmets at work site, During Construction Contractor and Contractor those working on excavator etc shall be provided with Implementing cost ear plug, job rotation and labour working in dusty Agency environment shall be facilitated with musk, for electrical workers and swampy area the gum boots shall be provided.

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6.3 SPECIFIC ISSUES AND ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN i) Road Embankments All necessary actions will be taken to ensure embankment stabilisation, including the selection of less erodable material, and good compaction, particularly around bridges and culverts. Contract documents will specify that final forming and re-vegetation must be completed as soon as possible following fill placement to facilitate regeneration of a stabilising ground cover. Embankment slopes and road cuts are required to be stabilised by re-vegetation with unpalatable (grazing resistant) plant species, placement of fibre mats, or other appropriate technologies. Installation of drainage structure and rising of road formation level may create bare slopes that will be stabilised before the onset of the monsoon. Discharge zones from drainage structures will be furnished with riprap to reduce erosion when required. Down drains/chutes will be lined with rip-rap/masonry or concrete to prevent erosion. Construction in erosion and flood prone areas will be restricted to the dry season. ii) Soils Erosion due to Land Clearing Since the proposed feeder roads will be reconstructed on existing ROW. The land likely to be acquired is the agriculture land. The entire stretches of the alignments are subjected to erosion of varied degree. This area shall be treated through environmental measures. Mitigation measures include careful planning and timing of cut-and fill operations and re- vegetation. Turfing will be provided on the banks of embankment. In general, construction works shall be stopped during monsoon season. Cost involved to prevent erosion has been included in the actual construction cost. iii) Quarries and Crushers

It is appropriate to give consideration to the environmental implications in selection of quarry sources since poorly run operations create dust problems, contribute noise pollution, ignore safety of their employees, or cause the loss of natural resources. To ensure adequate mitigation of potential adverse impacts, only licensed quarrying operations are to be used for material sources. Efforts should be made to use material commonly found along the roadway as a construction material. iv) Borrow Pits Borrow areas will be located outside the ROW. Borrow areas shall preferably be selected from high land and/or waste land. Although locations of the borrow areas are negotiated between contractor and landowners. The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner to the satisfaction of the Supervising Engineer, is required before final acceptance and payment under the terms of the contract. All the borrow areas will be properly dressed maintaining drainage to outwards. The side slopes shall be provided with turfing. Topsoil from the opening of borrow pits from agriculture land shall be saved and reused in re-vegetating the pits to the

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satisfaction of the Engineer/land owner. Additional borrow pits will not be opened without the restoration of those areas no longer in use. v) Water Quality Proposed project will not alter the existing water quality on a permanent basis, but during the construction phase extent of surface runoff and silt load may increase giving rise to a negative impact on receiving natural bodies especially the marshy, streams, and rivers. The water will be consumed/ utilized and not likely to pose serious water pollution problems. However, additional water supply provision needs to be made in water supply system. To prevent the water pollution from the construction site following measures will be taken:  Silt fencing to prevent sediments from the construction site into the nearby water resources;  Sedimentation chamber to remove the sediments from road side runoff to avoid entry in nearby water courses;  Oil interceptor for the removal of oil and grease from point sources during construction as well as during operation. vi) Cross Drainage Adequate sizes of drainage structures at regular intervals in flood-prone areas and at crossing points (e.g. intermittent streams) are essential. Adequately sized drainage channels to accommodate 25-year flood in the case of culverts and minor bridges and 50- year floods in the case of major bridges may be established for design purpose. Downstream slopes will be stabilized with concrete, or walls to avoid erosion. Water Supply and Sanitation: Water supply will be needed both for the labour camp and for construction activities. In addition public health facilities, such as sanitation and toilets will be required in contractor’s camp. Water supply provision may be made at 70 litres of water per day per person for such locations. Water should be treated well before use and should be brought up to drinking water standards. It is recommended that water should be treated by conventional water treatment process like sedimentation, filtration and chlorination so as to render it safe for drinking and other purposes. This will help in reduction of water borne diseases among the labour force. Collection and safe disposal of human wastes are among the most critical problems of environmental health. Individual sewerage disposal system by way of septic tank could be adopted for sewage from contractor's Labour Camp. The capacities for septic tanks serving individual dwellings are indicated in Table 35. It will be the responsibility of the contractor to provide proper water supply and sanitation facilities.

Table 35: Capacity of Septic Tanks for Individual Dwellings

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

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vii) Air Quality

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

 It should be made compulsory by government authorities for all vehicles to adhere to the engine maintenance schedule and standards to reduce the air pollution due to vehicular emissions.  Planting of trees all along the road can reduce 30% of the concentration of pollutants at ground levels. It is therefore recommended that the area available along the project road should be used to develop green belt.

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viii) Noise Quality Noise is also important for the construction and operational phases. During the construction phase, there would be an increase in ambient noise levels due to construction machinery operation and movement of construction vehicles. Following mitigation measures may be adopted:  Construction yard shall be established at least 200 m away from any residential area. This will allow the noise to attenuate.  Special acoustic enclosures should be provided for individual noise generating equipments. Enclosures may be provided by way of noise shields, which can, be either brick masonry structure or any other physical barrier which is effective in adequate attenuation of noise levels. A 3 m structure made up of brick and mud with internal plastering and of non-reflecting surface will be very effective in this regard.  Noise measurement should be conducted during construction to assess the prevailing noise levels. Earplugs should be provided to those workers who will be working very close to noise generating construction machinery.  The exposure of workers to high noise levels especially, near the construction site needs to be minimized during construction period. This could be achieved by: Job rotation, Protective devices, Noise barriers. Stationery construction equipment should not be located near human habitation in particular schools, hospitals and institutions.  Noise levels from loading and unloading can be reduced by usage of various types of cranes and by placing materials on sand or on the beds of sandy bags.  Use of noisy construction equipment should not be permitted during night hours near residential areas or sensitive areas. For sensitive receptors noise levels may exceed the ambient noise standards specified by WHO. Mitigation at these locations will include the posting of signs prohibiting the use of horns, and to the extent possible, landscape plantings to serve as noise barriers. The effect of noise can be reduced considerably by the combined effect of sound insulating walls and green barriers. ix) Tree Plantation in the ROW A generous program of compensatory reforestation is proposed not only to replace the trees which must be cut to accommodate alignment widening and improvements in geometric, design required to meet safety standards, but also to upgrade the condition of adjacent areas. The project will contribute positively to the conservation of bio-diversity by adopting an aggressive approach with plantings to replace trees removed. There are about 184 trees which need to be either cut or trimmed along the alignment. Felling of trees should be carried out carefully, so that the spots which are exposed due to felling should not give the shabby looks. Fire should not be used for cleaning operations as it may cause fire hazards. It is proposed to plant saplings, triple the number of trees to be removed. Approximately 459 number if saplings shall be planted. Cost of saplings for 3 years maintenance,

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inclusive fencing in order to save the saplings from the animals are included. Plantation of trees is desirable as it attenuates the noise and air and adds to the aesthetics. In addition to these, effort needs to be made to plant trees at an interval of 10 m on valley side on completion of the work along the road alignment. Hence about 16,200 trees are proposed to be planted as an environmental enhancement measures. The objective of the tree plantation programme should be to develop natural areas in which ecological functions could be maintained on sustainable basis. Therefore the planting of miscellaneous indigenous tree species should be applied. The recommended tree species are given in Table 36.

Table 36: Trees for Plantation/Compensatory Re-forestation

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

x) Human Health and Safety The Project will have no significant impact on disease transmission or other health factors. Positive health impacts will include improved access to health care facilities and quicker response time in emergency situations. No additional mitigation actions related to health are warranted. Mitigation related to potential safety impacts will include improved road standards, and improved signage. The construction camps will be fenced off using chain-link fencing to prevent unauthorised entry. Chain link is commercially available in rolls and can be raised on site along the perimeter of the construction camps, vehicle- parking areas and any other areas where temporary enclosure is required. The chain-link fencing will ensure that visual continuity is intact. The road safety measures are essential both in construction and operation phases. The mitigation measures include:  Adhere to speed limits;  Wear helmet while driving two wheeler; and

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 Display signage on road indicating the problem. Efforts need to be made to employ local labour to avoid the transmission of STD, HIV/AIDS. In addition the manpower shall be treated for these disorders before employment to avoid further risk to fellow workers. xi) Hill/ Mountain Side Environmental Conservation The hilly landscape in the project area, slope erosion by runoff is serious risk to any investment in the roads development sector. The Government and private land owners already have soil conservation measures in place. But with the widening of road some disturbances are likely to take place. This may create landslides. Hence following measures are recommended:  Cutting road side hills should be minimum,  Focus on implementing a comprehensive soil erosion control practices all along the road in hilly landscape in order to fight against erosion;  The erosion control measures currently being implemented include constructing anti-erosion structures (bench terraces and drainage system) along the steep slopes;  The outfall of the drainage shall also be looked into while designing the drainage.  The valley side of the road shall also be protected by environmental enhancement measures such as plantation of trees, rip-rapping and grass soling. xii) River and Marshland Protection The feeder roads are crossing at number of places through marshland and river zone. These are likely to be effected due to water pollution and physical disturbances during construction. Following measures may be adopted for protection of these resources:  The minor and major bridges shall be constructed to accommodate the 25 and 50 years floods; otherwise it will accelerated sedimentation and clogging of the marshland during the rainy season  During construction the work of foundations may be separated from the stream flow by creating the construction enclosure;  The all side of embankment should be protected by stone pitching, grass soling or riprap methods to avoid erosion as soon as construction work is over. xiii) Fuel Provisions in Contractors Camp The contractor shall provide the cooking gas in the contractor camp to reduce pressure on the cutting of trees from the area. However, it will be appropriate to employ local labour on site. This will also decrease the fuel requirements in the camps.

6.3.1 Restoration of Facilities The facilities available on road side and/or right of way are reported in chapter 4. The electrical pole and water tanks need to be shifted out of ROW. However efforts shall be made that during construction that these civic facilities such as water supply and sanitation, electricity supply should remain in operation.

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In addition safe passage shall be provided by creating appropriate diversions to schools, churches, mosques, health centres and memorial sites. It will be appropriate if people can be deputed to help in crossing at these sites.

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

6.3.3 Environmental and Social Management Issues in Tender Document In order to have environmental and social compliance and also physical cultural resources, it is proposed to include the following in the tender document:  Contractor shall establish the machinery yard and labour camp on location/ place approved by RFRDP; the contractor have to make his own arrangements for water supply, sanitation, solid waste management, health check up, canteen, fuel and light;  Contractor shall use approved quarry and borrow pits for construction material and close these as soon as work is over; the exposed surface likely to be eroded may be brought in the notice of resident engineer;  The machinery and vehicles shall meet international noise and emission standards; the oil and grease spill shall be collected for safe disposal to avoid water and soil pollution;  The sites and work place should not pollute the water sources, protect trees forests, ecology and physical cultural resources; relocate the civic facilities and provide guidance for diversions if any;  The environmental management plans / items shall be conducted as specified in the Bill of Quantities;

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 The site monitoring shall be conducted as specified in the bill of quantities along with required frequency, the results of monitoring shall be keep for record and shall be submitted to RFRDP in quarterly report;  The PCR Management shall also be included in the document along with the conditions such as ‘chance find’ and authority to be informed such as Genocide Commission;  The contractor shall extend the facilities to his employees as indicated in section 6.6.

6.4 COST OF ENVIRONMENTAL MANAGEMENT PLAN The cost of environmental management plan has been estimated based on available schedule of rates or market rate in the area which has been surveyed / discussed during field visit and public consultation. The environmental management costs are available in Table 37.

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

6.5.1 Organization and Staffing for Implementation of ESMP The World Bank is the financier of the project including monitoring and evaluation of the implementation of the ESMP within the budget of Rwanda Feeder Road Development Project (RFRDP). The main role of the Bank is to ensure that compliance is achieved as per the requirements of the ESMP. Ministry of Agriculture and Animal Resources (MINAGRI) through the RFRDP is the lead agency in the implementation of this ESMP and the project. The role of the RFRDP is to implement mitigation measures, building the capacity of other actors in SPIU, and in environmental management. The SPIU co- ordinator will be the focal point for training in RFRDP and will liaise with the ministry of agriculture and animal resources for technical support. The capacity building activities should be through hands-on experience approach. The project should establish one capacity building road which will act as the field school. The role of MINAGRI will be to ensure that the roads, bridges and drainages are constructed according to the specifications of international technical and safety standards.

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Table 37: Bill of Quantities and Cost Estimates for Environmental and Social Management Plan

S.No Impact Description Unit Quantity Frequency Rate Total (RWF) A Compensation For Loss 1 Loss of Land, Crops, Agro forestry, and Included in Trees RAP B Mitigation Measures 2 Compensatory plantation Number 459 Up to Three Years 5,000 2,295,000 3 Borrow Area Management ha 13.9 Plantation & Up to 3 650,000 9,035,000 years Management 4 Water sprayer/ Watering for dust km 162 As and When 50,000 8,100,000 suppression Required 5 Sewage disposal during construction Number 50 5 on each road 300,000 15,000,000 (Septic Tank & Soak pit) 6 Health Facilities Number 500 One Year 10,000 5,000,000 7 Solid Waste Container and Disposal Number 50 One Year 40,000 2,000,000 8 Valve Chamber (60x60x75 cm) Numbers 14 once 60,000 840,000 9 Replacement of Water Pipe m 48 Once 3,300 154,400 10 Replacement of Valve Numbers 28 Once 30,000 840,000 11 Wall Boundary (church, Mosque, m 130 Once 66,000 8,580,000 Memorial) 12 Partition / Fencing between school & M2 60 30,000 1,800,000 Road

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S.No Impact Description Unit Quantity Frequency Rate Total (RWF) 13 Sign / Indication Panels Nos 44 66,000 2,960,000 Sub-Total 83,244,400 C Enhancement Measures 13 Tree Plantation on Road Side for Number 16,200 Plantation & Up to 3 5,000 81,000,000 Enhancement Measure years Management 14 Protection, preservation, landscaping, LS 20,000,000 riprap & horticulture Sub-Total of C 101,000,000 Total (A+B+C) 184,244,400 Contingencies (10% of A+B+C) 18,424,440 TOTAL 202,668,840

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MINAGRI has the required capacity to conduct and implement the environmental and social management plans and monitoring programs. The project is spread in four districts in three provinces. The provinces and district also have in their core staff the environmental and social safeguard officer. In addition, the Resident Engineer will add to the capacity to manage the processes in the plan. In case required, expert opinion should be sought from government agencies or specialist consultants. Moreover a contractor firm will be constructing the project and their capacity in the area may be utilized. The ESIA has made provisions for training and the individual capacity may be enhanced through specialized module in the required field. MINAGRI will designate one of its officers to act as Environmental and Social Safety Officer (EO), to formally address environmental and social issues on a routine basis, who will have an oversight of environmental aspects of the construction contracts, including the enforcement of all monitoring provisions, the locations of construction and labour camps, etc. Before the commencement of construction, the designated EO will receive training in the environmental and social issues associated with road construction and maintenance projects. The designated EO will further organise the training. The main duties of the designated EO will include:  Review of bids to ensure their adherence to the environmental and social specifications and the requirements of the Environmental and Social Management Plan (ESMP).  Collection and dissemination of relevant environmental documents including amendments to environmental protection acts issued by REMA.  Co-ordination with government departments on environmental and social issues and obtaining the necessary clearances from the regulatory authorities.  Monitoring the environmental aspects during construction to ensure that the environmental requirements of the contract and the mitigation measures proposed in the ESMP are implemented.  Supervising contractors and preparation of environmental and social input to the quarterly progress report.

6.5.2 Environmental and Social Training The training program will cover measurement techniques in the field, tools for the prediction of pollutants, reforestation methods and procedures, conservation of water bodies including marshy lands, etc. Rwanda Environmental Management Authority, Rwanda Bureau of Standards and Rwanda Development Board may be consulted for such training. Immediate short-term training will be required for the Project in-charge and designated Environmental Officer to raise the level of environmental awareness. The training institutions in Rwanda such as National University of Rwanda (NUR) and the World Bank’s Economic Development Institute (Environment and Natural Resources Division), conducts regular training and access to their resources may be sought. The need for additional and specialised training will be examined and appropriate training will be undertaken as required. Training of personnel to be deployed on the proposed project during construction and operation, with regard to environmental requirements should be

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Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Rwamagana in Rwanda - Project ID: P 126498 the integral part of the planning. The project authority should be asked to submit a detailed programme for training of personnel and implementation with regard to the environmental requirements. Apart from the training, such programme should include guidelines for safety, methods of disaster prevention, action required in case of emergency, fire protection, environmental risk analysis etc. Capacity to quantitatively monitor water sediments or turbidity (by suitable portable test equipment) and noise is always advantageous, but monitoring will primarily involve ensuring that actions taken are in accordance with contract and specification clauses, and specified mitigation measures. Some awareness training will be provided to the contractor personnel to ensure that this occurs effectively. The provision of training has been made in cost estimates for environmental training (Refer Chapter 8).

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

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

6.5.5 Implementation Schedule The most important aspects of the implementation are the appointment of the Environmental Officer to oversee the implementation of the environmental mitigation measures incorporated in the design and contract specifications. Development and delivery of an environmental training program for selected staff and Project coordinators responsible for overseeing the construction contracts can commence immediately 105 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Rwamagana in Rwanda - Project ID: P 126498 thereafter. This will be an ongoing process. Contracts will be awarded over a period of time stretching over many months. Schedule for Implementation of Environmental and Social Management Plan (EMP) is given in Table 38.

Table 38: Schedule for Implementation of ESMP

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

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

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 It is necessary to check the noise generated during construction. The equipment and vehicles should be in good working condition to allow for minimum generation of noise.  The occupational noise levels during 8hr work shift should not exceed 85 dB(A). The public exposure should be limited to 55 dB(A) during day time(6AM - 9PM) and 45 dB(A) during night time (9PM - 6AM)  Use of electrical equipment should be preferred over pneumatic ones in order to minimize noise generation,

First aid: At every workplace, a readily available first aid unit including an adequate supply of sterilized dressing material and appliances will be provided. Workplaces remote and far away from regular hospital will have indoor health units with one bed for every 250 workers. Suitable transport will be provided to facilitate taking of injured or ill person (s) to the nearest applicable hospital.

Setting up of Construction site: The contractor may follow the guidelines to identify the location of the construction equipment site.  A minimum of 1 km away from any major settlement or village,  A minimum of 300 m away from major surface water course or body,  On non-agricultural lands, as far as possible, and  Safety measures to Workers during construction. Risk from Operations: The implementing agency is required to comply with all the precautions as required for the safety of the workmen. The contractor will supply all necessary safety appliances such as safety goggles, helmets, masks, etc., to the workers and staff. The contractor has to comply with all regulation regarding safe scaffolding, ladders, working platforms, gangway, excavation, and trenches. Workers Camps: All temporary accommodation must be constructed and maintained in such a fashion that uncontaminated water is available for drinking, cooking and washing; Adequate washing and bathing places shall be provided, and kept in clean and drained condition; Construction camps people shall be adequately provided with health care; drains and ditches should be treated with bleaching power on a regular basis. Shelter at Workplace: At every workplace, there shelter place shall be provided free of cost, for meals and for rest, separately for use of women labourers. The height of shelter shall not be less than 3 m from floor level to lowest part of the roof. Sheds shall be kept clean and the space provided shall be on the basis of at least 0.5 sq. m per head. Canteen Facilities: A cooked food canteen on a moderate scale shall be provided for the benefit of workers wherever it is considered necessary. The agency shall conform generally to sanitary requirements of local medical, health and municipal authorities and at all times adopt such precautions as may be necessary to prevent soil pollution of the site. Day Creche Facilities: At every construction site, provision of a day creche shall be worked out so as to enable women to leave behind their children.

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6.7 ALTERNATIVES The feeder roads are passing through villages, and close to schools, churches and memorials at number of places. Such sections shall be reviewed during detailed engineering. In addition, the feeder road sections also need to be reviewed at the locations where feeder roads are merging with other feeder roads or with national Road and passing through villages. The memorials and churches shall be protected as reported in Part II. The feeder roads are passing through villages and schools and need review are : i) Runyinya – Nyagasambu (School at 2.7 km). ii) Nzige – Karenge Road (School at 5.1 km). iii) Kadasumbwa – Gasabo (School at 11.5 km). . 6.8 DISCLOSURE OF ENVIRONMENTAL AND SOCIALSAFEGUARDS INSTRUMENTS The Ministry of Agriculture and Animal Resources will disclose this Environmental and Social Management Framework by making copies available at its head office and in District / Sectors/ Cell where project is situated. The copies shall also be made available to the local government’s agencies, the Environmental and Social Group and other stakeholders. The Government of Rwanda will also authorize the World Bank to disclose this ESIA and ESMP electronically through its InfoShop

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7. PUBLIC CONSULTATION

7.1 PUBLIC CONSULTATIONS AND PARTICIPATION Public participation and community consultation has been taken up as an integral part of social and environmental assessment process of the project. Consultation was used as a tool to inform and educate stakeholders about the proposed action both before and after the development decisions were made. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted. This participatory process helped in reducing the public resistance to change and enabled the participation of the local people in the decision making process. Initial Public consultation has been carried out in the project areas with the objectives of minimizing probable adverse impacts of the project and to achieve speedy implementation of the project through bringing in awareness among the community on the benefits of the project.

As part of the project consultations, efforts were made to consult with the public as well as a number of local authorities, to determine their thoughts, opinions and feedback on the impact of the rehabilitation of feeder roads in Rwamagana District. Information and comments collected from the public early in the study process were of use. Different stakeholders were consulted to give them the opportunity to express their views and concerns. As part of the process, they were also provided with relevant and sufficient information on the project prior to its start - up. These stakeholders include the central and local authorities, as well as the population so as to determine their thoughts, opinions and feedback on the impact of the project in Rwamagana District. Socio-economic information was obtained during informal meetings with local authorities during the field visits as well as the information obtained from field survey. Significant efforts were made for the sake of reaching as many people as possible. For this purpose, the strategy of reaching people in public works known as “UMUGANDA25” was mainly exploited. This public consultation was held in Nzige Village, on 30th August 2013.

7.1.1 Stakeholders Involving stakeholders through participatory direct or indirect consultations is central to completion of the EIA. Therefore, during the public consultations and disclosure of information, various groups of stakeholders were consulted. The stakeholders were those who have an interest in the project, and who will be involved in the further consultative process. The main groups of stakeholders met are:  Project Affected Persons (PAP);  Local authorities;  Community People and Road Users’ and  Churches and cooperative leaders During the consultative process, beside the local authorities and ordinary population (mainly PAPs), other social organizations were also invited to attend the communication

25 Umuganda : Is a traditional practice, through which citizens living in the same Village, Cell, Sector with local authorities meet in public work. This is carried out every last Saturday of the month. 109 | P a g e

Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Rwamagana in Rwanda - Project ID: P 126498 meetings. They are church leaders, local cooperative leaders, local medical staff, and local police and army representatives. The public consultation for ESIA, RAP, and PCRMP was conducted at the same time. The photographs of public consultation are available at the end of this chapter while people who participated in the discussion are listed in Annexure while signed attendance list of people participated in public consultation is presented in Annexure 7.

7.2 PUBLIC PARTICIPATION – METHODS AND PROCESS During these consultations, the communities were explained about the project, its benefits, social and environmental impacts. The participants were encouraged to (i) be open and make known their concerns and claims. The presentation highlighted the project background, objectives, expected upcoming activities, social economic information, and environmental information. Moreover, the consultants explained that land would need to be taken and that this would be managed via a resettlement action plan and that compensation would be paid for losses. The people contacted are reported in Table 39 :

Table 39: Authorities Consulted in Rwamagana District

S.No Names Function

1 Vice Mayor Professional in Charge of Economic Development

2 Executive Secretary Rwamagana District

3 Project Affected People and Others From Settlements (over 100 in Number)

The salient feature of the meeting is presented below: i) Views from the Vice Mayor in charge of Economic development The Vice Mayor in charge of Economic Development of Rwamagana District fully supports the “Feeder Road Project”. In her remarks during the public meeting session, she stated that “ It is with pleasure to have this kind of project in our District” She argued that “the rehabilitation of these feeder roads will certainly bring positive impact to our people” The benefits expected Improved conditions of transporting goods and people; (ii) Opening up of the hinterland and improved access to basic socioeconomic infrastructure; (iii) Creation of direct and indirect employment during the road construction, operation and maintenance phases; (iv) Reduced risk of landslides and erosion thanks to the reinforcement and monitoring of embankments; (vii) Added value of land as a result of improved accessibility; and Improved security around schools along the road. She finally urged the people to well come the project, and for the PAPs that they should not worry, as laws are there to protect them.

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Environmental and Social Impact Assessment for Selected Feeder Roads in the District of Rwamagana in Rwanda - Project ID: P 126498 ii) Views from the Executive Secretaries of Sectors and Cells In line with the Vice Mayor, Executive Secretaries acknowledge the huge benefits that they expect from the rehabilitation the feeder Roads in Rwamagana District. They urged the participants to welcome the project as it brings benefits to them. People should participate in the implantation and the protection of these socio economic infrastructures. People’s participation has to be observed in the rehabilitation, as they will the first to given jobs. They reminded the participant the compensation law and practices. iii) Consultative Meetings with community The meeting was held after the Community works “ Umuganda”. Approximately 150 people attended the meeting; 20% or so were women. The main objective of the public consultations was to gather information on their concerns, perceptions, reactions and fears of the livelihood changes to be brought about as a result/consequence of rehabilitation of feeder roads in Rwamagana District. The specific objectives are:  Create awareness of the project especially;  To obtain stakeholders (District, Sector and Cell leaders)‟ responses, feedback and concerns on the project;  To obtain socio- economic and environmental information on the community. After the presentations, the community was given opportunity to give their views, comments and queries. Different community problems were addressed during the meeting in which the local participants expressed repeatedly their main concerns as follows:

 Road safety issues;  Lack of jobs and income generating activities  Very poor road conditions in some villages;  Lack of sidewalk;  Narrow local roads and so on. Any comments or questions raised by stakeholders were responded to by and recorded. Employment opportunities in jobs associated with the rehabilitation of feeder roads was a theme brought up in the meetings. The consultant explained that positive and negative impacts of the project on people and the environment will be analysed such as air pollution, dust, influx of people, employment, traffic, road safety, the consultant team highlights that the project will follow government policies in protecting the population. All the participants confirmed that they appreciate the feeder Road Rehabilitation Project. The project received high degree of acceptability in that rehabilitation of the road will boost local economy due to increased usage of the road hence more exposure and increased benefits as more people would be passing through the road and in a way increase trading opportunities.

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7.3 FINDINGS FROM PUBLIC CONSULTATION MEETING The data obtained from public consultation and views as well as concerns from different stakeholders are given in details in Table 40.

Table 40: Summary of Public Consultation in Nzige Sector of Rwamagana District

S. No. Gender Question/comment Response and how addressed in ESIA 1 Male The project is genuine and The consultant team suggested that they will very good for us, but how make a list of people affected, and apply the about the loose of land, rules and regulation in line with compensation crops, houses, etc The RAP will investigate these losses. 2 Male Raised problem of water With the local authorities, the team explained conservation and that the project does adhere to the suggested the construct of requirement of environment protection, but dames to allow further the issue of Dame construction can be water use observed by local authorities. 3 Male Raised the issue of The consultant team explained that local employment, he suggested people will be involved in the employment, that the local people should especially those with skills. But those with no be the first ones to be skills will be taken as manpower in the project employed project. implementation. 4 Female Normally projects help The project will benefit all people and it needs vulnerable people, people people with the ability to work on the project with disabilities. This as well. The entitlements matrix contains project is not doing that. allowances for vulnerable people to nominate a member of their household to take advantage of the project benefits ion their behalf. 5 Male The project is good, people The project team explained that the are happy with it. What rehabilitation of road will use material about the material to used available in the district. The implementation of in rehabilitation (Stones, or the project will be done according to Feeder macadam)? roads standards 6 Male Wishes to speed up the This is likely to occur. road rehabilitation (project) 7 Female Comment – If I lose my The team explained that the employment land, will you employ me for does not replace the compensation process my survival? prescribed by the law. The assured the projected affected people, that they will be compensated in line with the law. 8 Female Can anything be done to No particular benefits are given to vulnerable help people get jobs, such people and people with disability. The kind of as weaker or disabled job which is executed in the project require people? physical energy where people with disability may have difficulty to accomplish. 9 Male Concern about the speed of The team with local Authorities stated that vehicles, they are noisy and they will consider this concern they wished to dangerous. Police should reduce noise impacts on people. be used to monitor speed. 10 Female Concern about noise dust The consultant explained that with the and accidents may improvement of road these will also improve.

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increase Source: Primary data genereted through public consultation, August 2013

7.3.1 Focus Groups Discussions (FGD) Focus groups are useful in obtaining a particular kind of information that would be difficult to obtain using other methodologies. A focus group typically can be defined as a group of people who possess certain characteristics and provide information of a qualitative nature in a focused discussion. Focus group discussion provides the opportunity to stimulate discussions and interaction between a small group of people from a similar socio cultural background. This enables the consultants to have a diversity of ideas related to the topic. The consultants carried out a FGD on Saturday 31/8/2013 after public consultation. They met 7 people among them 4 women and 3 men. Those 7 people did not attend the previous consultation meeting. The general purpose of the FGD was to:  To explain them about the project;  To hear their views on the project.

The comments or questions raised by the group were discussed until they were satisfied with the level of information provided. Key issues discussed were similar to those already voiced during the community Consultation Meetings. All those who attend the FGD welcomed the project but their main concern was the loose of their land and crops.

A Photographic View of Public Consultation

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8. ENVIRONMENTAL AND SOCIAL MONITORING PLAN AND COSTS

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

Table 41 summarizes the above monitoring program. The bills of quantities (BOQ) have been prepared for environmental and social management plans along with costs involved are presented in Table 42.

8.2 TOTAL ENVIRONMENTAL AND SOCIAL MONITORING COSTS The environmental and social monitoring costs is estimated as RWF 308136,840 (including contingencies 10%) and is included in project cost.

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Table 41: Environmental and Social Monitoring Program S.No Impact Parameter to be Indicator Method Frequency Responsibility Cost Monitored Estimates (RWF) 3 Water Pollution pH, DO, Mg, TSS, Test Results Once in Three RFRDP/ RBS/ 1,500,000 Turbidity, Coli months Laboratory form Count 4 Air Pollution Dust Test Results Laboratory Analysis Once in Three RFRDP/ RBS/ 2,400,000 as per Standard months Laboratory Methods 5 Noise Pollution Noise Levels Test Results Once in Three RFRDP/ RBS/ 1,680,000 months Laboratory 6 Soil Pollution Oil & Grease, Test Results Once in Three RFRDP/ RBS/ 700,000 Organic Matter, months Laboratory 7 Soil Conservation Area Protected Erosion rates Physical Verification Once in Three Months RFRDP/EU Included in (EU) 8 Monitoring of Tree Sampling Planted Number / area planted Physical Once in a month RFRDP and 7,200,000 Plantation and Maintained Verification RNRA 9 Training and Training organized & Status Feed Back form As per BOQ MINAGRI/ RFRP 19,600,000 Facilities Facilities Procured 10 Impact Assessment Documented Status Physical As and when RFRDP 2,400,000 Policy / Records Verification required Documentation 11 Environmental and Manpower Status of Manpower HR Records Once RFRDP 62,800,000 Social Unit Recruited

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Table 42: Bill of Quantities (BOQ) and Cost Estimates

S.No Impact Description Unit Quantity Frequency Rate Total (RWF) A Environmental Monitoring 1 Air Quality (SPM, RPM, and CO) Samples (8 locations x 3x Once in a week, 3 times in a 50,000 2,400,000 During Construction 2 years times = year during construction and for 1 year during operation 48 samples) 2 Water Quality Monitoring during Samples 5 locations (Total 4 samples/year, before 25,000 1,500,000 pre-construction, construction and 60 samples) construction (1 year), during construction (1 years) & during operation phases operation (1 years), 3 Noise Levels Samples 14 locations (14 10 locations during 20,000 1,680,000 locations x3 times construction and x two years = 84 operation for a day and samples) (total 84 at equipment yards, as Samples) and when necessary. 4 Soil Monitoring (Organic Matter, Samples TBD As an when soil is LS 700,000 Nitrogen, Phosphate, and Oils and expected polluted Greases) 5 Monitoring of Tree Plantation years 4 Every month 1,800,000 7,200,000 Sub-Total of A 13,480,000 B Training 6 Training of EO and other officer Years 2 Twice a Year 3.0 million / 6,000,000 involved in environmental and year Lump social management sum. 7 Facilities and Equipments (1 Car 1 Once 10,000,000 10,000,000 vehicles, 1 monitoring kit each for Air Quality kit 1 Once 400,000 400,000 Water Kit 1 Once 400,000 400,000

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S.No Impact Description Unit Quantity Frequency Rate Total (RWF) air, water and noise, 1 computer Noise Meter 1 Once 400,000 400,000 with printer) 8 Review, documentation, and other Meetings 4 Three times in a year for 100,000 2,400,000 environmental policy matter two years Sub-Total B 19,600,000 C Environmental and Social Unit 10 Environmental and Social Officer Months 24 Every month 600,000 14,400,000 12 Laboratory / Social Enumerators Months 24 Every Month 450,000 21,600,000 13 Chemicals and Consumables Years 2 Lump sum 5,000,000 10,000,000 14 Driver and Field Helper (2) Months 24 Every Month 150,000 7,200,000 15 Office Space Electricity & Water Months 24 Every Month 400,000 9,600,000 Total of D 62,800,000 Total of (A+B+C+D) 95,880,000 Contingencies (10%) 0f above 9,588,000 Grand Total 105,468,000

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9. CONCLUSION AND RECOMMENDATIONS

9.1 CONCLUSIONS Based on Project Description (Chapter-3), Environmental Baseline Data (Chapter-4), Environmental and Social Impacts (Chapter-5), Environmental and Social Mitigation Measures, and (Chapter-6) the following conclusion are drawn: i) The feeder roads are mostly in hilly terrain in the district of Rwamagana. RTDA has prepared the feasibility and environmental and social impact assessment study for feeder roads of 202 km. Out of these based on technical, economical, financial, social and environmental considerations, the feeder roads have been assigned the priority. Based on priority the roads have been selected for review and update of environmental and social impact assessment and preparation of environmental and resettlement action plan. The total length for the ESIA is about 162 km. ii) The consultant has reviewed the report as explained in the approach and methodology. The review included the up-dating of missing data including baseline on noise, ecology (forestry and wild life), physical cultural resources and facilities on the road/ immediate vicinity. Similarly the impact predictions have been updated on noise, air pollution, and forestry/trees, etc. Accordingly the management plans, bill of quantities and cost estimates were prepared. The special thrust was also given for protection of physical cultural resources, capacity building, training, monitoring and evaluation which have not appeared in RTDA report. ii) The project area is about 60 km from Kigali and may be reached by road via National Road 3. Some of the feeder roads are also connected to NR 3. The integration of these roads with National Road will help in economic development of the region. One of the important aims of rehabilitating Rwamagana district feeder Roads is to provide access to the rural areas and to improve quality of life of local community. This will enable to fulfil the goal of vision 2020, EDPRS II and other development programs to a large extends. Apart of this aim, the feeder road will help improve social and cultural environment and development of other sectors like agriculture, commerce and trade. Hence the proposed feeder road rehabilitation will play an important role in economical growth and reduction of the poverty. Educational, cultural and health centres will have an easy access thus making improved living standards and quality life of the people. iv) The cost of the interventions to improve the feeder roads has been reproduced from the feasibility report. The total cost to improve of 203.73 km of feeder roads amount to US$ 14.054 million, the average cost per km amounts to US$ 69,325. The total cost of 162.9 km of priority roads will be about US$ 11.293 million. The planned activities include: rehabilitation / maintenance of drainage, bridges and carriageway. The environmental and social costs are estimated RWF 308,136,840 (including 10% Contingencies) which is 4.13 % of project costs. The estimates do not includes those items which are part of project intervention such as cross drainage works. v) The existing ROW along the project road varies in the range of 5-6 m. The data has been collected and compiled for 4.5 to 5.5 m on either side from central line of the

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road. The loss of houses will be 15 in number and about 29.36 ha of land will be acquired for project activities. The resettlement and compensation of crops, houses and land will be made as per law of Rwanda. vi) It is estimated that 153 trees are likely to be cut for expansion of feeder roads. An inventory of these trees has been made. It is proposed, to plant three times the number of trees cut. Hence 459 trees will be planted at suitable locations along the feeder roads. In addition about 16,200 trees will be planted on road side as an environmental enhancement measure and also to protect the valley side erosion. In addition, the borrow area and quarry sites will also be vegetated to prevent erosion. About 13.9 ha of tree plantation will be done at these sites. vii) The major positive achievements expected from the feeder road project are:  The road network in the district with national road linking with Kigali and other city.  Development of social and cultural environment of not only influence area but also the surrounding district.  Development will stimulate ancillary projects in agriculture and allied areas which will improve economical status of the local population;  More employment of people during construction and operation phases;  Less travel time to schools, health centre and markets.  Development of potential socio-economic centres, enhancement of rural economy and improved transport system,  Skill Transfer and Training,  Potential to improve drainage, road safety and reduction in green house gases;. viii) The project is planning appropriate drainage pattern which will reduce the erosion rate in the different catchments. The underground utilities such as water pipeline, valve chambers etc. are likely to be relocated. Income generation of the rural population will be greatly enhanced through creating new avenues like trade commerce and other small agro processing industries. ix) The environmental and social mitigation measures as stipulated in ESMP and in the obtained environmental permit shall be monitored during implementation of the feeder road project. In order to perform monitoring of ESMP the construction company shall monitor the plans in the supervision of the experienced monitoring laboratory or Company. x) The noise and air quality of the project area is within the permissible limits. With the increase in traffic the maximum increase in noise level anticipated in the project area will be 7-9 dB(A). The change in air quality will be insignificant. The overall impact on air and noise quality during construction is limited to site and of short duration and can be mitigated. xi) The water has high concentration of turbidity and Magnesium. It is recommended that water for use for drinking shall be treated before use. However the water may be used for construction purposes. xii) The labour camps shall be established away from the forest/marshy and water bodies to avoid the problem of water pollution.

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xiii) The environmental monitoring will be required before the start of the construction and during the construction and operation phases. The following parameters need to be monitored: Water Quality, Air Quality, Noise quality, and Soils. The parameters will be as specified in monitoring program in chapter 8. xiv) During public consultation few recommendation were drawn are :i) Involve local communities in all stages of project planning and development, ii) Permanent communication between projector initiators and local authorities, iii) All people whose properties have been affected by the project have to be compensated for loss of land, crops and trees, v) Grievance redress and monitoring register have to be set- up and the process be publicized in the affected areas vi) During construction, first priority should be given to local people for employment of skilled and unskilled manpower. 9.2 Recommendations In view of above it could be concluded that project will bring benefit to the people of the area. The negative impacts are within the manageable limits and can be mitigated with the proposed management plans and hence project may be implemented.

PART II

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PHYSICAL CULTURAL RESOURCES PLAN

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

1.2 LEGAL AND POLICY FRAMEWORK i) World Bank Operation Policy OP 4.11 The World Bank Operation Policy OP4.11 April 2013 addresses the physical cultural resources which are defined as movable or immovable objects, sites, structures, group of structures and natural features and landscapes that have archaeological, historical, religious and other cultural significance. ii) ORGANIC LAW No. 08/96 of August 30,1996 on the Organization of Prosecutions for Offences constituting the Crime of Genocide or Crimes against Humanity committed Either the crime of genocide or crimes against humanity as defined in the Convention on the Prevention and Punishment of the Crime of Genocide of 9 December 1948, in the Geneva Convention relative to the Protection of Civilian Persons in Time of War of 12 August 1949 and its additional protocols, as well as in the Convention on the Non-Applicability of Statutory Limitations to War Crimes and Crimes Against Humanity of 26 November 1968, the three of which were ratified by Rwanda. The above organic law was enacted in 1996.

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1.3 PHYSICAL CULTURAL RESOURCES The Table 43 depicts the physical cultural resources feeder road wise. These physical cultural resources are closer to feeder roads and are not within the right of way. However protection will be require during construction phase.

Table 43: Physical Cultural Resources

Priority Feeder Roads PCR No 1 Kerenge-Rugende - 3 Sovu-Nawe-Bicumbi - 4 Muhazi-Gishari-Munyinya 1 5 Rugende2-Juru - 6 Gehengeri-Nzige - 8 Cyaruhogo-Rubona - 10 Kadasumbwa-Fubwe-Gasabo - 11 Rwamagana-Munyaga 1 13 Gati-Karangara - 14 Nzige-Nyamatete-Karenge - 15 Nyagasambu-Runyinya - Total 2 Source: Field Surveys by Consultant in September 2013.

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

1.4.1 Institutional Implementation Arrangements

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

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

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

1.4.3 Roles and Responsibilities

The responsibilities for the development, implementation and supervision of the Plan are summarized in Table 44.

Table 44: Role and Responsibility

S.NO Position Responsibility

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

2 Resident Engineer i) Finalization of this plan as per site requirement. (Supervising) ii) Supervision of the Contractor; ii) Working in accordance with the Plan communicating and

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S.NO Position Responsibility reporting incidents, monitoring and other information to SPIU-RFRP and the relevant government agencies as required. iii) Managing the removal of physical cultural resources, graves and religious buildings (if required) in coordination with the procedures and timing of the LARAP. iv) Supervising the protection of the physical cultural resources, graves and religious buildings that will not be moved. v) Reviewing the performance of the Plan and making any changes that may be appropriate for improving the management of physical cultural resources, graves and religious buildings. vi) Checking compliance of the project activities with the EIA and conditions of the approval. viii) Address complaints from the communities via a complaints management process.

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

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

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

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

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

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

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

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

1.6 CHANCE FIND PROCEDURES If any person discovers a physical cultural resource, such as (but not limited to) archaeological sites, historical sites, remains and objects, or a cemetery and/or individual graves during excavation or construction, the Contractor shall: i) Stop the construction activities in the area of the chance find; ii) Delineate the discovered site or area; iii) Secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive remains, a night guard shall be arranged until the responsible local authorities take over; iv) Notify the Resident Engineer who in turn will notify the responsible local authorities immediately (within 24 hours or less); v) Responsible local authorities are in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the findings to be performed by archaeologists. The significance and

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importance of the findings should be assessed according to the various criteria relevant to cultural heritage; those include the aesthetic, historic, scientific or research, social and economic values; vi) Decisions on how to handle the finding shall be taken by the responsible authorities. This could include changes in the layout (such as when finding an irremovable remain of cultural or archaeological importance) conservation, preservation, restoration and salvage; vii) Implementation for the authority decision concerning the management of the finding shall be communicated in writing by relevant local authorities; and viii) Construction works could resume only after permission is granted from the responsible local authorities concerning safeguard of the physical cultural resource.

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

1.8 BUDGET The budget for the protection of physical cultural resources is included in the Environmental and Social Costs.

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

Annexure 1 : Study Team S. No. Name of the Expert Specialization 1. Dr. Krishna Pal Environmental Specialist and Team Leader 2 Dr Vinay Kumar Ecologist 3. Hategekimana Dushimire Water Resources Management Specialist Alexix 4 Samuel Nshutiyayesu Ecologist 5 Rutebuka Balinsa Sociologist 6. Sanjay Sethi Secretary

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7. Jacques Bizimana Computer Data Operator

Annexure 2: Tolerance Limits for Discharged of Domestic Wastewater

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

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

Annexure 3: Permissible Limits for Industrial Waste Water Discharge

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

0 5. BOD5 mg/l (20 C) 50.0 ISO 5815-2:2003 6. COD mg/l 250 0 ISO 6060:1989 7. Faecal Coli forms MPN/I00ml 400 ISO 4831:2006 8. Ammonia (as N) mg/l 20.0 ISO 6778:1984

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9. Arsenic mg/l 0.01 ISO 11969 1996 10. Benzene mg/l 0.1 ISO 11423-2:1997 11. Cadmium mg/l 0.01 ISO 5961:1994 12. Hexavalent Chromium mg/l 0.05 ISO 23913:2006 13. Copper mg/I 3.0 ISO 8288:1986 14. Cyanide mg/l 0.1 ISO 6703-1:1984 15. Iron mg/i 3.5 ISO 6332:1988 16. Lead mg/l 0.1 ISO 8288:1986 17. Mercury mg/l 0.0002 ISO 5666:1999 18. Nickel mg/l 3.0 ISO 8288:1986 19. Phenol mg/l 0.2 ISO 8165-1:1992 20. Sulphide mg/l 1.0 ISO 13358:1997 21. Zinc mg/l 5.0 ISO 8288:1986 22. PH 5-9 ISO 10523:1994

Annexure 4: Ambiant Air Quality Tolerance Limits

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S. No. Pollutant Time Land Use Area Test weighted Methods average Industrial Residential Controlled ISO 4221- Area Rural & area 1980 other Area 1. Sulphur Annual 80µg/m3 60µg/m3 15 µg/m3 - oxides Average* .(SOx); 24 125 µg/m3 80µg/m3 30µg/m3 hours** 2. Oxides of Annual 80µg/m3 60ug/m3 15µg/m3 - Nitrogen Average* (NOx) 8 hours 3 Suspended Annual 360µg/m3 140µg/m3 70µg/m3 ISO particulate Average 9835:1993 matter(SPM) 24 Hours 500µg/m3 200µg/m3 100µg/m3 4 Respirable Annual 70µg/m3 50µg/m3 50µg/m3 ISO particulate Average 9835;1993 matter(<10u 24 Hours 150µg/Nm 100µg/Nm3 75µg/Nm3 m)(RPM) 3 5 MP2.6 Annual 35µg/m3 - - ISO Average 9835;1993 24 Hours 75µg/m3 6 Carbon 8hours** 5.0mg/m3 2.0mg/m3 1.0mg/m3 ISO monocide(C 4224:2000 O)/carbon dioxide(CO2) Annexure 5: Noise Exposure Limits

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

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Annexure 6: Trees, Shrubs and Herbs and Their Origin

Morphological S. No. Plant Species forms Origin

1 Acacia mearnsii Tree Exotic

2 Acacia melanoxylon Tree Exotic

3 Ageratum conyzoides Herb Indigenous

4 Bidens pilosa Herb Indigenous

5 Casuarina equisetifolia Tree Exotic

6 Clerodendrum rotundifolium Shrub Indigenous

7 Coffea arabica Shrub Exotic

8 Conyza sumatrensis Herb Indigenous

9 Crassocephalum vitellinum Herb Indigenous

10 Cupressus lusitanica Tree Exotic

11 Cyperus latifolius Herb Indigenous

12 Digitaria abyssinica Herb Indigenous

13 Dracaena afromontana Shrub Indigenous

14 Erythrina abyssinica Tree Indigenous

15 Eucalyptus ssp Tree Exotic

16 Euphorbia tirucalli Tree Indigenous

17 Ficus ssp Tree Indigenous

18 Grevillea robusta Tree Exotic

19 Hyparrhenia ssp Herb Indigenous

20 Jacaranda mimosifolia Tree Exotic

21 Lactuca ssp Herb Indigenous

22 Lantana camara Shrub Exotic

23 Leonotis nepaetifolia Herb Indigenous

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24 Leucena leucocephala Tree Exotic

25 Mangifera indica Tree Exotic

26 Manihot esculenta Shrub Exotic

27 Manihot glaziovii Shrub Exotic

28 Melia azederach Tree Exotic

29 Mikania cordata Herb Indigenous

30 Musa ssp Herb Exotic

31 Ocimum ssp Herb Exotic

32 Oryza sativum Herb Exotic

33 Pennisetum purpureum Herb Exotic

34 Persea americana Tree Exotic

35 Phytolacca dodecandra Herb Indigenous

36 Pinus patula Tree Exotic

37 Psidium gujava Tree Indigenous

38 Rhus longipes Tree Indigenous

39 Ricinus communis Shrub Indigenous

40 Spermacoce princae Herb Indigenous

41 Tagetes minuta Herb Indigenous

42 Tetradenia riparia Shrub Indigenous

43 Tithonia diversifolia Shrub Indigenous

44 Vernonia amygdalina Shrub Indigenous

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ANNEXURE 7: People Participated in The Consultation

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