E2212 ENVIRONMENTAL IMPACT v1 ASSESSMENT (EIA) REPORT Public Disclosure Authorized
For
PROPOSED ROAD REHABILITATION AT ABORU PIPELINE ROAD UNDER LUTP 2 ROAD Public Disclosure Authorized NETWORK EFFICIENCY IMPROVEMENT PROGRAMME
BY Public Disclosure Authorized
LAGOS METROPOLITAN AREA TRANSPORT AUTHORITY (LAMATA)
JUNE, 2009 Public Disclosure Authorized
1 TABLE OF CONTENT PAGFI
Title Page
Approval Page TO:
Table of content TOI:
List of Tables Toe
List of Figures Toe
List of Plates TOC
Acknowledgement Toe
EA Prepares TO(:
List of Abbreviations and Acronyms TOe:
Executive Summary TOC
CHAPTER ONE - INTRODUCTION AND BACKGROUND INFORMATIC' 1.1 Background Information 1-1 1.2 Introduction 1-1 1.3 Legal and Administrative Framework 1-2 1.3.1 National Regulations 1-2 1.3.1.1 Federal ministry of the Environment (FMEnv), formerly the Federal Environmental Protection Agency (FEPA), Regulations Q~~lm,mdl~~ 1~ 1.3.2 State Regulations 1-3 1.3.2.1 Lagos State Environmental Protection Agency (LASEPA) 1-3 1.3.2.2 Lagos State Urban and Regional Planning Board and Town Planning Authority Edict of 1997 1-4 1.3.3 World Bank and International Financial Donors Guidelines for EIA 1-6 1.3.3.1 World Bank Guidelines for EIA 1-6 1.3.3.2 IFC Environmental Assessment Policies 1-7 1.4 Objectives/Terms of Reference for the EIA and Methodology 1-7 1.5 Report Structure 1-9 CHAPTER TWO - PROJECT JUSTIFICATION 2.1 Background Information 2-1 2.2 Need for and Objectives of the Project 2-2 2.3 Benefits of the Project 2-3 2.4 Value of the Project 2-3 2.5 Sustainability of the Project 2-3 2.6 Project Alternatives 2-4 2.6.1 No-Project Alternative 2-4 2.6.2 Delayed Project Alternative 2-4 2.6.3 Alternative Project Location 2-5 2.6.4 The Planned Project Alternative 2-5 2.7 Summary 2-5
3 CHAPTER THREE - PROJECT DESCRIPTION 3.1 Introduction 3-1 3.2 Locational Description of the Project Site 3-1 3.3 Description of the Proposed road Rehabilitation of Aboru Pipeline Road Project 3-3 3.3.1 Topographical Description 3-4
CHAPTER FOUR - ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT AREA 4.1 Introduction 4-1 4.1.1 Mobilization 4-1 4.1.2 Field Activities 4-1 4.1.3 Sampling Methodology 4-2 4.1.4 Quality Assurance and Quality Control (QA/QC) 4-10 4.2 Baseline Environmental Characteristics of the Project Area 4-E, 4.2.1 Climate and Meteorology 4-1=, 4.2.2 Air Quality and noise Levels 4-1:' 4.2.3 Vegetation and Wildlife 4-1~1 4.2.4 Socio-economics 4-24 4.2.5 Soil Studies 4-3/ 4.2.6 Land Use Study 4-44
CHAPTER FIVE - ASSOCIATED AND POTENTIAL ENVIRONMENTAL Illf 5.1 Introduction 5-1 5.2 Methodology for Impact Assessment 5-1 5.2.1 Basis for Impact Assessment 5-1 5.2.2 General Approach to Impact Assessment 5-2 5.2.3 Impact Significance 5-5 5.3 Identified Project Impacts 5-7 5.3.1 Potential Impacts of Construction Activities 5-8 5.3.1.1 Impacts on the Biophysical Environment 5-8 5.3.1.2 Socio-economic/Cultural Impacts of Construction Activities 5-11 5.3.2 Operation and Maintenance Impacts 5-13 5.3.2.1 Impacts of Project Operation and Maintenance on the Biophysical Environment 5-13 5.3.3 Closure and Decommissioning Impacts 5-15 5.3.1.1 Impacts on the Biophysical Environment 5-15 5.3.3.2 Socio-economic/Cultural Impacts of Construction Activities 5-16 5.3.4 Environmental Impact Summary 5-16
CHAPTER SIX - MITIGATION MEASURES RESIDUAL IMPACTS 6.1 Introduction 6-1 6.2 Mitigation Measures 6-1 6.2.1 Mitigation for Construction Impacts 6-2 6.2.1.1 Mitigation for Biophysical Impacts 6-2 6.2.1.2 Mitigation for Sodo-economic/Cultural Impacts of Construction Activities 6-6 6.2.2 Mitigation for Operation and Maintenance Impacts 6-8 6.2.2.1 Mitigation for Biophysical Impacts 6-8 6.2.2.2 Mitigation for Sodo-economic/Cultural Impacts of Operation and Maintenance 6-10 6.2.3 Closure and Decommissioning Impacts 6-11 6.2.3.1 Impacts on the Biophysical Environment 6-11 6.2.3.2 Sodo-economic/Cultural Impacts of Construction Activities 6-12 6.3 Summary of Residual Impacts 6-14
CHAPTER SEVEN - ENVIRONMENTAL MANAGEMENT PROGRAM (EMP) 7.1 Introduction 7-1 7.2 Objectives of the Environmental Management Plan(EMP) 7-1 7.3 General Environmental Management Planning, Training and Responsibilities 7-2 7.3.1 Environmental Control Officer (ECO) 7-2 7.3.2 The Environmental Site Agent (ESA) 7-2 7.3.3 Use of Local Labour and Women 7-2 7.3.4 Environmental Awareness Training and Skills Training for Site Personnel 7-3 7.3.5 Communication Procedures on Site during Construction Site Instruction Entries 7-3 7.3.6 Personnel 7-4 7.3.7 Record Keeping 7-5 7.3.8 Environmental Completion Statement 7-5 7.3.9 Institutional Matters 7-5 7.3.10 Emergency Plan and Contingency Plans 7-6 7.3.11 Penalties for Failure to Adhere to this EMP 7-6 7.4 General Environmental Management Practices 7-6 7.4.1 Minimization of the Construction Area 7-6 7.4.2 Noise Control 7-6 7.4.3 Dust Control 7-7 7.4.4 Placement and Erosion Protection of Stockpiles and Spoil Dumps 7-7 7.4.5 Water for Construction 7-7 7.4.6 Construction Camps 7-9 7.4.7 Fuels and Oils at Construction Camps 7-9 7.4.8 Cement at Construction Camps 7-10
5 7.4.9 Concrete Batching Camps 7-1 ( 7.4.10 Temporary Storage of Waste 7-1" 7.4.11 Screening 7-1: 7.4.12 Layer Works 7-1;" 7.4.13 Stockpiling 7-1 7.4.14 Bridge Construction/River Crossings 7-V 7.5 Environmental Monitoring Coverage and Schedule 7-L
CHAPTER EIGHT - REMEDIATION PLANS AFTER CLOSURE OF THE CONSTRUCTION PHASE 8.1 Introduction 8-1 8.2 Decommissioning Activities 8-1 8.2.1 Rehabilitation of Construction Activities 8-1
8.1 Conclusion 8-1 8.2 Recommendation 8-1
REFERENCES
ANNEXURES LIST OF TABLES
Tables 4.1 Team Composition for Field Sampling 4.2 Field Sample Handling Protocols 4.3 Soil Parameters and Laboratory Methods used for Analyses 4.4 Water Parameters and Analytical methods 4.5 Temperature Characteristics around the Project Area 4.6 Rainfall Characteristics in the Study Area 4.7 Mean Annual Relative Humidity at 10:00 and 16:00 Hours 4.8 Field Measured Values for Various Air Quality Parameters 4.9 Plant Species Documented along the Project Corridor 4.10 Agricultural Crops Observed in the Project Area 4.11 List of Wildlife Species observed along the Project Route 4.12 Physical Properties of Representative Soils in the Study Area 4.13 Chemical Properties of Representative Soils in the Proposed Project Location 4.14 Average Chemical Properties of Soils in the Study Area 4.15 Statistical Summary of the Average Concentrations (mgjkg) of Heavy Metals in the Surface Soils (0-30cm) of the Study Area (n =06) 4.16 Background Levels of Heavy Metals (mgjkg) in Soils of different Countries of the World 4.17 Microbial Population Distribution and Species Diversity in Surface Soils (0-30cm) in the Study Area 7.1 Regulatory Standards for Ambient Air Quality 7.2 Environmental Monitoring Schedule for the Project
7 LIST OF FIGURES
Figures 3.1 Administrative Map of Lagos State 3.2 Locational Map of the Proposed Project Site 4.1 Sampling location Map for the Proposed Area 4.2 Quickbird Image Showing the Project Route 4.3 Mean Annual Temperature Pattern in the Area 4.4 Gender Distribution among the Respondents in the Study Area 4.5 Number of Children and Dependants in the Study Area 4.6 Age Distribution among the Sampled Population 4.7 Ethnic Composition in the Study Area 4.8 Income Groups in the Study Area 4.9 Landuse/Landcover Map for the Proposed Project Site 5.1 Potential Impacts 6.1 Risk Based Design Strategy 6.2 Re-Evaluated Project Impacts, tacking Cognizance of Built -in Mitigation· Additional Mitigation Measures Recommended LIST OF PLATES
Plates 4.1 On-site Air Quality Measurements 4.2 Secondary Regrowth forest around Meiran, in the Project Area 4.3 Freshwater Swamp Vegetation around the Projed Route 4.4 Grassy vegetation growing on the verge of the NNPC ROW 4.5 Garden and Ornamental Trees in front of residences along the route 4.6 Rainbow Lizards on an Incomplete Fence along the Project Route 4.7 A Senegalese Coucal (Centropus senegalensis) on a tree in the Project Area 4.8 Traditional Council in Aboru Leader 4.9 Discussion with Youth 4.10 Consultation with Okada Riders 4.11 A Group of Okada Riders 4.12 School in Meiran Community 4.13 School in Aboru Community 4.14 Inter House Sport in Meiran 4.15 Inter House Sport in Aboru 4.16 Mechanic Workshop in Aboru 4.17 Sawmilling in Aboru 4.18 Tri-Cyc1e Park in Aboru 4.19 Pay Phone Operator in Aboru 4.20 One of the Traditional gods in Aboru 4.21· A church in Aboru Community 4.22 Road within Aboru Community 4.23 Road within Meiran Community 4.24 Okada Riders in Aborn Community 4.25 Tri-Cyc1es in Aboru Community 4.26 Gully Erosion in Aborn 4.27 Flooded Aboru Road 4.28 Waste Dump in Meiran 4.29 Gully in Aboru 4.30 Severely eroded tarred road in Meiran Community Area of Lagos State. The Severe erosion was exacerbated by the loose subsoil and lack of adequate channel for storm water 4.31 Typical severely eroded parts of the existing NNPC pipeline route exposing the buried NNPC pipe (left picture) within Aboru Community of Lagos State (Coordinates of the exposed pipe in Aboru Community of Lagos State: N06.61812° and E003.233490) 4.32 Parts of the existing NNPC Pipeline ROW in Aboru Community of Lagos State serving as refuse dump sites with the attendant environmental and fire hazards (Coordinates of the sump site: N06.62033° and E003.284610).
9 4.33 The improperly secured ROW of the existing NNPC pipeline route in p, ' Community Area of Lagos State serving as route for vehicular movemf . degrading the ROW. 5.1 A Stream Crossing Around Meiran ACKNOWLEDGEMENT
The consortium of Global Impact Environmental Consulting Limited and Geo-ecostrategic Technologies Nigeria Limited wishes to express her appreciation to the Lagos Area Metropolitan Transport Authority (LAMAT A) for the opportunity to undertake the Environmental Impact Assessment (EIA) Study for the Proposed Road Rehabilitation at Aboru Pipeline Road Project under the LUTP road network efficiency improvement programme. The consortium also recognizes the assistance received from all sources of data and information for this project, including the Local Government Authorities covered within the project area, Nigeria Union of Road Transport Workers (NURTW), Aboru branch and the members of Aboru and Meiran communities within the project area, government agencies, and the EIA Regulatory Team at the Lagos State Ministry of Environment (LMEnv),Lagos State Environmental Protection Agency (LAS EPA) and Federal Ministry of Environment (FMEnv).
11 LIST OF EIA PREPARERS
RICHARD. OKI, Ph.D - Project Coordinator
BABATUNDE . Y. OSHO - Project Manager/Impact Evaluation
A.AITAHIRU - Air Quality/Noise Studies
ADEOLU.OJO - Vegetation & Wildlife Studies/Impact Evaluatit,
OLALEKAN. TAIWO - GIS Mapping/Socio-economics/Impact Evaluah
DAVID.OGUNSANWE - Socio-economic Consultation
A.AMUSAN, Ph.D -Soil Studies / Landuse / Impact Evaluation LIST OF ABBREVIATIONS AND ACRONYMS USED
AASHTO = Standard Specification for Highways
BOD = Biochemical Oxygen Demand
C&W = Commercial Sex Workers
CBH = Clear Bill of Health
CE = Clearance Envelope
CO = Carbon monoxide
COD = Chemical Oxygen Demand
DF = Direct Fixation
DPR = Department of Petroleum Resources
ECO = Environmental Control Officer EGASRIN = Environmental Guideline and Standard for Petroleum Industry
in Nigeria
EIA = Environmental Impact Assessment
EMP = Environmental Management Plan
ESA = Environmental Site Agent
FEPA == Federal Environmental Protection Agency
FMEnv= Federal Ministry of Environment g = gram (gramme) HSE = Health, Safety & Environment
GST = Geo-ecostrategic Technologies Nigeria Limited
GPS = Global Positioning System
ITCZ = Inter Tropical Convergence Zone
IUCN = International Union for the Conservation of Nature
13 kg = Kilogram LAMATA = Lagos Metropolitan Area Transport Authority LASEPA = Lagos State Environmental Protection Agency
LASG = Lagos State Government
LASU = Lagos State University
LMEnv = Lagos State Ministry of Environment
m = meter
max = maximum
m3/day = cubic meter per day
mg/m3 = milligram per cubic metre
mtJyr = metritonnes per year
NGO = Non-governmental Organization
NOx = Nitrogen oxides
NPC = National Population Commission
NURTW = Nigeria Union of Road Transport Workers % = percent pH = Potential of hydrogen
PHCN = Power Holding Company of Nigeria
QA/QC = Quality Assurance/Quality Control
ROW = Right-of-Way
502 = Sulphur dioxide
TDS = Total Dissolved Solis
TOC = Total Organic Carbon
TSP = Total Suspended Particles
UNEP = United Nations Environmental Protection
UPS = Uninterrupted Power Supply VOC = Volatile Organic Compounds
WHO = World Health Organization
15 EXECUTIVE SUMMARY
ESl.O Introduction
Lagos is the largest city in Nigeria and is the country's most important commercial c . an estimated population of over 17 million people, Lagos ranks among the mo populated cities in the world. From a small colonial town in the early 20th century, now grown into a large metropolis. This dynamic city has experienced rapid urbani;. . has lacked sufficient parallel infrastructure development. The vast number of vehicles in the cities plagues the streets, causing tremendous congestion and in(' pollution.
Transportation in Lagos is predominantly land-based. With the enormous challengt· urbanisation and traffic congestion, it is obvious that the existing road network inadequate. Therefore, there is urgent need to provide road network linking the SUbll Lagos to urban area with a view to facilitate the efficient movement of the populace or
As part of Lagos State Government effort in Infrastructural development in road under the Road Improvement Intervention Programme, the State government, tll : authorized representative, LAMATA, plans to rehabilitate some roads, which are in ~. state of disrepair in different locations within the city of Lagos. Amongst roads earlT rehabilitation is the Aboru/Pipeline road in Alimosho Local Government Area. Abort road is a 6.9km road that transverses a partially developed residential area and exi:' Lagos-Abeokuta Expressway.
This EIA report has been prepared in line with local and international guidelines and ;j as well as in compliance with regulatory requirements.
The regulatory framework under which this EIA was implemented includes those of tl· Ministry of Environment (FMEnv), Lagos State Ministry of Environment (LMEnv), L Environmental Protection Agency (LASEPA) and other local statues that are in exiE addition, applicable international guidelines were considered.
ES2.0 Project Justification and Alternatives
Lagos is the largest metropolitan city area in Sub-Saharan Africa. At a current groWl about 8% per annum, the population of Lagos is estimated to reach about 25 millior when become the world's 3rd largest megacity (after Tokyo and Mumbai). Situated square kilometers, Lagos is also one of the most densely populated States on earth with a density of 4,193 people per square kilometers. This makes Lagos a very attractive area for business.
Despite the enormous potential of Lagos, a 2005 United Nations study of the world's 28 megacities ranks Lagos as the city with the lowest Urban Living Standard Score due to the poor state of infrastructural development. This situation is due to long time neglect by the past administration and this unacceptable position must be reversed and amongst others, underscores the enormous task confronting the present administration to renewing the public infrastructure (including road networks) needed to cope with the growth of the city and State. In addition, the rapid growth population within the urban settlement has strained the existing infrastructure since transportation in the state are predOminantly land-based, and this is adversely affecting levels of efficiency and productivity within the state.
With the inadequacy experience in infrastructural development, there is great need therefore for the government to develop a strategic approach in decongesting the urban area of the state by the linking the suburb and the rural areas of the state with good road network in order to facilitate the movement of people from the area. This will discourage the populace from migrating to the urban area to settle thereby reducing the burden on the urban infrastures.
Furthermore, Lagos-Abeokuta expressway linking Lagos to the neighbouring Ogun State usually experience traffic congestion and there is great need for alternative route to reduce the traffic congestion .Hence, the planned project is therefore meant to serve as an alternative route for motorist in order to reduce the traffic on Lagos-Abeokuta expressway
In addition, the recent Bus Rapid transit introduced by the project proponent, LAMATA is expected to expand to the Iyana -ipaja axis, and this development requires good road network to function effectively, hence the planned project is meant to compliment the effort of LAMATA in providing an efficient and cost-effective mode of transport to the populace.
The need for the planned road rehabilitation project is therefore clearly evident. Economic development is facilitated to a very large extent through the 'vehicle! of infrastructure provision and development, and specifically access to this infrastructure. A well-functioning infrastructure system is crucial for the economic growth of Lagos. 17 The total cost for the proposed project is yet to be determining as at tirr " study. However, it is expected that the value will include the cost of I:' ," detailed engineering designs, earthworks, construction and other related ' Of this amount, at least 45 to 50% will be injected to the local economy_ 'I the value of the project includes this injection into the local economy potential employment and other benefits that is expected to result from the,
The sustainability of this project is hinged on a number of considerations:
i. The personal commitment and interest of the Executive Governor and i ' Government of Lagos state to solving the infrastructural problems of Lag , of efforts towards turning Lagos into a megacity and encouraging the pr;' development; n. The implementation Agency of the state government, LAMATA has alre:! high level of commitment in solving the transportation of the state with ' implementation of the Bus Rapid Transit (BRT) which confirms the susten. planned project; iii. The overarching desire of the average Lagosian especially the people of .. i of Lagos, to ease traffic into the central Lagos, which will guarantee their ~;l the project;
Based on the foregoing considerations the project can be adjudged to have high su; likelihood.
Various alternatives to this project were considered and these include the No proje:" project, alternative site. At the end, it was decided that the most attractive alternali which has been adopted by project proponents.
ES3.0 Process Description
This section of the report presents an overview description of the proposed plan rehabilitation for Aboru Pipeline road project under the LUTP 2 Road Network Improvement Programme. The proposed project covers the stretch of Aboru PipeHI Alimosho Local Government area of Lagos State.
Geographically, the proposed road project is located within the Alimosho Local Gr', Area of Lagos State. The road will traverse two communities namely the Aboru a', communities and will make use of the existing Nigeria National Petroleum Company (NNPC) pipeline right of way. The road has been in existence although not motorable and it is typically refers to as NNPC road. The proposed road will extends from about 3016'51"E and 6036'19''N in the southern part close to the Iyana Ipaja road to 3018'03"E and 6039'06"N in the northern section and terminating on the Lagos-Abeokuta road. About 3.59km of the proposed road stretch falls within the Aboru Community, while the remaining extent is located in Meiran community. For the purpose of this study, more areas have been included so as to permit a visual examination of the neighbourhoods as well as the potential impacts that are likely to emanate from the proposed project. Some of the notable localities in the vicinity of the proposed project site include; Akoko, Ekoro, Agboju and Egba to the northern section, Orile and Alagbado to the eastern section, while Mosan and Amuwo are to the southern part of the proposed road construction
The study area is fairly undulating and this may be responsible for the prevalence of flooding and gully erosion. However, the proposed road will almost pass through a fairly flat land except at about a distance of 2.4kilometers from the Lagos- Abeokuta end where the road will traverse a valley. The land terrain actually rises from the trough (valley) at the middle of the study area continued to increase to both the east and the western direction.
19 ES4.0 Description of the Environment
This section covers the report of the activities carried out during the two seasonal fie! . collect biophysical samples I data of the environmental attributes of the project are!: socio-economic characteristics of the project area.
The project study team mobilized to the field after a pre-mobilization meeting designated operational base. The first day of sampling was spent for reconnaissd,! route and selection of sampling points. The selection of sampling points was deten • number of factors including: Accessibility, availability of open soil surface for proximity to the project route, etc.
ES5.0 Associated and Potential Impacts
For the purpose of impact identification, we considered the various project phasi~
activities to be undertaken for each phase. Based on such considerations, we WI: ! highlight the impacts that will attend each activity. Essentially, the strategy employed identification is "Activity Related Impact identification". The planned project impl, will be in three main phases:
(i) Constructionj or Development Phase (ii) Operational Phase. (iii) ClosureI Decommissioning Phase.
Construction Activities
Potential Impacts of Construction Activities
A series of activities will be undertaken as part of the construction phase. These activitiE!
• Mobilization of materials and men to site; • Preliminary works such as vegetation stripping and grubbingi • Initial civil works; • construction and surfacing of the road; • etc. For ease of comprehension, the impacts are discussed based on the affected environmental attribute/parameter:
Impacts on the Biophysical Environment:
a. Air Quality and Noise Levels
The main impacts of construction activities on air quality will be in terms of gaseous emissions and suspended particulate. The various vehicles and machinery that will be used during the various stages of construction (such as tippers, pay loaders, graders, jack-hammers, etc.) will emit various gaseous pollutants such as NQ S02, CO, etc. As discussed in Chapter 4, these various gaseous pollutants cause serious negative effects on air quality and human health, when present beyond a particular threshold. Also, dust from earthworks, including grading, layering and other construction activities, will result in the release of coarse and fine particulates into the atmosphere and this will result in further degradation of air quality in the general vicinity of the project area.
Similarly, the roaring of various equipment and machinery, such as the jack-hammers, pay-loaders, tippers, levelers, compacters, etc. will lead to an elevation of ambient noise levels in the immediate project area. Currently, noise levels along the route fall below the 90dBA maximum recommended for 8-hr occupational exposure limits.
On the whole, the construction phase of this project will have negative impacts on air quality. Specifically, construction activities will have moderate negative impacts on air quality and noise levels. The magnitude of the impacts will be moderate since it will cover the entire project stretch. In terms of areal extent, given that the air is highly mobile, pollutants released in the project area are likely to be transported to downwind areas, thus, impacts are not limited to the immediate project vicinity and this in turn makes the project to be of moderate significance in terms of areal extent. These impacts are however expected to be short-term since rain and wind effects can effectively scrub the air and make it clean again, thus, the duration is short-term.
b. Soil Structure, fertility, erosion and flora/fauna
There will be very little disturbance of natural soils for this project, since most of the route is built up, and the project RoW will follow largely the existing NNPC RoW. However, some limited impacts are expected on soil. These impacts are expected to include: i. Soil structure disturbance/destruction ii. Enhanced permeability through particles and aggregate disruption 21 iii. Enhanced soil permeability and porosity through trenching iv. Destruction of valuable micro fauna in soils
Since the activities involved in trenching and other construction processes would be u " within a cross-sectional area, the overall impact on soil is adjudged to be of minor sig:'1
c. Vegetation and Wildlife
The vegetation in the studied locations was essentially secondary regrowth species t1l after long term developmental activities. Species, which are mainly grasses, are conf' : sidewalks of roads. The impacts of the proposed project on vegetation of the studiel 1 be negligible given that project locations are heavily built-up mostly, with minimal' growth falling within the direct project impact areas. However, some of the followi'" may be expressed on the vegetation.
i. Among the major possible vegetation impacts is complete destruction species along the route and infliction of mechanical damage on other Spll, can lead to complete extinction of some species in some particular areas. ii. The destruction of vegetation along the route can engender soil en consequent damage to the existing road, especially around open soil surfae " iii. The photoperiodism of many plants in the immediate vicinity may be affe( , the plans to work more at night than in the day-time. It is expected that! and campfires will clearly illuminate the project area to facilitate project ac";
With regards to wildlife, very few species and individuals currently inhabit the immel: project area, as it is extensively built up and records human presence most of the day. only relatively domesticated species such as rats, the rainbow lizard as well as swift av species, which can flyaway at the nearest human approach are regularly observed in t Impacts of the proposed project on these wildlife species include the following:
1. Destruction of the few trees and other plants along the project route, th,:,; habitat for the wildlife species could displace them and force the species to ii. Human presence and activities along the project route will scare wiI illuminate the area, such that wildlife species inhabiting adjoining are,' physiologically stressed during construction activities
The magnitude of this impact is minor since activities are limited to the project stretch. extent is equally minor since no clearing will be done outside of the designated project addition, base camps will not be set up in virgin lands and as such the areal extent is m These activities will be limited to a maximum of 12months period. In general, the overall significance of construction impacts on vegetation and wildlife is minor. d. Surface and Groundwater There is very minimal interaction with surface and/or groundwater apart from the stream crossings around Aboru and Meiran. No wetland is being crossed, There is no anticipated direct contact with groundwater. However, the following negative impacts may occur:
i. Piling and construction activities will generate a lot of suspendable materials and will lead to increased turbidity and TDS in the waters. rn addition, in the event that the sediment has sequestered contaminants such as hydrocarbons and heavy metals, these could be released into the water column, leading to pollution of the channeL ii. Given the generally high water table in most of the project area, accidental releases of contaminants such as fuels could percolate into groundwater, causing contamination; iii. Stacks of excavated materials, if not properly contained, could be washed into these surface waters by runoff. This could lead to contamination of surface waters by runoff and the extended impact on aquatic life, especially fish.
Overall, expected impact on surface and groundwater as a result of construction activities will be moderate. The magnitude, areal extent and duration of these impacts are all minor, while the sensitivity of the receptor is moderate and as such, the overall significance of construction activities on surface and groundwater is minor. e. Climate and Meteorology The proposed project is not expected to have any significant impact on climate and meteorology. However, the following effects may be expressed during construction activities: i. Dust and suspended particulates generated during various stages of construction could create hazes, which will significantly reduce visibility in the immediate project vicinity. This could result in micro-climatic modifications; ii. Gaseous emissions from the various machineries that will be used for the project could lead to temperature elevations within the immediate project area. In addition, the release of acid rain materials such as N02t S02t etc. could lead to acid rainfall in the project area, with negative effects on rooftops, soils and vegetation of the project area.
Generally, the likelihood of negative impact of construction activities on the climate and meteorology of the project area is minor to negligible, in terms of magnitude, duration and areal extent. 23 Socio-economic/Cultural Impacts ofConstruction Activities Although the proposed project is expected to have a lot of positive benefits on the soci, and cultural setting of the project area, some negative impacts are also expected to accer . project. The following sub-sections present summaries of the anticipated negative il: ' their magnitudes.
a. Population and Sex Ratio
Construction activities will generally lead to the influx of different categories of people :' ' employment as skilled and unskilled workers, as well as itinerant traders who woul! optimize on trading opportunities in the project area. Thus, since such employment see\, be mostly male, the possible impacts include increased population levels and a change j, in the immediate vicinity of the project area. In addition, with increased population lew likelihood that existing social infrastructure, which is currently inadequate m,1 overstretched and thus lead to conflicts.
Given the fact that the proposed project activities are restricted to the immediate vic route, it is expected that the magnitude of the impacts on population and sex ratio wi] I
Similarly, the areal extent will be minor. Even though overall construction may run for '1 12months, the effect may last beyond this, as workers or job seekers who come into th,l : not leave immediately project activities are completed. For this reason,'impact duratir moderate. Overall, however, the project impact on population and sex ratio will b significance:
b. Health and General wellbeing
No significant impact is expected to be expressed on health and wellbeing by U' However, the influx of project workers may lead to the introduction of exotic diseases, \\+ attain epidemic levels. For instance, the presence of commercial sex workers (CSW) accompaniment for construction activities, and as such, the introduction and/or prel STDs and HIV / AIDS is a possibility in the project area.
Given the current level of development and sophistication in the project area, it is exp these impacts are already in existence and the proposed project impacts will only be Cl Therefore, the overall significance of the impact on health and wellbeing (consid' magnitude, areal extent and duration) will be of minor significance. c. Income and Employment
The impact of the proposed project activity on this socio-economic index is largely positive. For instance, skilled and unskilled workers will have to be recruited at various stages of project activities. Naturally, preference will be given to those in the immediate vicinity, thus, the project activities could contribute (albeit marginally) towards the alleviation of unemployment in the area. In addition, project workers may seek temporary accommodation in the area as well as patronize food vendors and sellers of other domestic products like toiletries, clothing, etc. Thus, income and employment are likely to be positively impacted by the proposed project activities.
d. Transportation
The main impacts of construction activities on transportation include an increase in the volume of vehicles in the area, and a reduction in available roadway for normal transportation, which will be taken up by project vehicles and construction materials stockpiles. In essence, traffic build-up in the area is expected. Apart from the usual expected increase in cost of transportation, given increasing demands, there is a high likelihood that commuters will be subjected to significant physiological stress as a result of time spent in traffic snarls and hold-ups.
The traffic situation in the project area is already bad and is a major factor in determining the need for the project in the first instance. In addition, adequate traffic control measures have been built into the project and these will include the active participation of both the Lagos State Traffic Management Authority (LASTMA), and the Motor Traffic Division of the Nigeria Police. Therefore, no significant change from status quo is expected during project construction activities and as such, overall significance of the impact is minor.
e. Conflicts and DisturbancefInterest Group Activities
In spite of the level of development of communities along the project route, as well as the multi ethnic nature of the communities, there are still ruling classes and families. In the event that proper consultations are not held with affected people, conflicts could arise as a result of project activities. Interest groups could foment trouble at various stages of construction activities.
25 Although the duration and areal extent of this impact is minor, the fact that delays aI" conflicts could cost the project a significant amount, makes the magnitude to be 01 significance. Overall therefore, the magnitude of the impact can be deemed to be moder;
f. Public Facilities and Infrastructure
The main public facilities that could be affected by the proposed project include watel buried underground, electricity cables, telecommunication lines, etc. In the process of I and scrubbing prior to erection of pillars and stanchions, some of these utility linE! accidentally tampered with and this could affect the availability of the utility involv( water, electricity and telephone connection. Adequate measures have been built into thr ~ prevent such occurrences. Prior to finalizing project design, maps of all utilities in the ' studied and the present project plan avoids interference with them as much as pi " addition, consultations will be held with the various concerned agencies such as Holding Company of Nigeria (PHCN), the Lagos State Water Corporation, and the NITf:
In view of the foregoing, the impact of the proposed project on infrastructures and publi: minor
Accidental Occurrences
Accidents may occur at various stages of the project. Therefore, this section seeks to ( impacts of such non-routine occurrences. The following accidental possibiJr documented:
Pipeline Accidents Because the proposed road rehabilitation project will be using the route of the NNP( ROW, during construction activities, lack of precautionary measures may lead to ao: I ' such an event occurs, there will be significant losses, which would include the produc I carrying, decimation of aquatic organisms, if the spilled products enters surface i resident within the communities. This could yield significant and long-term negative i
Accidental Spill of Products from the Pipeline; Another possible accidental occurrence is an accidental rupture of the pipeline. In ft.1 such occurrence, large volumes of the products would be spilled. Apart from the i water quality and the surrounding aquatic environment, as iterated earlier, then likelihood of socio-economic impacts, as lost products would not be available for di,,1 and this could affect industries and other consumers who are almost entirely depend, company for supply of petroleum products.
Fire and Explosions along the pipeline route In the event that accidental ruptures and leakages of pipeline occur, fires may result, to contractor's carelessness and/or through lightening discharges. Apart from the da . possible loss of lives and property that could occur in the project site, the fires may spread to adjacent communities, causing significant damage and possible casualties within the project area.
Operation and Maintenance Impacts
Impacts ofProject Operation and Maintenance on the Biophysical Environment a. Air Quality and Noise Levels
The effect of the proposed project on air quality and noise level is expected to be largely positive, since the presence of the road will mean that vehicles will move faster and a lot of pressure will be removed from existing major roads such as Iyana Ipaja area and the Abeokuta Expressway. However, emissions from the vehicles diverted to this area will contribute, at least in some measure, to air quality degradation, in terms of emissions of N02, SCh, CO and hydrocarbons. These will contrive to degrade ambient air conditions in the project area. However, overall the impact of operation activities on air quality and noise levels will be moderate. b. Soil Structure, fertility, erosion and flora/fauna
Very few impacts are expected to be expressed on soil structure, fertility and erosion during operations. However, it is expected that wet and dry deposition of particulates and dissolved gases from emissions may affect soil quality and vegetation health, especially in downwind areas. In the project area, the predominant wind direction (more than 75%) is northeasterly and so areas downwind will bear the brunt of air quality impacts.
The overall impact of operations on soil is adjudged to be of minor significance. c. Vegetation and Wildlife
Very little impacts are expected on vegetation. Generally, TSP and gaseous emissions may deposit on plant leaf surfaces, within the vicinity of the project area. This could cause abrasion and mechanical damage, which could expose such plants to secondary infection by weak pathogens. Similarly, such deposition could block stomatal openings, thus affecting the physiology and productivity of the plants.
The magnitude of this impact is minor since the area is already subject to human presence and high traffic movement. Areal extent is equally minor since clearing of virgin land is being undertaken as part of this project. The duration of the impact may be long-term, since the railway are expected to last for at least 2Oyears, and as such, impact duration is of moderate significance. Overall significance of operation and maintenance impacts on vegetation and wildlife is minor. 27 Socio-economic/Cultural Impacts of Operation and Maintenance Activities
a. Population and Sex Ratio
The road project will encourage a lot of people to relocate to the project area. As such, it expected that the general population of the project area will increase. While, this is not i' lead to any definite change in sex ratio (assuming that whole families will move, r individuals), overall population is expected to increase.
The population of Lagos as a whole is constantly on the increase, as a result of birth irrunigration. The proposed project will have an almost infinitesimal effect on populatio' overall project impact on population and sex ratio will be of minor significance.
b. Health and General wellbeing
A positive impact may be expressed on health and wellbeing as a result of the propo~1 The ease of access, afforded by improved and cheaper transportation will reduce tt associated with high traffic, such as stress and respiratory problems related to excessive . of noxious gases. This will promote health and wellbeing, and may thus allow fe· development, since money that should have been spent for medical care can now be chi other productive uses.
c. Income and Employment
Income and employment is likely to experience a positive boost during the operation of tl' In the first instance, with cheaper mass transportation, many people are likely to relocatl project area to the outskirts of Lagos, since they are guaranteed that there won't be traffi their movements. This will lead to a redistribution of population in Lagos and will be impact. Project workers will need to rent houses and as such, owners of landed pr: likely to experience a boost in income, since rents are likely to further skyrocket. Ir several industries and commercial concerns are likely to spring up in the vicinity. employment opportunities and possible income opportunities for traders and other g services providers. These are all positive impacts. d. Transportation
Transportation is expected to experience a boost during the operation of this project, since the hitherto bad traffic situation will be eased by the alternative mass transit that will be provided by the light rail. In essence, operation impact on transportation is positive.
Closure and Decommissioning Impacts
Most of the impacts encountered during construction are likely to be repeated during decommissioning. However, for the purpose of reiteration, some of these impacts are re presented in this section of the report:
Impacts on the Biophysical Environment
a. Air Quality and Noise Levels
The main impacts of construction activities on air quality will be in terms of gaseous emissions and suspended particulate. The various vehicles and machinery that will be used during the various stages of decommissioning and site restoration will emit various gaseous pollutants such as NOz, S02" CO, etc. which have serious negative effects on air quality and human health. Ambient noise levels may also be elevated by these activities.
On the whole, the decommissioning and site restoration phase of this project will have minor negative impacts on air quality, since the areal extent, magnitude and duration of the impacts are minimal.
b. Soil Structure, fertility, erosion and flora/fauna
Positive impacts may be exerted on the soil and flora and fauna, since the sites will be restored to pre-project conditions. c. Vegetation and Wildlife
Site restoration activities may return vegetation to pre-project conditions, which is a positive effect on vegetation. In addition, return of native vegetation may encourage recolonization by wildlife species. These are positive impacts. 29 d. Climate and Meteorology Dust and suspended particulates generated during various stages of decommissionin(' ; restoration could create hazes, which will significantly reduce visibility in the immed I vicinity; leading to micro-climatic modifications.
Socio-economic/Cultural Impacts of Construction Activities
a. Population and Sex Ratio
No significant impact is expected on population and sex ratio during decommissioning it is to be expected that job-seekers may migrate into the area in the hope of emplo) i . leading to minor changes in population and sex ratio, considering that most job seekers il be men.
b. Income and Employment
The impact of the proposed decommissioning activity on this socio-economic index positive. For instance, skilled and unskilled workers will have to be recruited at varioll project activities. Naturally, preference will be given to those in the immediate vicinity
project activities could contribute (albeit marginally) towards the alleviation of unemF; I the area. In addition, project workers may seek temporary accommodation in the arei'. patronize food vendors and sellers of other domes.tic products like toiletries, clothing, 1\ income and employment are likely to be positively impacted by the proposed project acti
c. Transportation
The main impacts of decommissioning and site restoration include traffic build-up in thE .. high likelihood that commuters will be subjected to significant physiological stress as time spent in traffic snarls and hold-ups.
d. Conflicts and DisturbancefInterest Group Activities
Similar to the construction phase, conflicts may arise if proper consultations are not heIdi affected people, prior to commencement of decommissioning and restoration activities. Environmental Impact Summary
In summary, THERE ARE NO MAJOR NEGATIVE IMPACTS EXPECTED TO ARISE FROM ALL PHASES OF THE PROPOSED PROJECT ACTIVITIES EXCEPT THE PRECAUTIONARY MEASURES REQUIRED FOR THE PIPELINE ROW. For the project under consideration, no significant negative impact is identified and/or anticipated. ·It is equally obvious that for the moderate negative impacts identified, appropriate mitigation measures can be used to reduce them to minor in significance. Therefore, the next section of this report will focus on the development and recommendation of sound mitigation measures for identified negative impacts.
6.0 Mitigation Measures
Mitigation Measures for Construction Impacts
Mitigation for Biophysical Impacts a. Air Quality and Noise Levels
i. Project proponent will ensure that all project machinery comply with international emission limits. In order to sustain this, all equipment and machinery to be used for project activities shall be regularly serviced and maintained; ii. As much as possible, all open soil surfaces shall be regularly sprinkled with water to reduce dust and particulate generation. iii. Project equipment shall comply with noise emission limits. This will be achieved by the use of silenced/muffled engines. In addition, project workers, especially those who have to work in close proximity to noise emitting machinery/ equipment shall be provided with adequate hearing protection devices and facilities. b. Soil Sbucture, fertility, erosion and flora/fauna
MITIGATION MEASURES Many of the identified impacts are temporal and require no direct mitigation measures. However, the following are necessary:
31 i. As much as possible, trench sides shall be adequately protected/ reinforced collapse; ii. Erosion control measures shall be put in place during construction, to prever': away of exposed soil surfaces. Specific mitigation measures for erosion CO" discussed in Chapter three of this report and include reconstruction and prl of drainage channels, etc.; iii. Site clearing shall be limited to construction areas. Cleared and unused spa: properly protected, including revegetation for erosion control. c. Vegetation and Wildlife
MITIGATION MEASURES i. In order to mitigate/prevent enhanced soil erosion along the roadsides, ( unpaved areas shall be revegetated; ii. As much as possible, clearing shall be limited to work-areas; iii. As much as possible, site illumination shall be limited to areas where wor j, are going on, so as to minimize impact on photo-periodism of plants in j'. area.
d. Surface and Groundwater
MITIGATION MEASURES i. Noise attenuation measures shall be taken to minimize the impact of construction activities on the aquatic ecosystem ii. Excavated materials shall be properly stacked, maintaining a slope of not' 1m (vertical) to 2.5m (horizontal); iii. Stacked materials shall be properly contained to prevent runoff into surfac, . iv. Blocking of drainages shall be avoided, to prevent flooding and ponding in areas upstream of construction zones. e. Climate and Meteorology
MITIGATION MEASURES
i. Dust and TSP emissions from construction activities shall be minimized by regularly sprinkling water on work surfaces; ii. Project equipment and machinery shall be regularly maintained, to ensure that their emissions comply with international! regulatory standards and limits.
Mitigation for Socio-economic/Cultural Impacts of Construction Activities
a. Population and Sex Ratio
MmGATION MEASURES
In a location like Lagos, immigration control is difficult (if not outright impossible). Therefore, in order to minimize population change due to influx of job-seekers, employment activities shall commence from work areas and should only be extended to outsiders when either the required skill level is not available locally or when the required number of personnel cannot be obtained from the immediate project vicinity.
b. Health and General wellbeing
MmGATION MEASURES
No further mitigation is deemed necessary for this impact.
c. Income and Employment
MITIGATION MEASURES
This is a positive impact and requires no mitigation.
33 d. Transportation
MITIGATION MEASURES
i. As much as possible, project activities shall be concentrated on times when is lowest. This includes night time and between 10.00am and 2.00pm; ii. Alternative routes shall be provided for commuters, to ease the effect of bottI will be created by construction activities
e. Conflicts and Disturbanceflnterest Group Activities
MITIGATION MEASURES
The very obvious but necessary mitigation for this impact is to ensure that adequate ce·! \ are held with all concerned stakeholders, in order to prevent likely conflicts and intI activities that may arise due to the proposed construction activities.
Accidental Occurrences
Pipeline Accidents
As part of the precautionary measures by LAMATA, NNPC shall be contacted fo' guidance on the pipeline ROW in order to have a proper alignment ofthe road \Ii pipeline.
In addition, adequate fire fighting andprevention arrangements shall be made, H>' this can be promptly activated in the event that pipeline accident occurs.
Accidental Spill of Products from the Pipeline; In view of the foregoing, the following anticipatory mitigation measures are planned
• Pipelines must be regularly checked and inspected, so that deterioration in l' be promptly observed and preventive maintenance undertaken on them. • Adequate spill containment and recovery plans must also be put in place to products spilled in the event of such accidents,
Fire and Explosions at the tankfarm As part of contingency plans to combat fire outbreaks, an elaborate fire-fighting system has been put in place for the project. In addition to the foregoing, the project proponent, LAMArA shall have a standing arrangement with NNPC and hotline contact with the Nigerian Fire Brigade, so that they can be called upon promptly in the event that a fire appears to be going beyond the control of the installed fire-fighting facilities.
Mitigation for Operation and Maintenance Impacts
Mitigation for Biophysical Impacts
a. Air Quality and Noise Levels
MmGATION MEASURES
As much as possible, project proponents shall ensure that all project related machinery and equipment comply with international emission and noise standards in order to minimize the negative effects of emissions and noise from the trains and the power plants
h. Soil Structure, fertility, erosion and flora/fauna
MITIGATION MEASURES
Project proponents shall ensure that all project related machinery, vehicles and equipment comply with international emission and noise standards in order to minimize the negative effects of emissions and noise from the trains and the power plants
35 c. Vegetation and Wildlife
MITIGATION MEASURES No mitigation is required for this impact d. Climate and Meteorology
MITIGATION MEASURES No mitigation is necessary for this impact.
Mitigation for Socio-economic/Cultural Impacts of Operation and Maintenance
a. Population and Sex Ratio
MmGATION MEASURES
No mitigation is required for this impact, from the viewpoint of the project proponent the state government may need to enact laws that will moderate the rate of growth of : and development of new layouts.
b. Health and General wellbeing
MITIGATION MEASURES
No mitigation measure is required for this positive impact.
c. Income and Employment
MITIGATION MEASURES
No mitigation is required for this positive impact. d. Transportation
MITIGATION MEASURES
No mitigation is required for this positive impact.
Closure and Decommissioning Impacts
Impacts on the Biophysical Environment
a. Air Quality and Noise Levels
MITIGATION MEASURES
i. Project proponent will ensure that all project machinery comply with international emission limits. In order to sustain this, all equipment and machinery to be used for project activities shall be regularly serviced and maintained; ii. As much as possible, all open soil surfaces shall be regularly sprinkled with water to reduce dust and particulate generation; lll. Project equipment shall comply with noise emission limits. This may be achieved by the use of silenced/ muffled engines. In addition, project workers, especially those who have to work in dose proximity to noise emitting machinery/equipment shall be provided with adequate hearing protection devices and facilities. b. Soil Structure, fertility, erosion and flora/fauna
MITIGATION MEASURES No mitigation is required for this impact.
c. Vegetation and Wildlife
37 MITIGATION MEASURES No mitigation is required for this impact.
d. Climate and Meteorology
MITIGATION MEASURES i. Dust and TSP emissions from decommissioning activities shall be mill regularly sprinkling water on work surfaces; ii. Project equipment and machinery shall be regularly maintained, to ensun emissions comply with international/regulatory standards and limits.
Socio-economic/Cultural Impacts ofConstruction Activities
a. Population and Sex Ratio
MITIGATION MEASURES
No further mitigation is required for this impact.
b. Income and Employment
MITIGATION MEASURES
No mitigation is required for this positive impact.
c. Transportation
MITIGATION MEASURES
i. As much as possible, project activities shall be concentrated on times when I ' is lowest. 1bis includes night time and between lO.OOam and 2.00pm; 11. Alternative routes shall be provided for corrunuters, to ease the effect of bott], will be created by construction activities d. Conflicts and DisturbancefInterest Group Activities
MITIGATION MEASURES
The mitigation for this impact is that the project proponents will ensure that adequate consultations are held with all concerned stakeholders, in order to prevent likely conflicts and interest group activities that may arise due to the proposed construction activities.
Summary ofResidual Impacts
The mitigation measures recommended in the preceding sections of this report are commitments that will be abided with by project proponents. Project proponents will ensure that all the identified mitigation measures, as presented above, are implemented. In addition, periodical monitoring shall be undertaken, as presented in Chapter Seven of this report. In view of the foregOing, a re-evaluation of the identified impacts, taking cognizance of the mitigation measures as well as those that have already been built into the project design, as presented in Chapter Three of this report, reveals that all the moderate impacts will be reduced to minor in significance, while most of the minor impacts will become negligible to insignificant. A summary of these re-evaluated impacts is presented in Figure 6.2. Generally, although some negative impacts will still remain, even after mitigation, the overwhelming weight of the positive impacts associated with the project makes it possible to accept these negative impacts.
ES7.0 Environmental Management Programme
An Environmental Monitoring and Audit (EM&A) Programme has been prepared for the various phases of development of the planned Road rehabilitation Project. Such as the construction phase of this development to monitor noise, air quality, water quality and waste management. Further details are given in the Chapter 7.
ES8.0 Remediation Plans Mter ClosurefDecommissioning
This section of the report provides an overview of the various decommissioning activities that will accompany this project and therefore need to be planned for even at this conceptual stage.
39 CHAPTER ONE
BACKGROUND AND INTRODUCTION
1.1 BACKGROUND INFORMATION
Lagos is the largest city in Nigeria and is the country's most important co center. With an estimated population of over 17 million people, Lagos ranks , most heavily populated cities in the world. From a small colonial town in the { century, Lagos has now grown into a large metropolis. This dynamic experienced rapid urbanization and has lacked sufficient parallel infn. development. The vast number of motorized vehicles in the cities plagues the f! . causing tremendous congestion and increased air pollution.
Transportation in Lagos is predominantly land-based. With the enormous cha l , rapid urbanisation and traffic congestion, it is obvious that the existing road ft' grossly inadequate. Therefore, there is urgent need to provide road network h!· suburb area of Lagos to urban area with a view to facilitate the efficient mo'. the populace or goods.
As part of Lagos State Government effort in Infrastructural development networks under the Road Improvement Intervention Programme, the State go", through its authorized representative, LAMATA, plans to rehabilitate son which are in extensive state of disrepair in different locations within the city Amongst roads earmarked for rehabilitation is the AborujPipeline road in .. Local Government Area. Aboru Pipeline road is a 6.9km road that tram partially developed residential area and exits into the Lagos-Abeokuta Express' .
1.2 INTRODUCTION
Aboru Pipeline road is a 6.9km road that transverses a partially developed n· area and exists into the Lagos-Abeokuta Expressway. It is approximately 4.6kl1 road and about 1.3kmof a collapsed carriageway through Aboru settlements .... requires complete engineering survey and design from first principle since .. . never been any properly designed road along this route before. This apart fron' .
road furniture and installations that must be in place and the link to Meran (I with installation of three-span bridge over the swamp to create an alternative i Abeokuta expressway for that stretch exiting at iyana-ipaja. The road rehabilitation is expected to boost the economic condition of the residence of the area.
The government through LAMA T A has therefore contracted the consortium of Global Impact Environmental Consulting Ltd and Geo-ecostrategic Technologies Nigeria Limited to prepare an Environmental Impact Assessment (EIA) report for the planned Road rehabilitation for Aboru Pipeline road under the LUTP 2 Road Network Efficiency Improvement Programme, in fulfilment of the regulatory requirements and in furtherance of the state government objective of providing easy, cheap and sustainable transportation infrastructure for the populace.
The EIA study was implemented via a series of coordinated activities, which included well-planned site visits, field survey and samples collection, laboratory analyses, and secondary data acquisition from existing reports and publications, as well as derivation of spatially referenced data using GIS and remote sensing technologies.
This report relates to the EIA for their proposed Road rehabilitation for Aboru Pipeline road under the LUTP 2 Road Network Efficiency Improvement Programme and will cover the assessment of planned project activities, the environment around the project area, and the associated and potential impacts of the proposed project as well as reasonable mitigation options for the negative impacts. 1.3 LEGAL AND ADMINISTRATIVE FRAMEWORK A number of national and international environmental regulations guide developmental project in Nigeria. Regulations relating specifically to the planned Road rehabilitation for Aboru Pipeline road under the LUTP 2 Road Network Efficiency Improvement Programme are as follows: 1.3.1 National Regulations The following sub-sections briefly examine the pertinent national legal and administrative instruments governing transportation sector especially the rail transportation and the environmental issues for such developmental project. 1.3.1.1 Federal Ministry of the Environment (FMEnv), formerly the Federal Environmental Protection Agency (FEPA), Regulations (1988, 1991, and 1992) The Federal Environmental Protection Agency Decree 58 of 1988, amended by Decree 59 of 1992 established the Federal Environmental Protection Agency (FEPA) as an autonomous Agency vested the overall responsibility for protection of the Nigeria environment, the bio-diversity conservation and the sustainable devlopment of Nigeria's natural resources. In addition, the Agency (now Federal Ministry of Environment) is also specifically mandated to prepare national policy for the protection of the environment by prescribing national guidelines and standards including the procedural guidline for environmental impact assessment for all developmental
41 projects.From time to time, the FMEnv (formerly the FEPA) may update thl guidelines and standards.
In 1992, the federal government released Environmental Impact Assessment Dec' of 1992, which has now been amended to read Environmental Impact Act No . .'; . The act makes the EIA process mandatory for any major development proje(· road infrastructure and prescribes the procedure for conducting and reporting 1.3.2 State Regulations
1.3.2.1 Lagos State Environmental Protection Agency (LASEPA)
The Edict establishing the Lagos State Environmental Protection Agency (LA~11 signed into law in November 1996. The Edict spells out clearly the functic . Agency, the authority of the Agency, and acts that are prohibited within the Stab with associated penalties for flouting such prohibitions. The functions of the AI are relevant to this present study include:
I. The monitoring and controlling of disposal of wastes generated within tr . State; II. The monitoring and controlling of all forms of environmental degrada agricultural, industrial and government operations; III. The monitoring of surface, underground and potable water, air, land within the State to determine the pollution level as well as collect baselinl' IV. Co-operating with federal, state and local governments, statutory b~· research agencies on matter and facilities relating to environmental:· (Section 7 b, g and i).
In order to execute the functions effectively, the Edict empowers the Agency to:
1. Apply enforcement measures to combat environmental degrad. manufacturing premises and government operations; ii. Enter and search vehicles, tents and structures in any premises engaged i r out manufacturing operations; iii. Perform tests and take samples of any substance found in any premises (Section 8, d-f).
In addition to these, the Agency is empowered to make regulations on:
i. Acceptable standards or criteria to control the pollution level of water. and land in line with the policy and guidelines of Federal Government; ii. Standard for effluent discharge; iii. Waste management strategy and alternatives etc. (Section 9; a, c and e).
Apart from these, the Edict in Section 2.1 prohibits the manufacturing or storage of chemicals, lubricants, petroleum products, and cement other than that used for building, radio active materials or gases without a written permission from LASEPA. Similarly in
Section 2.2, the Edict clearly states, /I as from the commencement of this Edict, no person shall:
1. Carry on or run any manufacturing operation or business in any premises within the State except such waste generated in the process of such manufacturing operation or business is treated or purified to the satisfactory standards approved by the Agency before being discharged into the environment; ii. Discharge or cause to be discharged, raw untreated human waste into any public drain water-course, gorge, storm-water or on land within the State; iii. Discharge or cause to be discharged any form of oil, grease, spent oil including, trade waste, brought about in the course of any manufacturing operation or business into any, public drain, water-course, water gorge and road verge; iv. Discharge into the air any inadequately filtered and purified gaseous waste; etc.
The Edict also makes it mandatory for all persons generating any waste listed in Section 2.2 to ensure adequate treatment according to the Agency Standard before discharge to the environment. Also all emission from vehicles, plants and equipment within the State shall be within the limit set down by the Agency. For persons who contravene or fail to comply with any of the provision of the Edict, a penalty or a fine ranging from W250, 000.00 to W2, 000,000.00 with!or a term of imprisonment ranging from 5 to 10 years awaits such persons.
1.3.2.2 Lagos State Urban and Regional Planning Board and Town Planning Authority Edict 0/1997 This edict is basically meant to provide for the control of urban and regional planning activities in Lagos State. The board, by the edict, is empowered to perform among others, the following functions:
i. Formulate state policies for urban and regional planning and the physical development of the state, including spatial location of infrastructural facilities. ii. Advise state government and initiate actions towards establishment of local planning authorities in the State. iii. The initiation of and preparation of: iv. Regional and sub-regional plans for the state; v. Master plans for each of the divisions in the State; vi. Urban master plans for major urban centres; Vll. District plans; 43 viii. Outline development plans and other physical development plans an. embracing spatial distribution of major roads, location of industrial, C(I residential as well as recreational facilities. ix. The formulation and adoption of programmes for the co-ordin: progressive preparation and review of Master Plans as and when due; x. Publication in the gazette of the dates when draft master plans will comn" xi. The scrutiny and amendment of draft master plans and their ad!' exhibition to the public; xii. Receipts of comments to draft master plans and hearing of object01 authorized representatives; xiii. Determination of objections and directing amendments to be made to dr: ' plans thereto on the basis of the objections where it considers the amen, be in the public interest; xiv. Submission of draft master plan together with schedule of objections 1; with or without amendments to the Chief Executive of the State for appre xv. The establishment and operation of an effective development control state lands including control of out door advertisement; xvi. Ensuring that full and comprehensive record are kept of the plans and S,:; all applications for development permit and those which are con approved or disapproved; xvii. The conduct of research in urban and regional planning; xviii. The provision of technical assistance to the local government; xix. The preparation and submission of annual progress report on the opera ~ National Physical Plan to the National Urban and Regional Planning Con xx. The consultation and co-ordination with the federal government ; governments in the preparation of Physical Development Plans; xxi. The acceptance and review of the annual report on the implementat! National Physical and Regional Development Plans submitted to it by planning authorities; xxii. The review of such plans listed under sub-section (c) of this section; xxiii. The supervision of the activities of local planning authorities in the State.
According to the edict, the local planning authorities shall be established in f' . Government Area, and these authorities are expected to:
1. Be responsible for preparing town, rural, local and subject plans sub} I approval of the Board ii. Prepare and submit to the board an annual report on the implementati National Physical Development Plan and State Regional Plan. iii. Undertake development control within its area of jurisdiction. The board, among other functions, shall take inventory of all objections to any proposed development plan, review such objections based on merit and make decisions on the validity or otherwise of such objections. The edict also stipulates that"a developer shall at the time of submitting his application for development, submit a detailed environmental impact assessment report in respect of applications for:
i. A residential land in excess of half and hectare and/or development in excess of 4 floors or 8 family units. ii. Factory building or expansion of factory building iii. Office or other commercial buildings iv. Places of worship v. Major recreation development covering more than 2000 square meters vi. Institutional buildings vii. Petrol filling/ service stations viii. Any other building(s) as specified in the buildings regulations made pursuant to the edict./ The authority is also empowered to make orders stopping a development, including a "stop-work" order. However, the edict provides that reasonable time limit must be given to a developer to comply with the stop-work order.
1.3.3 WORLD BANK AND INTERNATIONAL FINANCIAL DONORS GUIDELINES FOR EIA
1.3.3.1 World Bank Guidelines for ErA The sustainability of economic development has become of the most important challenges facing the World Bank in recent years. In response to growing awareness regarding environmental sustainable development, the bank introduced varieties of initiatives ranging from environmental assessment (EA) for specific projects or sectors. In October 1989, the bank introduced an operational Directive on Environmental Assessment (OD.4.00). The comprehensive and detailed new policy mandated an environmental assessment for all projects that may have significant impacts on the environment as a pre-requisite before any financial assistance is rendered. The bank is now required to screen and categorize all prospective loans for potential adverse environmental problems at the time of project identification. Also, in one of bank's EA source book, it is stipulated that EA should include an analysis of reasonable alternatives to meet the ultimate project objective". This alternatives analysis in EA is designed to bring environmental and social considerations into the "upstream" stages of development planning - project identification and earlier - as well as the later stages of site selection, design and implementation.
45 1.3.3.2 IFe Environmental Assessment Policies The IFC policy on environmental assessment (EA) mandate that all projects for IFC financing require an EA to ensure that they are environmentally ar'.: sound and sustainable. In pursuance of the policy objectives, IFC introl .
Environmental and Social Review Procedure, which outlines the process by ;'1 ; determine the adequacy of the project sponsor's environmental assessml proposed project and works with the project sponsor to address environrr.: social issues and opportunities associated with the project. The purpo' environmental and social review procedures is to ensure that the project comr; applicable IFC environmental and social policies and meets the applicable guid
1.4 OBJECTIVES/TERMS OF REFERENCE FOR THE EllI METHODOLOGY As described above, in accordance with the EIA Decree No 86 of 1992 and mr draft legislation (Sectoral Guidelines), it is manadatory for all new developml made subject of an EIA. In addition, the Lagos State through the regul • requirested that an environmental impact assessment is carried ou developmental projects.
The purpose of this EIA study is to provide information on the nature and environmental impacts arising from the planned project and related activiti place concurrently. This information will contribute to decisions by the propor:
i. the overall acceptability of any adverse environmental consequences th'l likely to arise as a result of the proposed project; ii. the conditions and requirements for the detailed design and/ or COnstrl: ~ the proposed project to mitigate against adverse environmental conseqt' wherever practicable; and iii. the acceptability of residual impacts after the proposed mitigation measl . implemented.
The objectives of the EIA process is to integratge environmental consideral development, design, construction and operation of the proposed project.
process aids in the identification of the likely impacts of the planned proje! I environment and assist in the design of mechanisms to control environment<1 where necessary. As such, the EIA is an important and fundamental plar: design tool.The EIA provides the mechanisms to ensure that the project is in laws, regulations and guidelines.
To ensure a clear understanding and adequate coverage of the relevant issues 'I process, a terms of reference (TOR) ,which highlights key project componen1: environmental conditions, objectives, and scope, was prepared for the propose: The EIA for the proposed project has the following specific objectives:
• identify sensitive components of the existing environment within the project area and environs; • establish the existing state of the environment and identify sensitive components of the existing environment within the project area and area of potential project influence (APPI); • assist project design and planning by identifying those aspects of location, construction and operations, which may cause adverse environmental, social, health and economic effects; • recommend measures during construction, commissioning and operations to avoid and ameliorate these effects and increase beneficial impacts; • identify existing and expected environmental regulations that will affect the development and advise on standards, consents and targets; • identify any environmental issues and concerns which may, in the future, affect the development; • recommend an environmental management programme for the life of the development including compliance, monitoring, auditing and contingency planning; • provide he basis for co-operation and consultation with regulatory and non regulatory authorities and the public; • appraise the project activities and determine any potential negative and positive impacts on the environment; • prepare a detailed EIA report presenting clear and concise information on the environmental impact of the proposed activities; • to identify and describe the elements of the community and environment likely to be affected by the proposed project and/or likely to cause adverse impacts to the proposed project, including both the natural and man-made environment; • to identify and quantify emission sources and determine the significance of impacts on sensitive receivers and potential affected uses; • to identify, predict and evaluate the residual (Le. after practicable mitigation) environmental impacts and the cumulative effects expected to arise during the various phases of development; • to investigate the extent of side-effects of proposed mitigation measures that may lead to other forms of impacts;
• Provide the basis for cooperation and consultation with regulatory and non regulatory authorities and the public
The EIA process described above and its results are reported in this EIA report. The report thus provides a summarry of the pre-project baseline and a description of commitments to be met in the short and in the long term to avoid impacts or reduce 47 these to an acceptable level. The EIA report will remain accessible as a source I in the public-private partnership of Lagos state Government throught the projt
1.5 Report Structure This report contains details of the Environmental Impact Assessment of th:' Road rehabilitation for Aboru Pipeline road under the LUTP 2 Road Network 1 Improvement Programme, Lagos. The report is arranged as follows:
Chapter One Background and Introduction Chapter Two Project Justification Chapter Three Project and Process Description Chapter Four Description of the Existing Environment Chapter Five Associated and Potential Impacts Chapter Six Mitigation Measures Chapter Seven Environmental Management Plan (EMP) Chapter Eight Decommissioning and Abandonment Plan References Annexes CHAPTERlWO
PROJECT JUSTIFICATION
2.1 BACKGROUND INFORMATION
Nigeria is endowed with abundant human and natural resources. With an estimated land area of 923,773km2 and an estimated population of around 140 million people (based on the 2006 National Census data); Nigeria is the largest country in Africa in terms of population and the second largest in terms of land area. Major cities are growing at rates between 10-15%, and medium cities are growing at between 8% -10% per annum.
The 2006 popUlation of Lagos State, based on the national census data is just slightly over 9 million. However, estimates from other sources put the population of Lagos at around 15million. The state is a highly urbanised state with 70 percent of its population living in urban centres. It includes the near megapolis of Lagos, which is the commercial capital of Nigeria. The population of Lagos State grows at 8 percent per year (compared with the national rate of less than 4 percent). Population density is 3,746jkm2 and the state accounts for nearly 37 percent of Nigeria's urban population, most of them living in the Lagos (mega) polis. Lagos city is now the 6th largest metropolis in the world, having moved from the 31st position in 1985. The population is currently growing at a rate ten times faster than that of New York and Los Angeles (Lagos State Ministry of Planning and Budget, 2002).
It is the premier manufacturing city in West Africa, most important sea port, node for telecommunications with the largest concentration of multinationals, and headquarters to more than 90% of Nigeria's financial institutions. More than 60% of Nigeria's non-oil 49 economy is located in Lagos. Despite its dominant position in Nigeria' economy, Lagos remains a "poor city" with an annual budget of about US$65C
All this development has resulted into the rapid urban development being e). ! by the state which has frequently resulted to regular traffic congestion. The i neglect of infrastructural development by the successive government especiil area of road networks has made the situation worse. Hence, the deplorable cel the Lagos roads making it an area of urgent attention by the present governn has prompted the state government to embark on the Lagos Infrastructul.· especially in road development.
2.2 NEED FOR AND OBJECTIVES OF THE PROJECT
Lagos is the largest metropolitan city area in Sub-Saharan Africa. At a curre' rate of about 8% per annum, the population of Lagos is estimated to reach million by 2015, when become the world's 3rd largest megacity (after T,: Mumbai). Situated on 3,577 square kilometers, Lagos is also one of the mm; populated States on earth with a density of 4,193 people per square kilomel, makes Lagos a very attractive area for business.
Despite the enormous potential of Lagos, a 2005 United Nations study of the \, megacities ranks Lagos as the city with the lowest Urban Living Standard SeCq the poor state of infrastructural development. This situation is due to long tim by the past administration and this unacceptable position must be rever; amongst others, underscores the enormous task confronting the present admit to renewing the public infrastructure (including road networks) needed to cop.' growth of the city and State. In addition, the rapid growth population within '~ settlement has strained the existing infrastructure since transportation in the predominantly land-based, and this is adversely affecting levels of e££ick . productivity within the state.
With the inadequacy experience in infrastructural development, there is gr therefore for the government to develop a strategic approach in decongesting f area of the state by the linking the suburb and the rural areas of the state with good road network in order to facilitate the movement of people from the area. This will discourage the populace from migrating to the urban area to settle thereby reducing the burden on the urban infrastures.
Furthermore, Lagos-Abeokuta expressway linking Lagos to the neighbouring Ogun State usually experience traffic congestion and there is great need for alternative route to reduce the traffic congestion .Hence, the planned project is therefore meant to serve as an alternative route for motorist in order to reduce the traffic on Lagos-Abeokuta expressway
In addition, the recent Bus Rapid transit introduced by the project proponent, LAMAT A is expected to expand to the Iyana -ipaja axis, and this development requires good road network to function effectively, hence the planned project is meant to compliment the effort of LAMAT A in providing an efficient and cost-effective mode of transport to the populace.
The need for the planned road rehabilitation project is therefore clearly evident. Economic development is facilitated to a very large extent through the 'vehicle! of infrastructure provision and development, and specifically access to this infrastructure. A well functioning infrastructure system is crucial for the economic growth of Lagos.
2.3 BENEFIT OF THE PROPOSED PROJECT
There are several benefits expected to accrue from this project. The beneficiaries include the project proponents, the State and the local economy. The following are some of the benefits of the project:
Besides creating opportunities for commercial and business activities, the planned project will improve access to central Lagos and act as a catalyst to decongest the urban area of Lagos. In addition, the benefits of developing the project include the following:
51 i. Improve the transportation of people from the Aboru /Iyana-Ipw Lagos to the central Lagos , thereby encourage an increased Sf suburbs; ii. commercial activity will increase within the Aboru axis due to the project leading to the creation of sustainable jobs and err: opportunities; iii. vehicular emissions and air pollution resulting from traffic congesti l be significantly reduced and contribute to a cleaner environment; iv. Improve the socio-economic interactions within Aboru and its envin'
2.4 VALUE OF THE PROJECT
The total cost for the proposed project is yet to be determining as at time of thin However, it is expected that the value will include the cost of basic and detaile,.; engineering designs, earthworks, construction and other related activities. Of amount, at least 45 to 50% will be injected to the local economy. Therefore, the the project includes this injection into the local economy and the potential empl" and other benefits that is expected to result from the project.
2.5 SUSTAINABILITY OF THE PROJECT
The sustainability of this project is hinged on a number of considerations:
iv. The personal commitment and interest of the Executive Governor al'·:· the Government of Lagos state to solving the infrastructural prc:' Lagos, as part of efforts towards turning Lagos into a megn encouraging the private sector develoment; v. The implementation Agency of the state government, LAMATA rul' shown high level of commitment in solving the transportation of with successful implementation of the Bus Rapid Transit (BR:' confirms the sustenance of the planned project; vi. The overarching desire of the average Lagosian especially the Aboru axis of Lagos, to ease traffic into the central Lagos, wi ' guarantee their support for the project;
Based on the foregoing considerations the project can be adjudged to 110 sustainability likelihood. 2.6 PROJECf ALTERNATIVES
Usually there are several alternatives to any project. The selection of a particular alternative is premised on several considerations, including the desirabilityI acceptability of the project, the government's position or inclinations to the project, the potential environmental and social impacts of the project, the economic viability of the project, etc. For the proposed Road rehabilitation project, a number of alternatives were considered and these include: a no-project alternative; delayed project alternative; and alternative site. A summary of these alternatives is presented below:
2.6.1 No-Project Alternative
This alternative assumes that the entire project concept will be cancelled and scrapped. This is an inferior alternative when compared to the option of going ahead with the project. Although if this option is taken, it would mean that the negative environmental and social impacts of the project would be completely avoided, not implementing the project will also lead to:
(i) Continued congestion of the urban cities of Lagos due to rural -urban migration. (ii) Continued Traffic congestion around the suburb area of Lagos. This will in turn result in an exacerbation of traffic problems in Lagos metropolis; (iii) Failure to generate employment opportunities as anticipated; (iv) Continued environmental degradation arising from vehicular emissions in traffic In all, considering that all unfavourable socio-economic and environmental impacts associated with the project are all short-termed compared to the immense benefits accruable from the project. In view of the sustainable nature and the socio-economic benefits of the project it is unarguably imperative that the no-project alternative is inferior in this case and should not be considered.
2.6.2 Delayed Project Alternative
This option means that the project will not be implemented at this time; rather, a delay will be in effect until such a time when certain conditions are met or requirements fulfilled. This kind of option is usually adopted when there are regulatory requirements that need to be met, when the political and economic climate is inclement for project implementation or in a period of war. Presently, the country is not at war. Similarly, the government of
53 Nigeria is encouraging and courting foreign direct investment (FDI) and socic development. The planned project can attract foreign investment, in addition . added values indicated earlier. Therefore, delaying the project will in turn . realization of the positive benefits expected from the project. In addition, give\· high level of inflation in Nigeria's economy, a delay of 1 year could potentially cr a 50% increase in project costs. Therefore the option of delaying the project optimal one.
2.6.3 Alternative Project Location
A detailed traffic study was conducted by the LASG as part of the developr"' master plan. This study identified the current routes as being one of the pricl! under the Road Improvement Intervention Programme. While there are 0': options, the costs, especially in terms of resettlement and compensation are quih 1 would render the entire project unfeasible. Therefore, the current project locaticl: to be the most expedient, based on the various considerations and as such, an
2.6.4 The Planned Project Alternative This alternative assumes that the planned project will proceed as conceptualil", means that the Aboru Pipeline road will be reconstructed and will cover a total d 6.9km. This alternative will also include the construction of drainage and walk1i along the route.
This alternative involves a lot of construction work, along with the associated pc:: negative impacts. The essence of a project of this nature is to ensure that acti undertaken in a way that minimizes the negative impacts while enhancing the impacts. To this end, there is a need for detailed description of the project, so i activity that can result in negative impacts on the environment (biophysical c r economic) can be easily identified and remedial measures planned for them. fI description of the proposed project is presented in Chapter Three of this report.
2.7 SUMMARY
In summary, the selected alternative appears to be the most optimal, which ,i consideration the needs of the people and an economically profitable scenario. 1 ' expected that certain negative biophysical and socio-economic impacts will be c . by the project, it is certain that if adequate measures are put in place to mit negative impacts of the project, it would result in overall net positive impacts on local and national economies. CHAPTER THREE
PROJECT DESCRIPTION
3.1 INTRODUCTION This section of the report presents an overview description of the proposed planned Road rehabilitation for Aboru Pipeline road project under the LUTP 2 Road Network Efficiency Improvement Programme. The proposed project covers the stretch of Aboru Pipeline road in Alimosho Local Government area of Lagos State. An administrative map of Lagos state is presented in Figure 3.1.
20- 10-
Legend _Ag"lle _ Badagry _ Ikeja _ Mushin _ Epa _ Ikorodu _ Ajaromi/ileloclun _Ojo _ AIlfl\OSho all Eli-Osa _ Koso!a _ OShodillsolo _ AmUWO Odonn _ lbelu LeklO _ Logo'isiand _ $I1omoJu ~l[~ Apapa c=:=] ltal Figure 3.1: Administrative Map of Lagos State 3.2 LOCATIONAL DESCRIPTION OF THE PROJECT SITE Geographically, the proposed road project is located within the Alimosho Local Government Area of Lagos State. The road will traverse two communities namely the Aboru and Meiran communities and will make use of the existing Nigeria National Petroleum Company (NNPC) 55 pipeline right of way. The road has been in existence although not motorable and it' refers to as NNPC road. The proposed road will extends from about 3016'51"E and 6" the southern part close to the Iyana Ipaja road to 3018'03"E and 6039'06"N in tl,. section and terminating on the Lagos-Abeokuta road. About 3.59km of the pror ' stretch falls within the Aboru Community, while the remaining extent is located community. For the purpose of this study, more areas have been included so as tl visual examination of the neighbourhoods as well as the potential impacts that ar emanate from the proposed project. Some of the notable localities in the vicinity of th:, project site include; Akoko, Ekoro, Agboju and Egba to the northern section, Orile and to the eastern section, while Mosan and Amuwo are to the southern part of the pro]" construction (Figure 3.2). I o 0.2 0.4 0.8 1.2 1.6 - - Kilometers Figure 3.2: Locational Map of the Proposed Project Site 57 3.3 DESCRIPTION OF THE PROPOSED ROAD REHABILITATION O' PIPELINE ROAD PROJECT Aboru Pipeline road is a 6.9km road that transverses a partially developed residentb exists into the Lagos-Abeokuta Expressway. It is approximately 4.6km of earth road 1.3km of a collapsed carriageway through Aboru settlements. This road require; engineering survey and design from first principle since there has never been am designed road along this route before. This apart from all other road furniture and ir' that must be in place and the link to Meran completed with installation of three-s: over the swamp to create an alternative to Lagos-Abeokuta expressway for that stretc'~! . Iyana-ipaja. The road rehabilitation is expected to boost the economic condition of th, . of the area. At the time of this study, the project proponent is yet to determine the detailed d(~: adopted for the rehabilitation project. However, some studies had been carried out ~ •• condition survey of the project area. Fig 3.3 shows the existing typical road cross-sect] I proposed typical road cross-section being planned for the Aboru Pipeline project 3.3.1 Topographical Description The study area is fairly undulating and this may be responsible for the prevalence of fin" gully erosion. Figure 3.4 shows the 1 meter contour over the study area. The figure revee\ that the height of ground above sea level ranges from between 12meter to 58meters. He-i proposed road will almost pass through a fairly fiat land except at about a distance of 2.4.1 ' from the Lagos Abeokuta end where the road will traverse a valley. Figure she dimensional representation of the contour. It is also clear from the Figure 3.5 that the lar ! rises from the trough (valley) at the middle of the study area continued to increase to bel and the western direction. o 0.2 0.4 0.8 1.2 1.6 - - Kilometers Fig 3.4: 1 Meter Contour Map of the Study Area 59 Figure 3.5: 3Dimensional Representation of the Terrain CHAPTER FOUR ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT AREA 4.1 Introduction . This section covers the report of the activities carried out during the two seasonal fieldworks to collect biophysical samples/ data of the environmental attributes of the project area as well as socio-economic characteristics of the project area. 4.1.1 Mobilization The project study team mobilized to the field after a pre-mobilization meeting held at the designated operational base. The first day of sampling was spent for reconnaissance of the route and selection of sampling points. The selection of sampling points was determined by a number of factors including: Accessibility, availability of open soil surface for sampling, proximity to the project route, etc. The project team composition is presented in table 4.1. Table 4.1 Team Composition for Field Sampling 1. Mr. Tunde Osho Project Manager/Impact Analyses 2. Mr. Adeolu Ojo Vegetation and Wildlife/Impact Analyses Mr. Attahiru Ismaila Air Quality and Noise studies 3. Prof. Agbo Amusan Soil and Landuse Studies 4. 5. Mr. Lekan Taiwo Socio-economics and GISjMapping 61 "" Socio-economics/Consultations 6. Mr. David Ogunsawe 7. Mr. Ademola Olarinde Analytical Support 8. Anjorin Saanu Analytical Support In addition to the above, local hands were hired to work with the team as field assistal 4.1.2 Field Activities The objectives of the sampling activities were to: a) Establish the existing state of the environment. b) Evaluate the sensitivities of various environmental components to t11t project Sampling activities were conducted based on the sampling plan evolved reconnaissance survey of the route as indicated above. The sampling covered the environmental attributes: a. Soil; b. Vegetation and wildlife; c. Air quality and noise levels; d. Climate and meteorology; e. Water quality Figure 4.1 shows the sampling locations for the various environmental attributes. 4.1.3 Sampling Methodology The methodology applied for samples collection for each environmental component is r below. A. Water Sampling Water sampling was conducted at pre-determined locations along the project route. The sampling stations were geo-referenced using a hand-held Garmin GPS. Water samples were collected by simple dip method using sample containers. At each of the designated sampling points described above, Water samples to be analyzed for physico-chemical parameters were collected in 2 litres High Density Polyethylene (HDP) container, those for heavy metals were stored in 1 litter HDP and acidified with HN03, while those for Hydrocarbons were stored in glass bottles and acidified with H2SO4. Samples for microbiology were collected in 10ml Steriline bottles. All samples were stored at 4oC. At each sampling point, in situ measurements of pH, conductivity, total dissolved solids, salinity, temperature, transparency and dissolved oxygen were taken using a Horiba U20 Water lab. The field sample data sheets were appropriately completed at each sampling point. The required quantities of water samples were collected, preserved and transported to the laboratory in accordance with applicable guidelines for physico-chemical and biological analysis. 63 ure 4.1: Sampling Location Map for the Project Area B. Soil and Vegetation At every soil observation and sampling location, morphological description of the soil was first carried out before collecting representative composite soil sample. Core soil samples were taken from 0 - 30 cm and 30 - 60 cm soil depths using Dutch Soil Auger where the groundwater level was deeper than 60 cm. The choice of soil sampling depth was informed by the results obtained from previous studies (CNL, 2007; VEE EIA, 2007; NNPC Audit, 2007; IBA HOUSING EIA, 2009) in similar environment which indicated that the top 0 - 30cm soil depth serves as the zone of maximum accumulation and retention of organic and inorganic pollutants/ contaminants possibly due to phytocydic effect and the poor drainage condition of such an environment. The need to clearly establish the physico - chemical nature of the subsoil, especially where the groundwater is deeper than 30cm informed the collection of soil samples up to 60 cm depth. At each soil sampling location, the core soil samples collected were bulked in plastic bucket lined with aluminium foil sheet and thoroughly homogenized before sub-sampling for laboratory analysis. At each of the soil sampling locations, 10 core soil samples were collected from within the same depth range and bulked to ensure that truly representative soil samples were obtained (Sparks et al" 1996). Mter the bulk soil samples had been carefully homogenized, sub-samples were taken for physico-chemicat organics, heavy metals and microbiological characterization. The top soil samples so collected (0 - 30 cm soil depth) were used for soil fertility, suitability and pollution status assessment. Standard Soil Profile pit could not be established because the groundwater was very dose to the soil surface in most places, while flooded conditions were encountered in some other soil sampling locations. Soil samples were not collected from the developed areas within the AOI of the proposed project. Vegetation studies for this project comprised of a combination of literature survey and on-site observations. However, on-site observations were limited to areas that still had vestiges of vegetation as described above, given that more than 90% of the project route is heavily built-up. At each designated vegetation sampling point, sampling for vegetation studies involved detailed vegetation assessment to cover plant characterization and identification, pathological assessment, biomass estimation and an inventory of economic crops within the study area. A description of the specific methods employed for each aspect of the study is presented below: 65 a. Plant Characterization /Identification Characterization/ identification of vegetation types to species levet followed b~ estimate of their relative abundance was carried out using standard keys (Akot and Agyakwa (1987), Hutchinson and Dalziel, (1968) and Keay, et. al., 1964). \tv: the-spot assessment was not possible, plant specimens were collected and broll to the laboratory for further keying and identification. b. Plant Pathological Assessment A general survey of the state of health of the vegetation within each sampling 10i carried out by visual inspection. The number of diseased plants in each direction We I and disease incidence for each location was worked out. The colour and shape of eac! was observed and recorded. The number of spots per leaf was counted for 5 leave;. species and the average calculated. Infected leaf samples of major vegetation SPI clipped and used for pathogen isolation in a potato dextrose agar (PDA), while id" was carried out using appropriate standard keys by Barron, 1969; Bomsh, et al1980 f: and Hunter, 1972 c. Plant Physiognomy An assessment of the vegetal composition within each sampling location was made 1::i observing the composition of plant species found in a sample location. This was fol]' . comparison of the luxuriant nature of these plant species. d. Biomass Estimation A 1m x 1m quadrant was used for the biomass estimation, where all herbaceous SF uprooted and brought back to the laboratory. Fresh weight of these clipped sa;'j immediately taken with the aid of a weighing machine (Ohaus Model: I.S2000), then re-weighed for estimation of the biomass productivity. Biomass productivity (gj m2) was estimated using the formula: Biomass Productivity = (B) x (A) (C) Where, A = Total weight (field) in an area of 1m2 B = Fresh weight of subsample (g) C = Dry weight of subsample after oven drying at 800C (g) e. Inventory of Economic Crops Dominant and economic plant types at each sampling location were identified and recorded. C. Wildlife and Endangered Species For a similar reason as that given for soil and vegetation, wildlife studies for this project included visual observation of wildlife species, where they occurred along the project route. Given the heavily built-up nature of the route, along with the fact that most wildlife species are shy of human presence, very little could be seen in the course of this study. However, field observations were augmented with literature survey. Animal and wildlife resources were taxonomically identified. Wherever possible, pictures of the wildlife, their parts, footprints, nesting sites, and fecal droppings, feathers, etc. were taken as evidence of their presence. In addition, information was obtained through interviews, focus group discussions and other interactive sessions. These interactions involved hunters, trappers, traders in wildlife materials, and farmers from settlement and village locations within the study area. Keys used in identification included those provided by Booth (1960); Happold (1973); Nason (1993); Serle et. al (1983), etc. 67 D. Air Quality and Noise Levels Gaseous and particulate pollutants are emitted into the atmosphere from various Sll the reason of health related implications and the concerns on destruction of ozone lc warming and incidence of acid rain, atmospheric emissions resulting fro ( developmental activities are of environmental concern. Thus, prior to the commencen light Rail Project as proposed, the quality of ambient air at some locations within (1] project area was studied. The air quality was defined relative to the FMEnv stipulated threshold concentratio! potential air contaminants: nitrogen oxides, sulphur oxides, hydrogen sulphide, carbon monoxide, volatile organic carbon and particulate matters in the ambient air. Noise is an unwanted sound. Vehicular traffic, public advertisements, industrial engineering works etc. may produce noise at levels that could be irritating, annoyinf. damaging to hearing. There is experimental evidence that unprotected exposure tc noise can cause constriction of blood vessels and decreased blood flow to some \ • organs. In order to determine and monitor the impacts of the proposed road project on noise i existing noise levels were determined at some predetermined locations in and " project area. Air quality and noise level investigations in the proposed project area were carried fieldwork for this project. Three hourly measurements of each parameter per day w: out. The measurements locations were selected based on the following considerations: Accessibility Security of operating equipment Availability of open space with good configuration devoid of shielding. Meteorological considerations of upwind and downwind of the proposed proj<: With the aid of GAS ALERT MICRO-5 and Crowcon hand-held air quality meters (make: Crowcon Gasman, England), air concentrations of: CO, N02, S02, H2S, NH3, THe and suspended particulate matter (SPM) were measured in the locations. Similarly, noise levels were also determined using hand-held noise meter. A TESTO 815 Sound level meter with a measuring range of 30 -130 dB (A), accuracy of ±1.5 dB (A) was used for the monitoring. For each parameter and location, the daily hourly concentration was computed by averaging the hourly readings taken for each day. Plate 4.1 shows air sampling in progress, using digital handheld meters. Plate 4.1: On-site Air Quality Measurements 69 E. Socio-Economics This baseline socia-economic characterization covers two major communities namely Meiran. The proposed road will pass through these two communities and as such the' to experience significant impacts more than other neighbourhoods within the Alimm; stakeholder analysis was conducted to investigate the localities, personalities and (' that play or may likely play roles within the proposed project area and this is with ensure that all social groups are included in the planning process. The stakeholdl helps to identify the various stakeholders interests, potential conflicts and risks jeopardize the project, opportunities and relationships to build upon for the impleml the project, the groups that should participate in different stages of the project cyck ways to improve the project and reduce negative impacts on vulnerable and dis,'·. groups in the study area. The various stakeholders in the communities that are likely experience some changes in their livelihoods include (a) the Lagos State Government charge of transportation development called the Lagos Metropolitan Area Transpor< (LAMATA) (b) the people in Aboru and Meiran communities (c) traditional authOl . community (d) artisans and shop owners who currently use the proposed road site their wares or are directly operating on the site and (e) Motorcycle Riders' Associ identification of these stakeholders that were interviewed for the purpose of undersh socia-economic characteristics of the neighbourhoods as well as the anticipated imp; proposed project were based on the review of existing materials on road constructio These stakeholders livelihoods might be impacted either positively or negatively eitl the construction or operational phase of the proposed road project. In collecting data about the proposed road construction; a reconnaissance visit to the j j was carried out with the project proponent (LAMATA). This provided the project opportunity to show the consulting team the road alignment. During the reconnais' the entire route to be developed was traversed using motorcycle, because of the curr' deterioration of the road. Following the consultation, the team of expert carried out Cl with the various identified stakeholders in the communities. A high resolution satellite image (QuickBird) was used in mapping the proposed Ie; The approach entails the use of GPS mounted on a motorcycle and configured k proposed route in the order of a second. The coordinates were later downloaded an,l plotted within Geographic Information System (GIS) Software. The coordinates overlaid on the high resolution satellite image (See Figure 4.2). The image was acqui' and it shows clearly the different residential densities and landuses within this co' : image, in addition provides information on the existing road networks, particularly pipeline RoW, which is to be reconstructed. This data was used in conjunction with the existing National Gazetteer which contains place names. These two data sets were used to identify localities close to the proposed project site that are likely to experience change (s) in their socio economic and cultural features as a result of the proposed road development. Structured questionnaires, and key informant interview methods were employed in eliciting information from the identified stakeholders. Furthermore, existing records such as census reports, maps, and newspapers cuts were used to complement information obtained through the use of questionnaire and key informant methods. The data obtained was used in describing the vulnerabilities of the different stakeholders during the various phases of the project development. These vulnerabilities indicators were obtained both from the primary and secondary sources. Secondary Data from Published Sources One basic data obtained from secondary sources is the 2006 local government area population. This data was obtained from the National Population Commission (NPC). The data as at yet only contains the LGA population figures which has not been broken down to the locality level, however, population estimates were made on the basis of the number of buildings and average number of occupants per house. Maps obtained from various sources provided the required information on the location of the neighbourhood. These maps were updated through information obtained from the field mapping. Another secondary data which was used mainly for the planning purpose was the satellite image covering the project area. The satellite image was used to delineate the proposed project area into the different residential densities as well as landuses which provide the framework for the survey and sampling approach used in the collection of the primary data. Primary Data Collection Primary data collection used in this study includes (a) direct observation, (b) questionnaire survey and (c) key informant methods to collect the desired sodo-economic information from the various stakeholders. 71 Figure 4.2: Bird's eye-view image showing the Project Route Questionnaire Survey The questionnaire used in this study covers all aspect of the socio-economic and socio-cultural characteristics and belief of the people. The housing density in the proposed project area is almost similar. In view of the anticipated road expansion that will likely accompanied the road project; a 500meters corridor was identified on either side of the existing NNPC road. It is assumed that residence and activities within this corridor are likely to receive direct impacts from the construction of the proposed road. In view of this, the questionnaire administration and key informant interview were limited to people within the 500meter zone around the road network A total of 200 questionnaires each were randomly administered in the two participating communities. The questionnaire was analyzed using the Statistical Package for the Social Scientists (SPSS). Simple frequencies and graphs were produced in order to provide the summary of the data collected. Infonnal Interview Informal interviews were conducted to compliment the information obtained from the questionnaire survey and those obtained from existing records. Principally, such interviews were conducted with opinion leaders and associations executive. Specifically, interviews were conducted with the market leaders within the proximity of the proposed project area, executive of Nigeria Union of Road Transport Workers (NURTW) at different units along the proposed project site. Motorcycle riders, motor drivers and petrol attendants at filling stations were also interviewed. Market women, students and other pedestrians were also randomly interviewed in the course of the data collection efforts. The result of the interview was used to identify the potential impacts of the proposed project on the livelihoods of the people. 4.1.4 Quality Assurance and Quality Control (QA/QC) In order to ensure quality control, sampling, sample treatment and handling were carried out in accordance with various guidelines and standards, including those of the Federal Ministry of Environment, Housing and Urban Development (FMENV), the Department of Petroleum Resources (DPR) Environmental Guidelines and Standards for the Petroleum industry in Nigeria (EGASPIN, 2002), the Lagos State Environmental Protection Agency (LASEPA) Edict of 1996, and other scientifically proven and acceptable standard methods. The Quality Control and Quality Assurance Procedures adopted during the field study covered all aspects of the work, including sample collection, handling, sample chain of 73 custody, chemical analysis, data coding, manipulation of statistical analysis and pre! of results. (i) Sample Collection and Handling The following sample collection and handling were carried out: • Only standard field procedure and method approved were adopted. • All sampling equipment was maintained in excellent condition, calibra! international standards and adequate steps were taken to ensure that th(· normally. • Only new and thoroughly washed, rinsed and sterilized sampling conta used. • For heavy metal determination, sampling bottles were used and were rin solution of one part nitric acid to four parts water, followed by copious il distilled water. • All parameters without holding time were measured in situ on the field. • Samples for other parameters were preserved as soon as they were Dissolved oxygen samples were fixed with Winkler's Reagents; oil and; heavy metal samples were acidified to a pH of about 2 with concentr, i respectively. • All samples were adequately labelled to preserve their identity. Lab: sample reference code number, source, sampling date, etc. • All samples were safely packed and transported to the laboratory base (ii) Sample Preservation Sample contamination and deterioration were avoided by pre-sterilizing sampling containers, pre-treating and preserving samples in transit in ice-cooled chests to the : and stored at that temperature in refrigerators pending subsequent analysis. All with short holding time such as pH and temperature were measure in situ on the fi samples for delayed analyses were preserved by refrigeration (for general water chef:' adjustment or chemical pre-treatment (for heavy metals, Total Hydrocarbon, Dissolve: A summary of the preservation methods for various samples are presented in Table 4 . Table 4.2 Field Sample Handling Protocols Conductivity 100 P,G 24hrs In situ determination 50 PG 24hrs In situ determination Odour 200 G 24hrs In situ determination Turbidity 100 P,G 7 days In situ determination TDS 50 P,G 6 months Filter on site TSS 50 6months Filter on site Salinity (CI) 50 P,G 7days determination • COD 50 P,G 7 days 2ml H2SO4 per litre BOD 1000 P,G 6days Refrigeration at 40C DO 300 G No holding In situ determination Ammonia 400 P,G 24hrs Cool at 4°C H2SO4 to pH<2 ! Oil & Grease 1000 G 24hrs Cool at 40C H2S04 to pH<2 N03 100 P,G 24hrs Cool at 40C H2SO4 to pH<2 Heavy metals 100 P,G HN03to pH<2 Calcium 100 P,G 7days None required Magnesium • 100 P,G 6 months HN03to pH<2 P =Plastic sample container G =Glass sample container (ii) Sample Analyses A summary of the parameters analyzed and the method used for the various environmental samples are presented in the Tables 4.3 to 4.4 below: 75 Table 4.3: pH pH in situ Conductivity EC uS/cm in situ I Total Organic Carbon (TOC) TOC mg/g APHA5310 Aluminium AI mg/kg Graphite Furnace ,\ Arsenic As mg/kg Graphite Furnace ' Cadmium Cd mg/kg Graphite Furnace ' Calcium Ca I mg/kg Graphite Furnace ' Chromium Cr mg/kg Graphite Furnace I Copper Cu mg/kg Graphite Furnace ' Ferric iron Fe3+ mg/kg I Graphite Furnace Lead Pb mg/kg Graphite Furnace ! Magnesium Mg mg/kg Graphite Furnace' Manganese Mn mg/kg Graphite Furnace ' Potassium K mg/kg Graphite Furnace .' Sodium Na mg/kg Graphite Furnace.:' Zinc Zn mg/kg Graphite Furnace .' Chloride Cb mg/kg APHA4500 Nitrate N03 mg/kg APHA4500 Nitrite NOz mg/kg APHA4500 Sulphate 504 mg/kg APHA4500 Polycyclic aromatic hydrocarbons PAH EPA8260 Using digital shaking Particle size analysis machine Bacteria APHA9215C Table 4.4: Water Parameters and Analytical methods. Temperature T °C in situ Conductivity EC uS/cm in situ , Dissolved oxygen DO Mg/I in situ Salinity S %0 in situ Turbidity NTU in situ Total suspended solids TSS Mg/I APHA2540D Total dissolved solids TDS Mg/I APHA2540C Aluminium Mg/I Graphite Furnace AAS Arsenic As Mg/l Graphite Furnace AAS Cadmium Cd Mg/I Graphite Furnace AAS Calcium Ca Mg/l Graphite Furnace AAS Chromium Cr Mg/l Graphite Furnace AAS Copper Cu Mg/I Graphite Furnace AAS Ferric iron Fe3+ Mg/l Graphite Furnace AAS Lead Pb Mg/I Graphite Furnace A Magnesium Mg Mg/l Graphite Furnace AAS Manganese Mn Mg/I Graphite Furnace AAS Nickel Ni Mg/I Graphite Furnace AAS 77 Potassium K Mg/l Graphite Furnace A Sodium Na Mg/l Graphite Furnace A, Zinc Zn Mg/l Graphite Furnace A, Chloride F Mg/l APHA4500 Nitrate N03 Mg/l APHA4500 Nitrite NOz Mg/l APHA4500 Total Nitrogen N Mg/l APHA4500 Sulphate 504 Mg/l APHA4500 Total Organic Carbon (TOC) TOC Mg/l APHA5310 I Dissolved organic carbon DOC Mg/I APHA5310 Chemical oxygen demand COD MgOz/l APHA5220B Biological oxygen demand BOD MgOz/l APHA5210B Total Hydrocarbon Content THC Mg/l EPA8260 Bacteria count APHA9215C 4.2 Baseline Environmental Characteristics of the Project Area In this section of the report, information on the project environment is presented. 111 presented in this section includes literature information as well as on-site observation~ 4.2.1 Climate and Meteorology General Climate and Meteorology By the reason of its location, in Lagos State, the proposed project site is influenc I humid-semi equatorial climate. Under this climatic regime, there are moderate temperatures (the highest monthly average daily maximum temperature of the warmest month is below 33.S0C or 92.30F). Annual rainfall is greater than annual potential evaporation. Although one or more months are not humid, there is no month that is dry and rainfall surplus is in excess of 20Omm. Climate in this area is influenced by two air masses namely the South East trade wind and the North-East trade wind. The South-East trade wind is hot and humid as it blows from Atlantic Ocean and carries a lot of rain to most part of Lagos state. The North-East trade wind on the other hand is hot, dry and dusty because they originate from the Sahara desert. The North-East trade wind prevail especially between the month of November and February and it is often refers to as Harmattan. These two air masses are separated by a zone of discontinuity called Inter Tropical Convergence Zone (ITCZ). This zone moves north-south following the movement of the sun. This apparent movement of the ITCZ largely account for variations in weather and climate. 79 Air Temperature Air temperature in the area of study as in other part of Lagos State ranges betweer 320C. Table 4.5 below shows that the minimum temperature occurred between th(~ June and August, while the highest temperature occurred between November and . 0 mean highest temperature for the study area hovers between 310C and 35 C, while f temperature also hovers between 170C and 21OC. The coldest months (March-July) co: the first peak of rainy season. The observed pattern of temperature regime is influer·. movement of the Inter-tropical Convergence Zone (ITCZ), wind direction and distant' sea. The ITCZ is responsible for the double temperature peak often experienced over . area. The annual temperature pattern over the project area however revealed ami temperature due to the influence of Harmattan (Cool dry and dusty wind from Sah, between December and February; while the second fall in temperature coincide with! rainfall in July (Southeast moisture laden Monsoon wind). This is further illustrated 4.3. Table 4.5: Temperature Characteristics around the Project Area January 23.9 30.6 27.5 33.9 17.8 February 25.1 31.1 28.4 35.0 20.0 March 25.4 31.3 28.4 37.8 i 21.1 April 25.1 31.0 27.3 38.9 21.1 i May 24.0 30.4 27.8 33.9 21.1 June 23.7 28.9 26.4 35.0 21.1 i July 23.4 28.4 26.0 31.1 21.1 August 23.3 28.2 25.7 31.1 20.0 September 23.5 28.9 25.7 30.0 20.0 October 23.8 30.0 26.0 32.2 20.0 November 24.7 30.4 27.5 32.8 20.0 December 24.4 30.7 27.7 32.8 20.0 Source: Nigerian Meteorological Service 2008 January February March April May June July August SeptemberOctober NovembelDecembe Month Figure 4.3: Mean Annual Temperature Pattern in the Area Rainfall The pattern of rainfall distribution is in consonance with the pattern of temperature regime over the project area. Rainfall is typically double maxima with the first peak occurring between June and July, while the second peak occurs between September and October each year. The average monthly rainfall is about lS9.92mm, with a high percentage of this rain falling between the months of April and October. The moisture-laden tropical maritime air mass and the dry tropical continental air mass are the two dominant air masses affecting the distribution of rainfall in the project area. The moist tropical air mass is hot and humid and therefore it brings rainfall. This wind originates from the Atlantic Ocean carries a lot of moisture which brings rainfall to most coastal and interior areas of West Africa. The dry tropical continental air mass on the other hand originates from Sahara Desert and they are usually dusty and dry carrying a lot of dust particles to most part of Africa between November and February. 81 Based on Table 4.6, the mean number of rainy days per annum is about 53. Every re, year has at least a rain day with the highest during the months of May through Octol:-! words, rain falls in more than 50% of the days in these months. The figure is abou! between December and February. The quasi-stationary ITCZ boundary that sepa", from the Tm also modifies the air masses at a micro level. It accounts for OCC?: localized rains throughout the Lagos environment all the year round, even at the peal: season. In particular, the long wet season is characterized by a short break in July . passes over the equator on its way from the northern to the southern hemisphere. Table 4.6: Rainfall Characteristics in the Study area Wet Days 1 1 3 3 5 8 6 7 9 6 2 Source: Meteorological Service 2008 Humidity Humidity is high almost throughout the year because of the tropical nature of the er', around the proposed building construction site. The highest relative humidity is recr in the mornings and in the late evenings. However, monthly variations in humic response to the temperature, hence there is an inverse relationship between tempe I humidity. Table 4.7 shows the relative humidity and average dew point at 10:00 an, around the proposed project area. Table 4.7: Mean Annual Relative Humidity at 10:00 and 16:00 Hours Month RH10Hrs RH10Hrs Av Dew Point January 98 62 72 I February 97 64 74 March 98 65 75 April 98 73 75 May 98 78 78 June ! 981 821 79 i I July 97 79 ! 77 i . August 97 77 72 September 98 77 73 . October 98 77 74 i I November 98 70 74 December 98 69 72 i Source: Meteorologtcal Servlce 2008 Sunshine The mean sunshine hours per month are influenced by the amount of rainfall such that a low sunshine hour is recorded in July at the peak of rainy season, while high values are recorded in January. An observation of the sunshine hour in the project area revealed an average of six hour of sunshine period per day and a monthly sunshine of between 68-75 hours. The brightest months are December and January with an average sunshine period of 186 hours and an average of 6.2hours per day. Wind Speed and Direction The prevailing winds along the project area are the persistent south-westerly monsoon modified by land and sea breezes throughout the year. Wind speeds are greatly influenced by the creation of cyclonic and anti-cyclonic vortices that are associated with the various seasons. The moisture laden and rain bearing southwesterly from the Atlantic predominates during the wet season. It is calmer due to its higher moisture load. The Tc is of less intensity and prevails between December and March. The two major wind patterns are however modified marginally by the warm Benguela Current and the North-East Harmattan winds. In the Victoria Island area for example, annual wind speed vary between 2 to 6m/s. During the rainy seasons of June to July and September to October, wind speed could peak to about 14m/s. During the dry season wind speed are generally subdued and a mean monthly speed of 2m/s is recorded. Wind velocity is higher over the nights than the days. It ranges mostly between 2ms-1 in the mornings to about 5ms-1 in the nights. A mean value of 4.72ms-1, force range of 2-3 beautifort and about 32.5% of calm were established for this EIA preparation. Highest speed is recorded at the onset and offset of seasons when squalls, lightning and thunder 83 accompany torrential rains. Occasionally, this could be in the excess of lOr' develop from cyclonic lows that normally develop around the southern tit Africa and travels towards the low-pressure belt of the West African coastline. 4.2.2 Air Quality and Noise Levels Information on the average monitored values of the various air quality parameters all noise level, as documented during fieldwork for this road project are presented ir below. Table 4.8: Field Measurement Values for Various Air Quality Parameters 110.4 91.5 1.6 2.0 <0.01 0.03 <0.01 AQ3 64.5 89.2 0.9 1.2 <0.01 0.01 <0.01 <0.01 AQ4 51.0 84.9 1.2 1.0 ' <0.01 0.01 <0.01 <0.01 AQ5 62.0 73.7 1.3 0.8 <0.01 0.03 <0.01 <0.01 AQ6 38.4 63.8 <0.01 0.9 <0.01 . <0.01 <0.01 <0.01 , AQ7 41.5 63.1 <0.01 1.0 <0.01 <0.01 <0.01 <0.01 I AQ8 29.3 46.3 <0.01 1.0 <0.01 0.01 <0.01 <0.01 AQ9 52.1 63.0 1.3 1.6 <0.01 0.02 <0.01 <0.01 AQI0 48.4 67.1 1.0 2.3 <0.01 0.01 <0.01 <0.01 AQ11 31.6 64.2 <0.01 1.0 <0.01 <0.00 <0.01 <0.01 Suspended Particulate Matter (SPM) Concentrations of SPM along and around the project area ranged between 110.4Jlmg/m3 (Table 4.8). The SPM concentrations at all locations were generally well FMEnv permissible limits (250 ~mg/m3). NITROGEN DIOXIDE (NOz) As shown in Table 4.8, the range of air concentrations of N02 measured was 0.01 - 0.03ppm. In the areas where elevated values of around 0.03ppm were recorded, it was noted that traffic presence and activity in the area was high and this was adjudged to be responsible for high concentrations of this gas in the air. Generally, recorded values were below the FMEnv permissible concentration for ambient air of 0.06 ppm; and within the annual range of N02 concentrations in urban areas throughout the world is 0.01 - 0.05ppm (WHO, 1987). Differences in the NOx (Nitric oxide and Nitrogen Dioxide) concentrations in ambient air around various countries are mainly due to differences in fossil fuel consumption (WHO, 1987). In most parts of the project area, because of the deplorable state of the road, traffic is limited to a few jeeps and several motorcycles, and power generating sets being run in the various residences around the area. Therefore, NOx concentrations in the air are generally within permissible limits. AMMONIA (NIL) AND HYDROGEN SULPHIDE (HzS) Ammonia and hydrogen sulphide were not detected at all sampling locations during field studies. This is not surprising, given the highly built up layout of the area. Usually, these two gases are associated with large bodies of swamp, where decaying vegetation yields these gases, along with methane. SULPHUR DIOXIDE (SOz) Sulphur dioxide in air generally comes from a known source like combustion of coal or sulphur contaminated fuels and ores, paper mills and from non-ferrous smelters and others (USEPA, 1990). During the study, SOz was not detected by the field sampling equipment «O.01ppm) in all locations sampled. CARBON MONOXIDE (CO) Carbon monoxide in air, the product of incomplete combustion, is primarily from the emissions of vehicles and generators. Carbon monoxide inhalation causes muscular twitching, impairs thinking and causes drowsiness by reducing the oxygen carrying capacity of the blood. It is also associated with increase in the likelihood of exercise related pain in people with coronary heart disease. 85 CO concentrations around the project area ranged between 0.9 and 2.3ppm. T concentration occurred at areas with relatively high traffic density around the p' while the lower values were in areas of low traffic density. TOTAL HYDROCARBONS (THC) The concentrations of THC in ambient air around the project area ranged between n( «O.Olppm) to 1.9ppm. Although all recorded values were adjudged low, based recorded in other areas of the Lagos metropolis, generally, higher values were record, with high traffic density, while the lower values corresponded to mostly residential, minimal traffic density. NOISE LEVELS The major sources of noise within and around the project area includes power gen(' factories, vehicular traffic and human noise such as trading along the roadsides, g shouting bus destinations, music stores blaring different albums to the high heave· such as mechanics and carpenters undertaking their work activities. As shown in Table 4.8, noise levels ranged between 46.3 and 91.5dB (A). Noise Ie, the area appeared to be relatively influenced by time of the day, such that noise ). generally highest in the afternoons and lowest in the evenings. Morning If' intermediate. This is not unexpected given that in the afternoons, all anthropogen have reached their zenith, while in the evenings; they have commenced a decline, il people retire either to their residences or places of amusement/relaxation. Mostly, fr,· noise levels were below the regulatory limit of 90db(A) for 8-hour exposure, excer locations where values recorded were around the 90dB mark and this is adjudged b proximity to the noise source, such as a big generator or a moving vehicle. 4.2.3 Vegetation and Wildlife Vegetation For the purpose of vegetation studies, the project sampling covered the immedi, corridor and its surroundings. Information obtained based on field observatioIt.c; an below: Plant Species Composition Although most of the areas around the project corridor is already built up and heavily developed, there are vestiges of vegetation along the corridor, especially between Mosan and Aboru, and around Agboju. The observed vegetation along the route consist mostly of secondary freshwater swamps, regrowth in fallow, undeveloped plots of land, roadside hedges and ornamental plants in from of buildings. A list of the vegetation species and agricultural crops documented in the area is presented in Tables 4.9 and 4.10 respectively, while Plates 4.2-4.5 show some of the vegetation types observed along the project route. Biomass productivity was generally low along the project corridor and this is not surprising, given the sparse nature of vegetal growth in the area. Pathological assessment revealed that fungal leaf spots were the only endemic disease conditions identifiable in the plants of the area. There were more leaf spots on the plants during the rainy season than in the dry season and this could be attributed to the higher moisture level and humidity, both of which make the environment conducive for fungal growth and multiplication. 87 Table 4.9: Plant Species Documented along the Project Corridor 1. Asystasia gagentica Herb 2. Calamus decratus Rattan palm Climber 3. Cassuarina sp. Whispering fir Tree 4. Chromolaena odorata Siam Weed shrub 5. Commelina benghalensis Wandering Jew Herb 6. Cyperus spp. Sedge 7. Delonix regia Flamboyant Tree 8. Dissotis erecta Herb 9. Elaeis guineensis Oil palm Tree 10. Kyllinga bulbosa Sedge 11. Mussanga cercopoides Cabbage Tree Tree 12. Paspalum spp. Herb 13. Seleria sp Razor grass Herb 14. Syzygium guineensis Tree 15. Tetracera alnifolia Climber 16. Uapaca heudelotii Tree 17. Wine palm Tree 18. Raphia hookeri Herb 19. Nephrolepis sp. Tree 20. Newbouldia laevis Table 4.10: Agricultural Crops Observed in the Project Area " '~"·'~'<'·"·'_e 'CQnurtQnnaitte,; ""j,~:, ~:(~~~;:t~~'~"t;;i;';";;;, "" ',' .,,' . ;~:, Manihot sp. Cassava 1. Abelmuschus esculentus Okra 2. Celosia argentea Celosia 3. Amaranthus spp. 4. Leafy Amaranth Lycopersicon esculentum Tomatoes 5. Corchorns olitorius Corchorus 6. Dioscorea sp. Yam 7. Colocasia esculenta Cocoyam 8. Zea mais Maize 9. Carica papaya Pawpaw 10 Terminalia catapa Indian Almond 11 Mangifera indica Mango 12 Psidium guajava Guava 13 Citrus spp. Oranges 14 89 Plate 4.2: Secondary Regrowth forest around Meiran, in the Project Area Plate 4.3: Freshwater Swamp Vegetation around the Project Route 91 Plate 4.4: Grassy vegetation growing on the verge of the NNPC RoW Plate 4.5: Garden and Ornamental Trees in front of residences along the route Wildlife Study The occurrence of wildlife species in the area is limited and involved mostly avian (bird) species and a few reptilian species such as the common rainbow lizard. Most of the other species were conspicuously absent and this is primarily attributed to the fact that there is very little habitat for them to dwell and as such, very little likelihood of them being found along the project route. The rainbow lizard is fairly tame and mostly inhabits cracks in fences, little holes in the ground and sometimes, windows of human residences. Avian species, on the other hand, are highly mobile and do fly great distances while foraging for food and as such, it is perfectly normal to find them in the area. Some typical birds observed include the vinaceous dove, the black kite, robins, and cattle egrets. A list of wildlife species documented in the area is presented in Table 4.11, while Plates 4.6-4.7 show some of the wildlife species observed during the fieldwork. Table 4.11 List of Wildlife Species observed along the Project Route Giant Port Rats Rattus norvegicus Common Giant tree squirrel Protoxerus strangeri Uncommon Black Kite Common CommonTem Sterna hinmdo common 93 Common Sandpiper Actitis hypoleucos . Common Red-eyed Dove Streptopelia semitorquata common • African Pied Hombill Tockus jasciatus Common Blue-breasted Kingfisher Halcyon malimbicus Common Senegal Coucal Centropus senegalensis Common Dendroaspis viridis Uncommon Python Python sebae Uncommon Spitting Cobra Naja nigricollis Uncommon Nile Monitor Lizard Varanus niloticus common The Chameleon Chameleo gracilis Uncommon Bullfrog (Jumping chicken) Dicroglossus Uncommon Plate 4.6: Rainbow Lizards on an Incomplete Fence along the Project Route Plate 4.7: A Senegalese COUCal7pUS senega/ensis) on a tree in the project area 95 4.2.4 Socio-economics Consultation Consultations were held with key stakeholders on the project. Principally, five key stc were identified for this project and these are (a) the Lagos state government agency in· transportation development called (LAMATA) (b) the people in Aboru ail!' communities (c) traditional authority in each community (d) artisans and shop 0\\' currently use the proposed road site to display their wares or are directly operating c and (e) Motorcycle riders' association (Plates 4.8 to 4.11). Discussions were held 'I various stakeholders during the visit to these two communities between the 24th and 2: 2009. Essentially the discussions were centred on the creation of the required awarer the proposed project activities among these stakeholders and to enlist their support (I project implementation. The consultation also helped in understanding the perceive (positive and negative) of the proposed project from the stakeholder's perspective. Plate 4.8: Traditional Council in Aboru Plate 4.9: Discussion with Youth Lea.d: Plate 4.10: Consultation with Okada RidersPlate 4.11: A Group of Okada Riders Demographic Characteristics The proposed project area is located in the Alimosho Local Government Area (LGA) of Lagos State. This LGA had 98,305 households based on the 1991 population census with a total population of 430,690 people. The breakdown of the figure shows that the total popUlation of males was 225,564, while that of females was 205,326. By the 2005 population enumeration, the LGA had 1,277,714 populations. The breakdown also showed that 649,460 are males, while the remaining 628,254 are females. The breakdown shows that the population of the LGA increased by 196.7% within these time frame. It should however be noted the breakdown of the population estimate for Aboru and Meiran communities are not currently available from the National Population Commission's office. Rough estimates of the population of these two localities will not be less than 8,000. This is because the two localities are within the high density residential area principally dominated by people of different ethnic origin. Figure 4.4: Gender Distribution among the Respondents in the Study Area The result of the questionnaire analysis conformed to the observed pattern of gender distribution in the population. Male account for 52.3% of the sampled population, while female account for the remaining 47.7% of the population. The figure shows that there are more males 97 than females in the population (Figure 4.4). The higher percentage of males in the r could also suggest that during the construction phase of the project, there will be mt' in the various constructions related activities. The marital situation in the studied community shows that 38.6% of the respondentf that they are not married, 59.9% indicated that they are married, the remaining perc either divorced/separated or widowers and they account for about 1.5% of respondents in the study area. The average family size in the study area is six. This is made up of the father, mothe" children. Indeed, a breakdown of this shows that 30.2% of the respondents that an indicated that they have between 1 and 2 children, 42.8% indicated that they have· and 4 children, while the remaining 27% indicated that they have more than 4 childr" 4.5). The implication of the foregoing is that the average family size is still relatively t. study community. It is also worthy to note that 23.6% of the respondents indicated have between 1 and 2 dependants, while 22.3% indicated that they have between ~ dependents, while the remaining 24.1 % claimed to have more than 4 dependants with I only about 30.0% of the respondents that indicated that they do not habour any deF their house (Figure 4.5). The overall picture that is seen from the foregoing analysis large family size with some dependant. The dependants range from house-helpf nephews to aged parents. Some of these dependants are schooling while others ar,. different forms of arts and trades. 4S 40 3S 30 CI.I tID ~ 2S C 10 5 0 1··2 2··4 More Than 4 Number of Children/Dependants Figure 4.5: Number of Children and Dependants in the Study Area The age characteristic among the respondents is contained in Figure 4.6. The figure shows that 10.40% are below the age of 25 years, 73.10% are within the ages of 26 and 50 years, while 14 % indicated that they are between the ages of 51 and 75years. Less than 3 % of the respondents indicated that they are more than 75years. The analysis revealed a preponderance of youth/adult in the population. These youths could provide the needed manpower required during the different phase of the project. The ethnic composition of the studied population shows that these two communities are largely dominated by Yoruba speaking people of Awori origin. The people claimed that the Awori migrated from Oyo kingdom and settled down in Lagos state. However, other ethnic groups such as Ibo/ijaw and Hausa/Fulani can be found in the community. The Yoruba account for about 88.3% of the sampled respondents, 7.2% claimed that they are from states in the south and eastern part of the country, while the remaining respondents (4.5%) claimed that they are from states in the northern section of the country (Figure 4.7). 99 Above7SVear$ 51--75 Years .0-2SYear-;; .26-50Yt'ars ill Sl--7':, Vl"ar~ 26--50 '(ears • Above 75Y,,,,,r<, 0--25 Years o 10 20 30 40 so 60 70 80 Fi~re 4.7: Ethnic Composition 90 in the Study Area 80 70 60 3h ~ so C1I v... 40 Q,I CI. 30 20 10 0 Yoruba Ibo/ljaw Hausa/Fulani Ethnic Groups Educational Status Generally, the educational status among the respondents shows that 22.1 % of the respondents completed primary school education, 64.3% indicated that they completed secondary school education, while the remaining 11.6% indicated that they have tertiary educational certificates. The observed low level of education could be linked to the prevalent residential type in the neighbourhood (high density). However, there is one residential estate and Federal Government Low Cost Housing estate in the Aboru Community. The figure observed is not surprising based on the result of the occupational analysis of the respondents. The remaining 2.0% account for people with no formal education. There is one public primary and one public secondary school in Aboru community (Aboru-Ifesowapo school) (Plates 4.12-4.15). These are in addition to many private nursery and primary schools. Some of the private nursery and primary schools in the community include Temi Nursery and primary school and Bosoh Nursery and Primary School. In terms of the average distance to school, it was noted that pupils travel an average of 1.8 to 2.3km to school depending on where the pupils resides. This relatively distance travel to utilize educational facilities may impact on the learning ability of the pupils. Plate 4.12: School in Meiran Community Plate 4.13: School in Aboru Community PI Income and Occupation Civil servants, artisans, traders, drivers/riders and students are the five dominant DC·. groups found in the project area. The civil servants are the category of people that we government (federal, state and local government). The artisans are the category of p are into the various arts and craft works. Traders is the collective name used to des: various kind of informal activities ranging from the sale of daily needs to sale of rech and selling of food items either by the road side or in a shop. The drivers/riders a" group of people that were surveyed during the interview. They are the drivers of b taxis and riders of motor cycle (okada) plying different party of Lagos State. It should that this category of workers do not limit their operations to within the communi' consideration, but they travel throughout the length and breadth of Lagos State, wi claimed that they actually have definite route that they play others claimed that they based on availability of passengers particularly the taxi drivers. The last category . surveyed belongs to the student group. These are students basically in the higher inst i education, while only few of them indicated that they are in secondary schools. 32,; respondents claimed that they are civil servants, 26.7% claimed that they are artisc claimed that they are traders, 12.4% claimed that they are drivers/riders, 5.6% claimer are students, while the remaining 4.2% indicated that they are unemployed. It is also I,' to note that less than 1.0% of the respondents indicated that they are farmers ani (Plates 4.16-4.19). Some of the most readily visible economic activities along the prop" include mechanics, sawmill, carpentry, sale of food items etc. Plate 4.16: Mechanic Workshop in Aboru Plate 4.17: Sawmilling in Aboru r btU: ':I:.~O; In-'-yu~ l-i:U..t\. HI fiUUIU. l-ld.te 4.19: p, .r In terms of income distribution, it was observed from the questionnaire administered among the respondents in the communities that 18.4 % of the respondents claimed that they received between W10 and W20,000 monthly, 36.1 % indicated that they received between W21,000 and W40,000 monthly, 33.6% also indicated that they earn between W41,OOO and W60,000 monthly, while the remaining 11.9% indicated that they earn more than W60,OOO monthly (Figure 4.8). The pattern of income distribution is however not surprising in view of the fact those informal activities dominate the local economy and coupled with the fact that the predominant occupation is civil service. The overall picture that is readily visible in the study area is one in which more than 50% of the respondents earn below monthly salary of W40,OOO. This comes to about $ 272.2 monthly and when this is translated into daily wage, it comes to about $9.0 per day. 103 .10,00()'20.ooo • 21,000-40,000 >141,000·60,000 • Above 60,0000 I 10.000·20.000 21,00040,000 41,000·60,000 Abovc60.0ooo I jncomeGroups Figure 4.8: Income Groups in the Study Area Religion and Value Systems The dominant religious affiliation of the respondents in the study area is Christianity c I strongly followed by Islam. The prevalence of Christians in the population in these corr .. was also confirmed by the Balogun of Aboru Community who reiterated that'our ! fathers were Christians and their prayers ~ave sustained us till date'. This same pal observed in Meiran community. About 70% of the respondents c1aimedto be Christi;;, the remaining indicated that they are Moslems. Numerous places of worship abou. study area (Plate 4.20 and 4.21). It should be noted however, that despite the fact j people profess these two dominant religions, some of them still takes active part in tf traditional worships in the communities. Based on the information gathered from the ' elders in the communities, some of the gods often worship in these communities inch • egungun, Ogun, Oloju Aboru, Obaluaye, Alashuwa, Obatala and Oro etc. The cc people have definite time of the year that they worship these gods and in recent time: announcement is always used to alert people that they are celebrating these gods. Housing and Residential Assessment In terms of house ownership pattern, it is clear that 23.6% of the respondents are landlords, while 66.8% indicated that they are tenants. The remaining percentages (9.6%) live in rentage free accommodation. This shows that majority of the respondents are tenants. Furthermore the length of residency of respondents was also explored with a view to understand how long the respondents have been staying in the neighbourhood. The analysis shows that 34.7% of the respondents have spent between 1 and 5years in the locality, 55.2% have spent between 6 and 10 years in the neighbourhood, while the remaining 10.1 % have spent more than 10years in the neighbourhood. This data indicate that Significant number of the respondents have spent considerable time in their respective locality and as such are better able to provide information about their neighbourhoods. In addition, the fact that many of these respondents have spent considerable time in their neighbourhood will ensure that the information provided is valid. In terms of housing type, it is clear from the questionnaire analysis that the predominant housing type is the Brazilian type of housing or what is popularly refer to as 'face-me-I-face you'. Respondents that indicated that they live in bungalow type of house account for about 76.2%, while the 22.3% indicated that they live in storey buildings, while the remaining 1.5% indicated that they live in duplex type of house. With respect to the type of facilities contained in the houses, it was observed that 66.6% of the respondents indicated that they relied on the use of pit latrines, while the remaining 33.4 % indicated that they use modem water-system latrines. 60.1 % indicated that the bathroom is located outside the main building, while the remaining 39.9% indicated that the bathroom is located within the house. Zinc and aluminum were the two dominants roofing materials used in house construction. More than 93.2 % of the houses are plastered, while only about 23% of the respondents indicated that their houses are painted. Transportation and Communication Transportation in and out of the Aboru and Meiran communities can be done through the use of cars and motorcycles. Private cars and public buses are commonly used by the residents. Only a few percentage of the respondents claimed they own cars, while the remaining percentage indicated that they use public vehicles to commute. About 22.2% of the respondents indicated that they use public taxis, 44.3% indicated that they often use public buses to commute between home and office, 13.4% indicated that they use motorcycles, while the remaining percentages (20.1 %) indicated that they use their private vehicles to do their routing commuting (Plates 4.22 - 4.25). In addition, it was observed that intra-community movement is carried out using motorcycles, tri-cycles and cars. Where the roads are very bad, people prefer the use of motor cycles and more recently, because of the better safety provided by tri-cycles, many people now 105 prefer to use this mode of transportation. Generally, the roads within these two comml narrow and the more than 95% of these roads are earthen roads with several pOthl respect to telecommunication facilities, it was observed that all the major telecomr· service providers have their presence in these communities. Their signals are well n these communities although the community people seem to have preference for SOl' providers than others. Plate 4.22: Road Within Aboru Community Plate4.23: Road Within Meiran Community 107 Plate 4.24: Okada Riders in Aboru Community Plate4.25: Tri-Cycles in Aboru Con r Community Information Based on the information obtained from the questionnaire survey, 91% of the re~i admitted that indigenes live freely with strangers and/or settlers in aU tht' communities. It is increasingly becoming difficult to separate indigenes from migran' of the neighbourhoods where questionnaire administration took place. The reason ad: this includes the fact that this practice allows people to know each other and work hi was also observed that none of the respondents indicated that he/she has witnessed c or religious disturbance in the last five years. In terms of outmigration of people community, 32.7% indicated that people have been moving in search of better jobs, OCCI transfer etc, while intra community movement has been engendered by landlord evicti( ownership and marriage. It was also observed that the migration stream consist people within the active age population group of between 25 and 50 years. 42.:: respondents however believed that people are not moving out of the neighbourhood' of the peaceful atmosphere. The remaining respondents were not sure of the migratior in the community and this group represents about 24.9% of the respondents. : breakdown of the category of people that moves shows that 24.2% of the respondents . the youth group as the dominant group moving and this was followed by the fen would principally change residential location due to marital demands. 5.2% of the ref1 indicated that rather than individual, it is family that actually moves, while 1.8% retirees as the group that moved from the community. The criminal tendencies in the study area can be inferred from the number of respon(i indicated that they have suffered at least one criminal attack in the last twelve mon: than 88% of the respondents indicated that they have not suffered any criminal attack; 12 months, while the remaining 12% indicated that they have suffered between 1 and :~ attack in the last 12 months. Although the location where such incidence happenec mentioned. Despite the fact that this figure is low, there is still the need for the police " security agents to beef up security in the neighbourhood so as encourage invesul favourable environment for human development. The savings pattern among the respondents shows that close to 38.1 % of the responden . have savings, while 30.7% are only able to save less than WSO,OOO per month. ~ respondents indicated that they save between WS1,OOO and W100,OOO per month, ",' 9.8% could save more than WI00,OOO monthly. In terms of the mode of saving typically employed, it was noted that 90% of the respondents indicated the usage of banks, while about 5.5 indicated the daily contribution. Others indicated that they save their money at homes (4.4%). With regards to the minimum amount needed to start a business, about 14% of the respondents indicated the sum of WI00,OOO, 6.5% indicated the sum of WSOO,OOO, while 1.7% and 1.2% indicated the sum of three million and five million Naira respectively. It should however be noted that the amount of money required for business establishment is a function of the type of business one is engaging in. Infrastructural Facilities Apart from the three public schools located in the study area, there are a number of private educational facilities complementing this service. There is only one Primary Health Centre (PHC) each in Aborn and Meiran community. The PHC in Aborn is however not functional as at the time of this study. Most of the residents claimed that they travel more than 4 kilometers before they could access health care facilities. Malaria and typhoid fever are the two most prevalent diseases in these communities. The prevalence of typhoid fever could be linked with the absence of pipe borne water system for the public. It was also gathered during the survey that most of the resident depend on shallow wells and during the rainy season. More than 15 % of the respondents indicated that they depend absolutely on rainwater during rainy season because by then the shallow wells would have been contaminated by storm waters thereby making them undrinkable. There is electricity in the community as the two communities have been connected to the national electricity grid system. However the community people complained of the erratic power supply and low voltage. The low voltage was attributed to the status of the available PHCN transformers in the communities. The intra-community roads are in a bad state as many of them are not motorable particularly during the rainy season. Environmental Problems Three notable environmental challenges are presently confronting the community people (Plates 4.26-4.29). The first two are due to the nature of terrain and these are the problem of gully erosion and incessant flooding. Due to the nature of the terrain which is undulating and the absence of drainage channels, most parts of these communities are subjected to flooding particularly during the middle of rainy season, while gullies ravage most of the roads because of the absence of any protective cover that could shield the soil from the direct impact of rain water and storm water. Gully erosion is a major threat to most of the existing residential building as it has undercut the foundation of some buildings and thereby exposed the foundational structure of such buildings. Waste management is the third environmental challenges faced by the local 109 people. Indiscriminate dumping of refuse is major environmental hazard in these ('0' and it is rapidly destroying the aesthetic beauty of these communities. Plate 4.26: Gully Erosion in Aboru Plate 4.27: Flooded Aboru Road Plate 4.28: Waste Dump in Meiran Plate 4.29: Gully In Aboru 4.2.5 Soil Studies Introduction Soil is an important component of the biophysical environment. It forms the basis of human, floral and faunal existence, because soil is ubiquitous and it is the main medium for terrestrial plants' growth and development. Furthermore, of about 16 elements (i.e. plant nutrients) that are reported to be essential for plants' growth and development, only C, Hand 0 are not directly supplied by the soil, while the others (N, P, K, Ca, Mg,5, Mo, Co, Zn, Cu, Fe, Mn & Cl) are supplied by soils for plant uptake, growth and productivity. Animals (mostly the terrestrials) in turn depend on plants as the main source of food for sustenance, while human also depends on plants and animals for surviva1. Thus without soils, life may not exist. Therefore, sustainable use of soil is commonly advocated in any developmental project to ensure continuity of life. In addition, soils serve as the sink for virtually all forms of wastes (gaseous emissions, aqueous effluents and even solids including dead plants and animals). Most of the wastes in overland flow (Le. storm waters), pollutants eroded and transported either by water, wind, melting glacials/ice, tills, and/or brought down by rainfall droplets from either the atmosphere/ troposphere will end up in soils as the water percolates. Yet, the same natural waste-sink also serves as the natural protective coating to the globally most important source of water for human and industrial use - the groundwater. Thus, pollutants (e.g. heavy metals, phenols, PCBs, hydrocarbons & related chemicals, etc) in surface water bodies, aqueous effluents, emissions, soils, and related bodies may eventually end up in the groundwater. Yet, the process and cost of remediation of groundwater is reported to be cumbersome and enormous respectively. Therefore, it is imperative to ensure sustainable use of soil resources for any developmental project so as to prevent surface and groundwater pollution/ contamination, whilst still serving as the natural sink for wastes. To ensure sustainable use, management and preservation of the soil resources in a particular place, there must be adequate information· about the soil type, their characteristics and distribution, their potential or capability to sustain plant and animal life, including their suitability for the proposed use, and their susceptibility to erosion or other environmental stress. It may also be necessary to document in great details the physical and chemical behaviour of the soils when wet and dry so as to be able to predict the likely effect to building foundations, 111 buried materials including the soils' potential to enhance corrosion and related efh considerations amongst others informed the baseline study of the soil resources in thr project area. The baseline study of soils is expected to generate all the necessary information morphological, physical, chemical, microbiological and related properties as in(: above about the soil resources within and around the proposed project area. Thl social, health, economic, and environmental/ ecological stress that may result h. inadequate and or improper handling of the soil resources during the various pl the project would be completely removed or greatly minimized. The baseline dn soils will also serve very useful purpose during the post-commissioning em!iro monitoring phase of the project. Soils in the Proposed Project Location Geomorphology and Soil Type The proposed project location is in a low-lying area, generally gently sloping to aimosl area. In the study area, two geomorphologic units were mapped - the upland and areas. The lowland areas typically are the valley bottoms that are seasonally flooded. l' the freshwater swamp vegetation typical of marsh ecosystem with ferns, tall herbs ar As at the time of field investigation, the valley bottom areas were deeply flooded mak almost impossible. Soil observation and sampling were therefore restricted to the 10'/ physiographic position of the study area. The upland areas are well drained, with br" reddish soils that were slightly mottled at the subsoil but appeared to be moderately erodible as observed on the field. Soils within the upland areas are not liable to flooding. The parent material of soils in the study area is reported to be Coastal Plain Sand (SS~; and soils that developed in the Coastal Plain Sand are essentially well sorted and texture, hence, they are loose and porous. The drainage conditions in the soils al' influenced by the physiographic position. The texture of the soils in the swamps all valley bottoms is sandy loam, and soils with this textural class are expected to be p( well aerated, however, their physiographic location in the trough/valley predispose:, annual flooding. Hence, they are very poorly drained and poorly aerated. The prevai1 drainage condition and poor aeration regime will enhance the soils to be physically al' This suggests that the potential of the soils to enhance external corrosion of buried metals will be quite high. Metals and other materials to be buried and which can corrode would therefore have to be properly treated before use in the location so as to ensure their sustainability. Soils at the lower slope and up-slope areas of the proposed project location are fairly well to well drained respectively. Soils at the lower slope are brownish while those of the up-slope areas are reddish in morphology. In both physiographic locations however, the soils are loose to weak in structure, well sorted, sandy loam to sand in texture, and are moderately to highly susceptible to water erosion (see Plate 4.1). The susceptibility of the soils to water erosion is exacerbated by the slope and lack of vegetal cover in most parts of the existing route. Thus, proper channelization to control flood/ storm water should be given adequate consideration in the design of the proposed road. This is because tarred roads in similar environment with loose, unconsolidated subsoil in the nearby Meiran Community without adequate channelization to control the storm water were badly eroded (see Plate 4.30). Plate 4.30: Severely eroded tarred road in Meiran Community area of Lagos State. The severe erosion was exacerbated by the loose subsoil and lack of adequate channel for storm water Physical Properties ofthe Soils The average particle size distribution (i.e. grain size) of representative soils in the study area is presented in Tables 4.12. In generat soils in the lower slope parts of the study area have higher content of clay (ranging from 13 - 23%) compared with those at the upper land area with clay content varying from 14 - 15%. Hence, lower slope soils in the study area appeared to be slightly more consolidated. Despite this however, erosion of the soils was observed to be severe on the field irrespective of the physiographic position probably because of the slope factor. For 113 instance, on the field, lower slope .gradient varied from 4 - 8% whereas, slopes at t areas were less pronounced, ranging from about 2 to 4%. Thus it was considered thr slope and loose subsoil structure must have combined to predispose the soils in the',; to water erosion. Therefore, road bed design that will ensure proper consolidation of t I should be put in place to stabilize the loose, unconsolidated subsoils in the study arc design that will guarantee proper consolidation of the subsoils in the study area, if PI! will ensure that the road to be constructed is durable and sustainable. Table 4.12: Physical Properties of Representative Soils in the Study Area Lower Slope Area 0-30 58 20 22 Santi 30-60 62 15 23 Saml 60-100 70 17 13 San:. Upper Slope Area 0-30 70 15 15 San; 30-60 75 11 14 San: .. 60-100 77 09 14 San:1 In terms of physical soil quality, soils within the proposed project area are sandy cIa , sandy loam, generally they are porous, loose and unconsolidated. Hence, they are i' susceptible to water erosion, and would readily allow aqueous contaminants/ poll infiltrate deep into the subsurface strata since they have high hydraulic conductivity. ", adequate environmental hygiene should be observed especially during the construct of the project so as to prevent possible contamination of the groundwater. As earlier i proper channel should be designed and put in place to properly direct the storm water prevent undercutting of the road bed by uncontrolled and or improperly (, storm/flood water. Chemical Properties ofRepresentative Soils in the Proposed Project Location The chemical properties of representative soil samples within and around the I! project location are presented in Tables 4.13 and 4.14. Generally, the inherenl status of soils along the proposed road to be rehabilitated is very low to moderately low irrespective of the physiographic units. The pH of the soils is moderately (e.g. pH of 5.8) to strongly acid as in soils with less than pH of 5.5. The organic carbon (OC) contents of the soils are low, mostly less than 1 % at all the soil sampling points. Since organic matter is commonly regarded as the store house for nitrogen (N) and phosphorus (P) in soils, the low OC content of the soils could therefore be said to be responsible for the generally low content of N and P in the soils. In southern Nigeria, OC content greater than 1.7%, with total N of 2.5% and higher and available P of 20ppm or higher are considered optimal for adequate arable crop growth and development. The OC, Nand P content of the representative soil samples from within the study area were considerably lower than the optimal level, hence, the soils are considered to be low in inherent fertility status as at the time of field investigations. Similarly, the exchangeable bases! cations (Nat K, Ca & Mg) were also present in low amount. In general, the average concentrations of K, Mg & Ca are slightly lower than the critical minimum of 0.2, 0.4 and 2.0 cmol/kg soil, respectively for the bases, required for optimal crop growth and performance in southern Nigeria soils (Adepetu et aI., 1979). Thus in terms of inherent soil fertility, soils in the study area can be said to be low in fertility. Soils within and around the proposed project location would therefore classify as marginally suitable for arable cultivation on account of soil fertility. On account of low organic carbon content of the soils, and hence low organic matter (OM), the soils are chemically prone to be easily eroded since OM is generally regarded as a strong binding agent in soils. Table 4.13: Chemical Properties of Representative Soils in the Proposed Project Location Topsoils, 0 - 30 em Lower Slope 5.6 5.1 0.92 422 0.22 0.38 2.10 0.32 36.32 0.34 16.32 2.33 Upper Slope 5.8 5.3 0.87 33.5 0.15 0.19 1.81 0.18 32.21 0.32 14.37 4.03 Subsoils, 30 - 60 em Lower Slope 5.2 4.8 0.88 66.4 0.20 0.24 1.99 0.30 44.40 0.31 14.43 1.21 Upper Slope 5.7 5.2 0.79 43.3 0.12 0.12 1.55 0.15 28.17 0.29 12.12 1.33 Subsurface 60 - 100 em 115 Lower Slope 5.0 4.7 0.82 78.2 0.18 0.20 1.87 0.26 44.62 0.30 1 Upper Slope 5.5 5.1 0.76 48.2 0.11 0.10 1.48 0.13 33.21 0.26 J ND = Not detected Table 4.14: Average Chemical Properties of Soils in the Study Area Min 5.0 4.7 0.76 33.5 0.11 0.10 1.48 0.13 28.17 Max 5.8 5.3 0.92 78.2 0.22 0.38 2.10 0.32 44.62 Mean 5.5 4.8 0.79 52.7 0.15 0.21 1.89 0.22 32.14 Std 0.3 0.2 0.3 3.1 0.03 0.02 0.03 0.02 3.2 BDL = Below detection limit From the environmental view point, two soil types are recognizable in the st. These are the well drained soils in the lower and upper slope areas, and those of bottom. Soils within the valley bottom in the study area are closely assode i seasonal streams and become deeply flooded during the rainy season. At that ti' year, they become poorly drained on account of shallow depth to the groundwal conditions are reported to enhance soils to be chemically aggressive, and such known (Brady, 2002) to encourage external corrosion of buried metals ant: materials. Therefore, metals to be used for the construction of bridges and channels during the construction phase of the project would have to be properly enhance their sustainable use in such valley bottom areas. Soils in the lower ar slope area of the proposed project location are not annually flooded, and h groundwater table beyond 100 em depth of soil investigation. Furthermore, thei I of sulphate and chloride is low, hence, the soils are not envisaged to be ell aggressive as to enhance external corrosion of buried metals. Soils at the lower a slope areas of the project location are not envisaged to be highly aggressive ell from the view point of sulphate and chloride content. Laboratory analysis of the soil samples for the total hydrocarbon content (THe that THC was detected, though in very small quantities, in virtually all the soi1 especially at the surface soils. THC was not detected at the deeper layers (60 -10{ depth) of the soils in all the soils samples collected. Common forms of TIIC: biogenic and the petrogenic. The biogenic form is produced by animals such as : related organisms living mostly in swamps (Brady, 2002) and other poorly drai envirorunent. The petro genic is petroleum in origin and is commonly associated with industrial areas and or places with substantial vehicular movement whereby vehicular emissions could bring about addition of petroleum hydrocarbon into the envirorunent. It is strongly envisaged that the relatively low concentrations of THe recorded in the soil samples could be essentially petrogenic because the ecosystem of the study area, especially the lower and upper slope areas are well drained and are not subjected to annual floodin& hence very low chances of having biogenic THe. On the other hand, the study area serves as a busy route for motorcycle and vehicular movement and at the same time provides sites for Taxi Park, artisanal workshops, refuse dump sites and also serves as recreational centre for the youth as part of the ROW was observed as being used for football field during the field investigations. The source of the THe is thus considered as mostly anthropogenic, hence most likely to be petrogenic constituent. However, in general, the levels of the THe recorded were significantly below 10 ppm THe which is the tolerable limit for terrestrial envirorunent as indicated in EGASPIN (DPK 2002). Other than the very low concentrations of THe obtained mostly in the topsoils of the study area, there was no evidence of THe accumulation in soils of the study area, particularly none in the deeper subsurface layers. Heavy Metal Content ofRepresentative Soils in the Proposed Project Location The average concentrations of the different heavy metals that were investigated in representative soil samples collected from the study area are indicated in Table 4.15. Results obtained indicated that concentrations of the various heavy metals considered were very low when compared to corresponding values in naturally occurring unpolluted soils (Table 4.16) as reported by Alloway (1991) and Allen et al. (1974). In order to be able to make sound and rational judgement about the extent of heavy metal contamination and or otherwise of the soils studied, references were made to heavy metal content in unpolluted soils as reported for different countries of the world (Table 4.16). Table 4.16 also indicated the normal range in unpolluted soils. From the heavy metal concentration data reported for soils in the study area, there was no evidence of heavy metal accumulation and or bioaccumulation in the soils as at the time of field investigations. This is because the heavy metal concentrations in soils of the study area were significantly lower (p < 0.05) than the concentrations that were reported as the trigger levels (Table 4.16) for the various heavy metals that were investigated. Therefore, in soils of the study area, there were no evidences of soil contamination and or pollution with regards to'the heavy metals that were investigated. For Fe, the normal range in soils was not provided by Alloway (1991), however, Brady (2002) indicated that Fe concentrations that are considerably higher than 10,000 mg/kg in soils are not unusual. 117 Table 4.15; Statistical Summary of the Average Concentrations (mglkg) of Heavy . the Surface Soils (0 - 30 cm) of the Study Area (n =06) Zinc (Zn) 2.31 4.12 2.41 0.4 1.54 3.23 1.87 i Chromium (Cr) 0.14 0.54 0.37 0.02 0.26 0.58 0.29 Lead (Pb) 0.66 2.65 0.72 0.2 0.44 1.98 0.72 Copper (Cu) 0.23 1.32 1.03 0.2 1.22 2.46 1.46 Cadmium (Cd) 0.33 0.64 0.36 0.2 0.13 0.77 0.58 Mercury (Hg) ND ND ND ND Vanadium (V) BDL BDL BDL BDL Nickel (Ni) 0.24 0.73 0.44 0.02 BDL BDL ND = Not determined; BDL = Below detection limit (i.e. < 0.001 ppm) Table 4.16: Background Levels of Heavy Metals (mWJ. Fe Cr 100 0-1 100 Ni 0 Pb 50 0-500 100 0 300 50 0 1 0-1 3 lGLC = Greater London Council; 2FRG/NOEL = Republic of Germany; No Effect Limit. Source: Allow Microbiology ofthe Soils The various species of microorganisms isolated from the soils in the study area are presented in Table 4.17. Irrespective of the physiographic unit in the study area, bacterial and fungal species were the predominant microorganisms isolated with few species of coliform. The relatively high average microbial population density, diversity and distribution recorded in the study area were probably due to the fact that the surrounding areas of the sampling locations are completely built up and the soil sampling locations were highly influenced by anthropogenic factors. In view of the abundance of various types of microorganisms in soils of the study area, it therefore calls for carefully planned environmental hygiene to avoid microbial contamination of drinking water and those of the groundwater resources especially during the construction and operational phases of the proposed project. Table 4.17: Microbial Population Distribution and Species Diversity in Surface Soils (0 30 cm) in the Study Area. i 0.22 0.03 pperSlope THB =Total Heterotrophic Bacteria; THF =Total Heterotrophic Fungi; HDB = Hydrocarbon Degrading Bacteria; HDF = Hydrocarbon Degrading Fungi 4.2.6 Land Use Study 119 Introduction Landuse study provides information about the various ecological settings, biophysic,t human activities and other natural benchmark features and their spatial distribution \ study area. The biophysical features such as the settlement patterns and th(· distribution, drainage pattern, the surface hydrology, geo-morphological setting, i pattern or land cover types, farming system, method of land preparation, croppir: types and spatial distribution of infrastructural facilities (such as markets, churche; health facilities, road, etc), cultural and archaeological sites of importance (such as tIl the cemetery, special grooves, forest reserves, etc), their locations and spatial distri}· normally captured and documented in land use baseline study. ResidentiaVLanduse Mapping The result of the residential/landuse mapping is contained in Figure 4.9. The map sho marsh vegetation. It has been pointed out by several authors that Lagos is a wetland area and 121 that the rate of urbanization in the city is among the highest in the world. This may ex I the swamp vegetations in most cases have been cleared and sand filled for either residential or 123 commercial activity. The entire area can almost be described as high density reside where houses are closely arranged with little or no road providing access to residential areas. In 125 most cases, little or no open space exists between houses. In terms of the landuses iI! builtup, commercial, institutional and marsh vegetation were identified. Itis worthy to note that 127 whereas other types of landuse are visible on the map; commerciallanduses is r visible because of the resolution of the image used. However, commercial activW dominated the entire stretch of the proposed road (within a corridor of lOmeters) p where such stretch passes through the community. This map provided the basis for tl a 0.2 OA 0.8 1.2 1.6 - - Kilometers and socio-economic sampling and surveys. Fig 4.9: Landuse/Land cover map for the proposed project site 129 Physical Setting ofthe Proposed Project Location The proposed project location falls within the moderately to highly developed part" State. The proposed road to be rehabilitated is expected to stretch from the Iyana . Terminus area of Lagos State through Abom Community down to the valley bottom~' Abom area of Lagos State from the Meiran Community side of Lagos State. It is estim. about 6.5-km in length. For the greater parts of its length, the proposed road to be reI is parallel to and falls within the right of way (ROW) of the existing NNPC Pip" planned road to be rehabilitated would fall within the existing NNPC pipeline ROW 8 the greater part of the present right of way (ROW) of the pipeline as the road to be co Therefore, the baseline conditions of the existing NNPC pipeline ROW were documented during the field investig~tions. The adjoining areas on both sides of the existing NNPC pipeline route are built up exc, river crossings presently experiencing annual flooding from the storm waters. .. reinforced concrete bridges would need to be designed and built across the two river as part of the rehabilitation work. Along and within the existing pipeline route, there .: that are severely eroded deep enough to expose part of the buried NNPC pipes (see PI Specifically, the coordinates of the spot where the existing NNPC pipe is presently e . Abom Community area of Lagos State are: N06.618120 and E003.28349°. The exposure poses serious environmental hazard as the pipeline is reported to transport refined ' product. Plate 4.31: Typical severely eroded parts of the existing NNPC pipeline route exp", buried NNPC pipe (left picture) within Abom Community of Lagos State (Coordina! exposed pipe in Abom Community of Lagos State: N06.618120 and EOO3.283490) Furthermore, part of the pipeline ROW that would serve as the route for the road to be rehabilitated presently serves as refuse dump sites (see Plate 4.32). This poses environmental health and fire hazards to the neighbourhood. Further more, crops observed at the dump sites included plantain/banana, pawpaw, coconut, cocoyam and leaf vegetable Plate 4.32: Parts of the existing NNPC Pipeline ROW in Aboru Community of Lagos State serving as refuse dump sites with the attendant environmental and fire hazards (Coordinates of the dump site: N06.620330 and EOO3.284610). Neighbours interviewed around the dump site felt comfortable eating crops growing at the dump site, unmindful of the potential health hazard in terms of heavy metal bioaccumulation by the crops growing in such an environment. Yet, previous studies (Amusan et al., 2001) indicated that the potential of crops growing in dump sites containing unsorted wastes to bio accumulate heavy metals is quite high. Because the ROW of the pipeline was not properly secured by NNPC, the pipeline ROW also readily serves as routes for motorcyclist and vehicular movement (see Plate 4.33). Other features within the existing NNPC pipeline ROW include Electricity Power Step Down Transformer located at N06.62131°and E003.285330, Electricity power transmission lines on both sides of the pipeline route, artisanal workshops where motorcycles and vehicles are being serviced and repaired, Taxi and Motorcycle parks and Communication Base stations (only green fields with masts). For successful implementation of the proposed road rehabilitation project, there may be need to re-position some of these features to ensure sustainable road rehabilitation project that would not adversely impact the existing biophysical, social and cultural environment of the project area of influence. 131 Plate 4.33 : The improperly secured ROW of the existing NNPC pipeline route Community Area of Lagos State serving as route for vehicular movement thereby cl the ROW. CHAPTER FIVE ASSOCIATED AND POTENTIAL ENVIRONMENTAL IMPACT 5.1 Introduction The overall intent of the EIA study is to identify and characterise all the potential environmental impacts or changes that will be caused and/or enhanced by the proposed road construction/ rehabilitation project. Assessment of the potential impacts of the project environment and sensitivity of the project sites was based largely on the outcome of extensive and intensive literature review, field data gathering, and laboratory and data analyses. Impacts of projects that are IIcorridor-based" differ significantly from one setting to the other. For instance, activities in urban settings typically impact mostly on social or cultural function, such as disruption of existing travel routes and climes, damage to residences or businesses and even compensation for -the requisition of land along the alignment. Key impacts in rural settings, however, revolve around the opening up of previously inaccessible (or marginally accessible) territory, in-migration as a result of job opportunities and large-scale resource harvesting. Introduction of new sources of noise pollution is often an issue in rural areas, where ambient noise levels are typically low. The current project is located within an entirely urban setting and this, to a large extent, has succeeded in streamlining the impacts. There are several documented methods for assessing impacts. However, there is no universal methodology, which can be applied to all project types in all environmental settings. UNEP (1996) also emphasizes the need to use tools from existing methodologies that best suit the specific project situation. This section of the report therefore presents a succinct description of the impact assessment methods adopted for this road project, as well as the results emanating from the application of the selected methods. 133 5.2 Methodology for Impact Assessment 5.2.1 Basis for Impact Assessment The general impact assessment methodology used to conduct the EIA for the road project is described below. The method takes into consideration the stan . widely accepted impact screening approaches and impact significance criteria. The assessment of project impacts and their significance in an EIA study is both for the environmental management of the project and to communicate information to stakeholders. These requirements are best addressed in two way' • Activity led assessment of impacts and development of mitigation measures: thi; suitable for the implementation of management actions. For example, a i' will want to understand what all the noisy activities are, and their impac context of implementing noise control mechanisms. • Resource/receptor or key issues led assessment of impacts and development of 11 measures: this approach is often more suitable for stakeholders. For environmental regulators may require that all impacts on biodivt: discussed together. 5.2.2 General Approach to Impact Assessment The approach used in this section is geared towards addressing both requireme follows. 1. An 'impact' matrix (Figure 5.1) summarises scoping by identifying the inb between project activities and environmental resources and receptacles. 2. Key issues for the EIA are discussed at greater length in subsequent section: 3. Based on the identified interactions and the impacts, mitigation meas· summarised in chapter six following an activity led approach. 4. In simple terms a key issue was determined through scoping according t more of the following considerations: • knowledge of construction of corridor based projects such as motorways, pipelines and high voltage tension lines; • regulator and stakeholder concerns; • legislative requirement; • An understanding of the potentially sensitive resources/receptacle. Description of Impact An impact is a change (which can be positive or negative) that occurs as a consequence of an activity. Box 5.1 describes the various types of impact that may arise, and the terms used in this report. 135 FIGURE 5.1: POTENTIAL IMPACTS ENVIRONMENTAL Project Phases and Activities ATTRIBUTES Construction Phase Operation 1.2.1.1,1 LEGEN D Phase Positive Imeact "C "C u.I c c c Nealiaible/No Imeact ca ca 0 c c 0 0 -=III -=ca II) Minor Imeact ~ ... -"C G) G) C c C m en G) G) G) en (!) (!) Moderate Imeact C) en > -&. -='S: G) en en en G) ,5 c ~ G) C "C -=u 'Q. -='S: 0 E 0 ca 'c;; 'i! > 'c;; m~ Maior Imeact "C en II) C c ~ G) -=u 1: .... 0 ca 'E .c ca 'E 0 ca G) G) .~ -=u en c .... G) :::I C 0 "C -0 U "C ...... 0 c C C C 0 en ~ ca ca ca C) c -=ca c - G) en c 0 "C If =: U C .s "C I ~ en ~G) c en G). :::I C -'iij C I 0 - Q. 0 ca D- u.. 0 ~ 0 :::E ~ .c Air Quality and Noise level Soil structure. fertility. erosion and flora/fauna .... r:: Vegetation and lSI E wildlife r:: 0 t. ';: c Surface and LI.I iii i groundwater 1.1 .~ .c Climate and a. t 0 meteorology :c .... Population and sex "S u ratio 1:r 'E t Health and general 0 0 'u c 0 8 wellbeing en lSI Income and employment Socio-cultural i institutions Transportation Conflicts and disturbances/interest groups activities 137 Box 5.1 Describin Environmental 1m Primary: jmpacts. that resultttom a direct .; interaction between .an actiVity / aspec: receiving environment (e.g; between an effluent discharge and receivingwater quality) SecondJ;lry: impacts that follow onfrom.thep~ interactions between the proje:' env,i,ronment as a re~ult'of sub~equentinteractionswithi.r(the envir0rrrnent(e.g.loss 01 habitat affects the vic\bility of a species popuIatiohover a wider area). INDIRECT IMPACTS Impacts that result from other developments or activitiesthaf are encouraged to hap consequence of the original development (e.g. a new development stiInulatesa requir.· improved access): CUMULATIVE IMPACTS· Imp~d:s ~t.~ together With otherimpaptS to 'ai£ectthe Salne eilv.rronmental resource or Several typescim be defu)ed: Temporal: a series of impacts that occur year in year out, that in themselves are not ir build up to the point that they do become important. Accumulative~ the overall effect of differenftypes of impact (e.g. waterpqIlution and n· single receptor (e.g. sensitive aquatic fauna) where each singly may not be impOl'; combined they are; Additive: where iIn,pacts from the pl~ed activity occur at the same· tiIne as impH activities .being tmdertaken by other pa~ties (these maybe already occurring, cc developments for the future or developments that may happen in the foreseeable futurl' Interactive: where twodiff~rent types of impact (which may not in themselves be important) react with each other to create-a new impact (that mightbe important). Synergistic: where tWo impacts interact together (e.g. changes in air quality with respect to two different pollutants) to create an impact that is greater than the sum of their parts. Permanent: impacts that occur once on development of the p~oject and cause a permanent change in the affected receptor or resource (e.g. the loss of sensitive aquatic fauna). Short-tenn: impacts that are predicted to last only for a limited period (e.g. land excavation, digging or backfilling) but will cease on completion Of the activity, or as a result of mitigation measures and natural recovery. Long-term: impacts that will continue over an extended period, (e.g. noise from operation of a development, impacts from operational discharges or emissions). These will include impacts that may be intennittent or repeated rather than continuous if they occur over an extended time period (e.g. repeated seasonal disturbance of species as a result of plant operations, impacts resulting from annual maintenance activities). Local: impacts that affect locally important environmental resources or are restricted to a single habitatjbiotope,a single (local) adritinistrative area, a single community. Regional; impacts that affect regionally important envir()nmental res In addition to the different types of impact, it is worth also providing brief generic descriptions of what is impacted. • Resources are those elements of the biophysical environment and social systems that are essential tOI or of value to, the functioning of such natural or human 139 systems. These include areas or elements of ecological, landscape, ag I value; soil; air; water; and vegetation. • Receptors are people as users of dwellings, users of places of recreation ,1 of places of employment and community facilities, together withir species and groups of flora and fauna. 5.2.3 Impact Significance The adoption of consistent and robust criteria for assessing significance is an i· element of the EIA process. Assessment of significance is important for two rea,: • to focus the attention of the project team on measures to n potential negative impact during the EIA process; • to bring the residual impact to the attention of decision-rna, stakeholders in the EIA report. There are a number of factors that are important in considering the significance of an iJ i These include: 1. the magnitude of the impact (e.g. significance of the imp extent, frequency, and duration of impact); 2. the likelihood of the impact occurring; 3. the sensitivity and value of the resource or receptor affected 4. compliance with relevant laws, regulations, standards or ( policies; 5. effects on government plans or policies; 6. views of stakeholders; and The legal and administrative framework pertinent to the proposed project anl~ has been examined in Chapter 1. For this EIA, four categories of impact significance are applied (see Box 5.2). Th: takes into account the degree to which impacts can be quantified and compa! accepted limits and standards or a combination of the magnitude of change Cd the project in combination with the value/sensitivity of the receptor/resouf(, impacted. 141 Box 5.2 Categories of Significance • Positive Impacts is where fire prQjebt activity Wiillead to an iinprovernent in th state 6f a resource or receptor • .Negltgible.im'llCtis wh~re a.r~sOtlrc7~t ree~torwm ootbe affected in anI '~Jparticular activity or the pr~dictede£fect.iS>deexned to be nea,r l imperceptill ~ " ' • An impacto! minor·signijicanci(a'1\41norimpact') is one where an effe( I experienced, but the impact magnitude is sufficiently small (with or mitigation) and well within accepted standards, and/or the receptor i sensitivity/value. • An impact of moderate. significance (@.'Moderateimp;:tct') wilFbewithin limits ami standardfj.Moderate impacts may cover abroad range, from a t} belovvwruch theimpactisrnin0r, upto alevelthat might be just shortof brl: le~allimit Clearly to de!)ign a~;@.ctivityso that it~jeffectsonly ju~tavoid bn'. la~cor have (,lmajor ilttpact is n:otgooapractice.The emphasisformoderak .is·therefore on demotlStratingj:hat tne impact has been reduced' to a level tl Low As Reas0rtably Practicable (j\LARP). TIlls d~es not necessarily Int 'Moderate' im~cts have to De redpcedtO'Min0r' unpacts.'I'he costofredt: impact versus the benefitof the reduction is a valid factor in coming to an I • deCiSion. . • An impact of major significance (a ':Major impact') is one where an accepted standard may be exceeded, or. large magnitude impacts occur tCI valued/ sensitive resource/receptors. One of the aims of anEIA is to get to a . where the project does not have any major residualimpacts, certainly not 1" would endure into the long-term or eXtend over a large area. However,:. aspects there may be major residual impacts after all practicable mitigation have been exhausted (Le. ALARP has been applied). It is then the fUll regulators and stakeholders to weigh up such negative factors against the ones such as employment, incomiJ:\g to a decision on whether or not to procl the project. The definitions presented above apply throughout the EIA. It is, however, neo define significance criteria for individual environmental and social topic~ account of the 'generic' definitions presented above. Defining the significance criteria for individual topics facilitates the process of making the EIA transparent. The criteria need to be consistent, so that a moderate impact with respect to one environmental topic is broadly equivalent to a moderate impact with respect to another. The proposed road project has the potential to affect environmental and social resources and receptors in a number of ways. These include: physicalj social disturbances; emissions; disturbance of the biotic environment; and waste generation. The activities/ sources of potential impact due to the project and the recelvmg environment that could potentially be affected are as identified in Figure 5.1 in the form of a matrix checklist. The impact matrix was based on the ranking below: 5.3 Identified Project Impacts Having identified the sources of potential impact and associated activities alongside the resources/receptors that could be impacted, the next step is to predict and evaluate impacts, taking account of the mitigation measures that will be implemented. The assessment of the magnitude of impacts from construction, operation and decommissioning activities was made using the data provided in the project description. The assessment of potential impacts in relation to the location and timing of the activity was assessed based on the data on the baseline environmental and social conditions. Effects may vary in significance according to the sensitivity of the environmental and social features present and the time of the year in which the activity is being carried out. The assessment of the significance of predicted impacts (together with their nature and, where possible, scale and duration) has been made based on research and survey work on the environmental impacts of the construction and operation of roads. 143 The impacts of these individual activities may affect the biophysical and human envin' various ways, such as impacts to biodiversity, impact to air quality/noise, etc. For the purpose of impact identification, we considered the various project pr, the activities to be undertaken for each phase. Based on such considerations, able to highlight the impacts that will attend each activity. Essentially, the employed for impact identification is IIActivity Related Impact identificabi planned project implementation will be in three main phases: (iv) Development Phase (v) Operational Phase. (vi) Closure/Decommissioning Phase. Impacts identification and quantification was carried out using a combiI i established methodologies. This included the modified subjective interactic after Leopold et. a1.,(1971). This interaction matrix was used to screen the susel of various environmental components from the various project activities an. verify the susceptibility of the project as a whole to environmental influences. screening, the environmental matrix was used to qualitatively evaluate the impacts on various components of the environment. This evaluation looked dimensions namely magnitude, areal extent, and duration of the impacts feasible, some quantification of the impacts was carried out. The various impacts identified for the different phases of the project are presenl, following subsections. 5.3.1 Potential Impacts of Construction Activities A series of activities will be undertaken as part of the construction phase. These, include: • Mobilization of materials and men to site; • Preliminary works such as vegetation stripping and grubbing; • Initial civil works; • construction and surfacing of the road; • etc. For ease of comprehension, the impacts are discussed based on the affected environmental attribute/ parameter: 5.3.1.1 Impacts on the Biophysical Environment a. Air Quality and Noise Levels The main impacts of construction activities on air quality will be in terms of gaseous emissions and suspended particulate. The various vehicles and machinery that will be used during the various stages of construction (such as tippers, pay loaders, graders, jack hammers, etc.) will emit various gaseous pollutants such as N02, ~, CO, etc. As discussed in Chapter 4, these various gaseous pollutants cause serious negative effects on air quality and human health, when present beyond a particular threshold. Also, dust from earthworks, including grading, layering and other construction activities, will result in the release of coarse and fine particulates into the atmosphere and this will result in further degradation of air quality in the general vicinity of the project area. Similarly, the roaring of various equipment and machinery, such as the jack-hammers, pay-loaders, tippers, levellers, compacters, etc. will lead to an elevation of ambient noise levels in the immediate project area. Currently, noise levels along the route fall below the 90dBA maximum recommended for 8-hr occupational exposure limits. On the whole, the construction phase of this project will have negative impacts on air quality. Specifically, construction activities will have moderate negative impacts on air quality and noise levels. The magnitude of the impacts will be moderate since it will cover the entire project stretch. In terms of areal extent, given that the air is highly mobile, pollutants released in the project area are likely to be transported to downwind areas, thus, impacts are not limited to the immediate project vicinity and this in tum makes the project 145 to be of moderate significance in terms of areal extent. These impacts are expected to be short-term since rain and wind effects can effectively scruh th make it clean again, thus, the duration is short-term. b. Soil Structure, fertility, erosion and flora/fauna There will be very little disturbance of natural soils for this project, since most of the rout~' up, and the project RoW will follow largely the existing NNPC RoW. However, some lin;; impacts are expected on soil. These impacts are expected to include: v. Soil structure disturbance/destruction vi. Enhanced permeability through particles and aggregate disruptio' vii. Enhanced soil permeability and porosity through trenching viii. Destruction of valuable micro fauna in soils Since the activities involved in trenching and other construction processes would be co within a cross-sectional area, the overall impact on soil is adjudged to be of minor signi I c. Vegetation and Wildlife The vegetation in the studied locations was essentially secondary regrowth sP( evolved after long term developmental activities. Species, which are mainly gn confined to the sidewalks of roads. The impacts of the proposed project on Vi: of the studied area will be negligible given that project locations are heavily mostly, with minimal vegetation growth falling within the direct project imp" However, some of the following impacts may be expressed on the vegetation. iv. Among the major possible vegetation impacts is complete destruction species along the route and infliction of mechanical damage on other spe( can lead to complete extinction of some species in some particular areas. v. The destruction of vegetation along the route can engender soil ero: consequent damage to the existing road, especially around open soil surface' vi. The photoperiodism of many plants in the immediate vicinity may be affect~ the plans to work more at night than in the day-time. It is expected that fl· and campfires will clearly illuminate the project area to facilitate project acti With regards to wildlife, very few species and individuals currently inhabit the immedi; project area, as it is extensively built up and records human presence most of the day .. only relatively domesticated species such as rats, the rainbow lizard as well as swift avian species, which can flyaway at the nearest human approach are regularly observed in the area. Impacts of the proposed project on these wildlife species include the following: 147 iii. Destruction of the few trees and other plants along the project route, the' habitat for the wildlife species could displace them and force the species to iv. Human presence and activities along the project route will scare wi illuminate the area, such that wildlife species inhabiting adjoining are;;' physiologically stressed during construction activities The magnitude of this impact is minor since activities are limited to the project stretch. extent is equally minor since no clearing will be done outside of the designated project addition, base camps will not be set up in virgin lands and as such the areal extent is n These activities will be limited to a maximum of 12months period. In general, the Dve, significance of construction impacts on vegetation and wildlife is minor. d. Surface and Groundwater There is very minimal interaction with surface and/or groundwater apart from the stn crossings around Aboru and Meiran (Plate 5.1). No wetland is being crossed, There is anticipated direct contact with groundwater. However, the following negative impact· occur: Plate 5.1: A Stream Crossing around Meiran iv. Piling and construction activities will generate a lot of suspendable materials and will lead to increased turbidity and TDS in the waters. In addition, in the event that the sediment has sequestered contaminants such as hydrocarbons and heavy metals, these could be released into the water column, leading to pollution of the channel. v. Given the generally high water table in most of the project area, accidental releases of contaminants such as fuels could percolate into groundwater, causing contaminationi vi. Stacks of excavated materials, if not properly contained, could be washed into these surface waters by runoff. This could lead to contamination of surface waters by runoff and the extended impact on aquatic life, especially fish. Overall, expected impact on surface and groundwater as a result of construction activities will be moderate. The magnitude, areal extent and duration of these impacts are all minor, while the sensitivity of the receptor is moderate and as such, the overall significance of construction activities on surface and groundwater is minor. e. Climate and Meteorology The proposed project is not expected to have any significant impact on climate and meteorology. However, the following effects may be expressed during construction activities: iii. Dust and suspended particulates generated during various stages of construction could create hazes, which will significantly reduce visibility in the immediate project vicinity. This could result in micro-climatic modificationsi iv. Gaseous emissions from the various machineries that will be used for the project could lead to temperature elevations within the immediate project area. In addition, the release of acid rain materials such as N~, S02, etc. could lead to acid rainfall in the project area, with negative effects on rooftops, soils and vegetation of the project area. Generally, the likelihood of negative impact of construction activities on the climate and meteorology of the project area is minor to negligible, in terms of magnitude, duration and areal extent. 149 5.3.1.2 Socio-economic/Cultural Impacts of Construction Activities Although the proposed project is expected to have a lot of positive benefits on ' economic and cultural setting of the project area, some negative impacts are also to accompany the project. The following sub-sections present summarif' anticipated negative impacts and their magnitudes. a. Population and Sex Ratio Construction activities will generally lead to the influx of different categories I seeking for employment as skilled and unskilled workers, as well as itinerant tra would want to optimize on trading opportunities in the project area. Thus, s' employment seekers would be mostly male, the possible impacts include population levels and a change in sex ratio in the immediate vicinity of the projec" addition, with increased population levels, there is a likelihood that existi' infrastructure, which is currently inadequate may become overstretched and thl conflicts. Given the fact that the proposed project activities are restricted to the immediate \, the route, it is expected that the magnitude of the impacts on population and sex I beminor. Similarly, the areal extent will be minor. Even though overall constrU( run for more than 12months, the effect may last beyond this, as workers or job see· come into the area may not leave immediately project activities are completed. reason, impact duration may be moderate. Overall, however, the project ir population and sex ratio will be of minor significance. b. Health and General wellbeing No significant impact is expected to be expressed on health and wellbeing by th However, the influx of project workers may lead to the introduction of exotic ; which could attain epidemic levels. For instance, the presence of commercial sex (CSW) is a usual accompaniment for construction activities, and as such, the intr and/or proliferation of STDs and HIV / AIDS is a possibility in the project area, Given the current level of development and sophistication in the project area, it is expected that these impacts are already in existence and the proposed project impacts will only be cumulative. Therefore, the overall significance of the impact on health and wellbeing (considering the magnitude, areal extent and duration) will be of minor significance. c. Income and Employment The impact of the proposed project activity on this socio-economic index is largely positive. For instance, skilled and unskilled workers will have to be recruited at various stages of project activities. Naturally, preference will be given to those in the immediate vicinity, thus, the project activities could contribute (albeit marginally) towards the alleviation of unemployment in the area. In addition, project workers may seek temporary accommodation in the area as well as patronize food vendors and sellers of other domestic products like toiletries, clothing, etc. Thus, income and employment are likely to be positively impacted by the proposed project activities. d. Transportation The main impacts of construction activities on transportation include an increase in the volume of vehicles in the area, and a reduction in available roadway for normal transportation, which will be taken up by project vehicles and construction materials stockpiles. In essence, traffic build-up in the area is expected. Apart from the usual expected increase in cost of transportation, given increasing demands, there is a high likelihood that commuters will be subjected to significant physiological stress as a result of time spent in traffic snarls and hold-ups. The traffic situation in the project area is already bad and is a major factor in determining the need for the project in the first instance. In addition, adequate traffic control measures have been built into the project and these will include the active participation of both the Lagos State Traffic Management Authority (LASTMA), and the Motor Traffic Division of the Nigeria Police. Therefore, no significant change from status quo is expected during project construction activities and as such, overall significance of the impact is minor. 151 e. Conflicts and DisturbancefInterest Group Activities In spite of the level of development of communities along the project route, as VI' multi-ethnic nature of the communities, there are still ruling classes and famili(, event that proper consultations are not held with affected people, conflicts could. result of project activities. Interest groups could foment trouble at various construction activities. Although the duration and areal extent of this impact is minor, the fact that del a: from conflicts could cost the project a significant amount, makes the magnitudt' moderate significance. Overall therefore, the magnitude of the impact can be d be moderate. f. Public Facilities and Infrastructure The main public facilities that could be affected by the proposed project inc1u ( pipelines buried underground, electricity cables, telecommunication lines, etc process of excavation and scrubbing prior to erection of pillars and stanchions, these utility lines could be accidentally tampered with and this could affect the a\ of the utility involved, such as water, electricity and telephone connection. measures have been built into the project to prevent such occurrences. Prior to ' project design, maps of all utilities in the area were studied and the present pn' avoids interference with them as much as possible. In addition, consultations wf with the various concerned agencies such as the Power Holding Company 0 (PHCN), the Lagos State Water Corporation, and the NITEL PIc. In view of the foregoing, the impact of the proposed project on infrastructures aJ utilities is minor 5.3.2 Accidental Occurrences Accidents may occur at various stages of the project. Therefore, this section seeks to ca' ' impacts of such non-routine occurrences. The following accidental possibilit documented: i. Pipeline Accidents Because the proposed road rehabilitation project will be using the route of the NNPC pipeline ROW, during construction activities, lack of precautionary measures may lead to accidents. If such an event occurs, there will be significant losses, which would include the products they are carrying, decimation of aquatic organisms, if the spilled products enters surface water and resident within the communities. This could yield significant and long-term negative impacts. ii. Accidental Spill of Products from the Pipeline; Another possible accidental occurrence is an accidental rupture of the pipeline. In the event of such occurrence, large volumes of the products would be spilled. Apart from the impact on water quality and the surrounding aquatic environment, as iterated earlier, there is also a likelihood of socio-economic impacts, as lost products would not be available for distribution, and this could affect industries and other consumers who are almost entirely dependent on the company for supply of petroleum products. III. Fire and Explosions along the pipeline route In the event that accidental ruptures and leakages of pipeline occur, fires may result, either due to contractor's carelessness and/or through lightening discharges. Apart from the damage and possible loss of lives and property that could occur in the project site, the fires may spread to adjacent communities, causing significant damage and possible casualties within the project area. 5.3.3 Operation and Maintenance Impacts 5.3.3.1 Impacts ofProject Operation and Maintenance on the Biophysical Environment a. Air Quality and Noise Levels The effect of the proposed project on air quality and noise level is expected to be largely positive, since the presence of the road will mean that vehicles will move faster and a lot of pressure will be removed from existing major roads such as Iyana Ipaja area and the Abeokuta Expressway. However, emissions from the vehicles diverted to this area will contribute, at least in some measure, to air quality degradation, in terms of emissions of N02, ~, CO and hydrocarbons. These will contrive to degrade ambient air conditions in 153 the project area. However, overall the impact of operation activities on air ql i noise levels will be moderate. b. Soil Structure, fertility, erosion and flora/fauna Very few impacts are expected to be expressed on soil structure, fertility an during operations. However, it is expected that wet and dry deposition of pcI' and dissolved gases from emissions may affect soil quality and vegetatio; especially in downwind areas. In the project area, the predominant wind (more than 75%) is northeasterly and so areas downwind will bear the bn quality impacts. The overall impact of operations on soil is adjudged to be of minor significance. c. Vegetation and Wildlife Very little impacts are expected on vegetation. Generally, TSP and gaseous emissions deposit on plant leaf surfaces, within the vicinity of the project area. This could cause and mechanical damage, which could expose such plants to secondary infection by we pathogens. Sinillarly, such deposition could block stomatal openings, thus affecting th physiology and productivity of the plants. The magnitude of this impact is minor since the area is already subject to human presE' high traffic movement. Areal extent is equally minor since clearing of virgin land is bel undertaken as part of this project. The duration of the impact may be long-term, since . railway are expected to last for at least 20years, and as such, impact duration is of mod·· significance. Overall significance of operation and maintenance impacts on vegetation wildlife is minor. 5.3.3.2 Socio-economic/Cultural Impacts ofOperation and Maintenance Activities a. Population and Sex Ratio The road project will encourage a lot of people to relocate to the project area. A should be expected that the general population of the project area will increase this is not expected to lead to any definite change in sex ratio (assuming that whole families will move, rather than individuals), overall population is expected to increase. The population of Lagos as a whole is constantly on the increase, as a result of birth rates and immigration. The proposed project will have an almost infinitesimal effect on population, thus, the overall project impact on population and sex ratio will be of minor significance. b. Health and General wellbeing A positive impact may be expressed on health and wellbeing as a result of the proposed project. The ease of access, afforded by improved and cheaper transportation will reduce the illnesses associated with high traffic, such as stress and respiratory problems related to excessive inhalation of noxious gases. This will promote health and wellbeing, and may thus allow for general development, since money that should have been spent for medical care can now be channelled to other productive uses. c. Income and Employment Income and employment is likely to experience a positive boost during the operation of the project. In the first instance, with cheaper mass transportation, many people are likely to relocate from the project area to the outskirts of Lagos, since they are guaranteed that there won't be traffic to delay their movements. This will lead to a redistribution of popUlation in Lagos and will be a positive impact. Project workers will need to rent houses and as such, owners of landed property are likely to experience a boost in income, since rents are likely to further skyrocket. In addition, several industries and commercial concerns are likely to spring up in the vicinity, creating employment opportunities and possible income opportunities for traders and other goods and services providers. These are all positive impacts. d. Transportation 155 Transportation is expected to experience a boost during the operation of this prej the hitherto bad traffic situation will be eased by the alternative mass transit th, provided by the light rail. In essence, operation impact on transportation is posit! 5.3.4 Closure and Decommissioning Impacts Most of the impacts encountered during construction are likely to be repeat<. decommissioning. However, for the purpose of reiteration, some of these impel presented in this section of the report: 5.3.4.1 Impacts on the Biophysical Environment a. Air Quality and Noise Levels The main impacts of construction activities on air quality will' be in terms 01 emissions and suspended particulate. The various vehicles and machinery the' used during the various stages of decommissioning and site restoration will em' gaseous pollutants such as N02, SOL, CO, etc. which have serious negative e£fe,' quality and human health. Ambient noise levels may also be elevated by these ac On the whole, the decommissioning and site restoration phase of this project minor negative impacts on air quality, since the areal extent, magnitude and di the impacts are minimal. b. Soil Structure, fertility, erosion and flora/fauna Positive impacts may be exerted on the soil and flora and fauna, since the sites will be rest pre-project conditions. c. Vegetation and Wildlife Site restoration activities may return vegetation to pre-project conditions, which is a positive effect on vegetation. In addition, return of native vegetation may encourage recolonization by wildlife species. These are positive impacts. d. Climate and Meteorology Dust and suspended particulates generated during various stages of deCOmmissioning and site restoration could create hazes, which will significantly reduce visibility in the immediate project vicinity; leading to micro-climatic modifications. 5.3.4.2 Socio-economic/CulturaIImpacts ofConstruction Activities a. Population and Sex Ratio No significant impact is expected on population and sex ratio during decommissioning.. However, it is to be expected that job-seekers may migrate into the area in the hope of employment, thus leading to minor changes in population and sex ratio, considering that most job seekers are likely to be men. b. Income and Employment The impact of the proposed decommissioning activity on this socio-economic index is largely positive. For instance, skilled and unskilled workers will have to be recruited at various stages of project activities. Naturally, preference will be given to those in the immediate vicinity, thus, the project activities could contribute (albeit marginally) towards the alleviation of unemployment in the area. In addition, project workers may seek temporary accommodation in the area as well as patronize food vendors and sellers of other domestic products like toiletries, clothin~ etc. Thus, income and employment are likely to be positively impacted by the proposed project activities. c. Transportation The main impacts of decommissioning and site restoration include traffic build-up in the area and a high likelihood that commuters will be subjected to significant physiological stress as a result of time spent in traffic snarls and hold-ups. 157 d. Conflicts and Disturbancejlnterest Group Activities Similar to the construction phase, conflicts may arise if proper consultations are not held affected people, prior to commencement of decommissioning and restoration activities. 5.3.4 Environmental Impact Summary In summary, THERE ARE NO MAJOR NEGATIVE IMPACTS EXPECTED T!: FROM ALL PHASES OF THE PROPOSED PROJECT ACTIVITIES EXCr PRECAUTIONARY MEASURES REQUIRED FOR THE PIPELINE ROW . project under consideration, no significant negative impact is identified anticipated. It is equally obvious that for the moderate negative impacts i(: appropriate mitigation measures can be used to reduce them to minor in sig]' Therefore, the next section of this report will focus on the developn recommendation of sound mitigation measures for identified negative impacts, CHAPTER SIX MITIGATION MEASURES RESIDUAL IMPACTS 6.1 Introduction From an evaluation of the potential environmental impacts of the proposed project, as presented in the previous chapter, it is obvious that there is a need to put in place adequate mitigation measures that will minimize or completely eliminate, where possible, the identified potential negative impacts of the project activities. In this section of the report, we present a summary of those measures that are deemed adequate to achieve this objective as well as the residual impacts that will remain after the implementation of these mitigation measures. For ease of comprehension, the mitigation measures are presented based on the various impacts identified. It should be noted that no mitigation measures are necessary for positive impacts and as such they are not discussed in this section. 6.2 Mitigation Measures Mitigation measures are options that can be used to either completely eliminate or minimize identified negative impacts of a development project. The traditional approach to design and operations is to ensure compliance with the applicable safety codes and standards during design. However, compliance with regulations, codes and standards may not be sufficient to achieve an appropriate level of Health Safety and Environmental (HSE) performance in design. Design codes are generic and applicable to facilities in a number of geographical areas that face a wide range of technical challenges unique to the project. The design of the project has gone beyond strict adherence to codes & standards in order to develop a design basis customized for the project. The HSE objective with respect to the design and operation of the light rail project plan is to implement all cost effective measures to reduce the risk and effects from major 159 hazards. The approach has been to use this as a goal rather than a prescriptivf that cannot be achieved without following a documented process of iden assessment, reduction and continuous monitoring. Thus the steps taken in the HSE process for the Project included the following: • Design based on Codes, Standards and Regulations. • Improved design based on Quantitative Risk Assessm Environmental Impact Assessment • Improved design from human factors evaluation The hierarchical order of importance of these HSE design elements is illUSi Figure 6M l Figure 6-1 Typically, a number of mitigation measures have been built into the project de operating philosophy. These in-built mitigation measures are expected to sigr improve the environmental sustainability of the project while additional m measures for other impacts identified as being associated with the proposed project are also presented. For ease of comprehension, the impacts are reiterated and the mitigation measures presented below them. 6.2.1 Mitigation Measures for Construction Impacts 6.2.1.1 Mitigation for Biophysical Impacts a. Air Quality and Noise Levels IDENTIFIED IMPACT: The main impacts of construction activities on air quality will be in terms of gaseous emissions and suspended particulate. The various vehicles and machinery that will be used during the various stages of construction (such as tippers, pay loaders, graders, jack-hammers, etc.) will emit various gaseous pollutants such as N02" 502" CO, etc. As discussed in Chapter 4, these various gaseous pollutants cause serious negative effects on air quality and human health. Also, dust from stripping, grubbing and trenching for roadside drainage will result in the release of coarse and fine particulates into the atmosphere and this will result in further degradation of air quality in the general vicinity of the project area. Similarly, the roaring of various equipment and machinery, such as the jack-hammers, pay-loaders, tippers, levelers, compacters, etc. will lead to an elevation of ambient noise levels in the immediate project area. Currently, noise levels along the route fall below the 90dBA maximum recommended for 8-hr occupational exposure limits. MITIGATION MEASURES iv. Project proponent will ensure that all project machinery comply with international emission limits. In order to sustain this, all equipment and machinery to be used for project activities shall be regularly serviced and maintained; v. As much as possible, all open soil surfaces shall be regularly sprinkled with water to reduce dust and particulate generation. 161 vi. Project equipment shall comply with noise emission limits. This will be achie \ use of silenced/ muffled engines. In addition, project workers, especially , have to work in close proximity to noise emitting machinery / equipmer provided with adequate hearing protection devices and facilities. h. Soil Structure, fertility, erosion and flora/fauna IDENTIFIED IMPACTS Due to the various levels of soil stripping, trenching, scrapping and denudation, the proposed (\ activities will have some negative impacts on the soils of the immediate project vicinity. Probal would be: ix. Soil structure disturbance/ destruction x. Enhanced permeability through particles and aggregate disruption xi. Collapse of materials around and along slopes of trenches. xii. Enhanced soil permeability and porosity through trenching xiii. Destruction of valuable micro fauna in soils MITIGATION MEASURES Many of the identified impacts are temporal and require no direct mitigation measures. Howeve' following are necessary: iv. As much as possible, trench sides shall be adequately protected/reinforced to preven' v. Erosion control measures shall be put in place during construction, to prevent washi exposed soil surfaces. Specific mitigation measures for erosion control are as dr. Chapter three of this report and include reconstruction and proper sizing of drainagl.' etc.; vi. Site clearing shall be limited to construction areas. Cleared and unused spaces shall I protected, including revegetation for erosion control. c. Vegetation and Wildlife IDENTIFIED IMPACT The vegetation in the studied locations was essentially secondary regrowth species tha i after long term developmental activities. Species, which are mainly grasses, are cornit sidewalks of roads, except around the two stream crossings. The impacts of the propp expansion and refurbishment on vegetation of the studied area will be negligible g project locations are heavily built-up mostly, with minimal vegetation growth falling" direct project impact areas. However, some of the following impacts may be express, vegetation. vii. Among the major feasible vegetation impacts is complete destruction of those species along the route and infliction of mechanical damage on other species. This can lead to complete extinction of some species in some particular areas. viii. The destruction of vegetation along the route can engender soil erosion and consequent damage to the existing road, especially where there are a lot of open soil surfaces. ix. The photoperiodism of many plants in the immediate vicinity may be affected, given the plans to work more at night than in the day-time. It is expected that floodlights and campfires will clearly illuminate the project area to facilitate project activities. With regards to wildlife, very few species and individuals currently inhabit the immediate project area, as it is extensively built up and records human presence most of the day. Thus, only relatively domesticated species such as rats, the rainbow lizard as well as swift avian species, which can flyaway at the nearest human approach are regularly observed in the area. Impacts of the proposed project on these wildlife species include the following: v. Destruction of the few trees and other plants along the project route, that provide habitat for the wildlife species could displace them and force the species to migrate; vi. Human presence and activities along the project route will scare wildlife and illuminate the area, such that wildlife species inhabiting adjoining areas, will be physiologically stressed during construction activities MITIGATION MEASURES iv. In order to mitigate/prevent enhanced soil erosion along the roadsides, cleared but unpaved areas shall be revegetated; v. As much as possible, clearing shall be limited to work-areas; vi. As much as possible, site illumination shall be limited to areas where work activities are going on, so as to minimize impact on photoperiodism of plants in the project area. d. Surface and Groundwater IDENTIFIED IMPACTS There is very minimal interaction with surface and/or groundwater apart from the stream crossings around Aboru and Meiran. No wetland is being crossed, There is no anticipated direct contact with groundwater. However, the following negative impacts may occur: vii. Piling and construction activities will generate a lot of suspendable materials and will lead to increased turbidity and TDS in the waters. In addition, in the event that 163 the sediment has sequestered contaminants such as hydrocarbons and hE~a' these could be released into the water column, leading to pollution of the viii. Given the generally high water table in most of the project area, accidental ! contaminants such as fuels could percolate into groundwater; contamination; ix. Stacks of excavated materials, if not properly contained, could be washed ir surface waters by runoff. This could lead to contamination of surface " runoff and the extended impact on aquatic life, especially fish. MITIGATION MEASURES v. Noise attenuation measures shall be taken to minimize the impact of l' construction activities on the aquatic ecosystem vi. Excavated materials shall be properly stacked, maintaining a slope of not 1m (vertical) to 2.5m (horizontal); vii. Stacked materials shall be properly contained to prevent runoff into surface viii. Blocking of drainages shall be avoided, to prevent flooding and ponding, in areas upstream of construction zones. e. Climate and Meteorology IDENTIFIED IMPACTS The proposed project is not expected to have any significant impact on clir: meteorology. However, the following effects may be expressed during construction a( v. Dust and suspended particulates generated during various stages of COIl could create hazes, which will significantly reduce visibility in the immedi2 vicinity; vi. The foregoing could result in micro-climatic modifications; vii. Gaseous emissions from the various machineries that will be used for t1, could lead to temperature elevations within the immediate project area. the release of acid rain materials such as N02, 502, etc. could lead to acid the project area, with negative effects on rooftops, soils and vegetation of t: area. MITIGATION MEASURES iii. Dust and TSP emissions from construction activities shall be minimized by sprinkling water on work surfaces; iv. Project equipment and machinery shall be regularly maintained, to ensure emissions comply with international/ regulatory standards and limits. 6.2.1.2 Mitigation for Socio-economic/Cultural Impacts ofConstruction Activities a. Population and Sex Ratio IDENfIFIED IMPACTS Construction activities will generally lead to the influx of different categories of people seeking for employment as skilled and unskilled workers, as well as itinerant traders who would want to optimize on trading opportunities in the project area. Thus, since such employment seekers would be mostly male, the possible impacts include increased population levels and a change in sex ratio in the immediate vicinity of the project area. In addition, with increased population levels, there is likelihood that existing social infrastructure, which is currently inadequate may become overstretched and thus lead to conflicts. MITIGATION MEASURES In a location like Lagos, immigration control is difficult (if not outright impossible). Therefore, in order to minimize population change due to influx of job-seekers, employment activities shall commence from work areas and should only be extended to outsiders when either the required skill level is not available locally or when the required number of personnel cannot be obtained from the immediate project vicinity. b. Health and General wellbeing IDENTIFIED IMPACTS No significant impact is expected to be expressed on health and wellbeing by the project. However, the influx of project workers may lead to the introduction of exotic diseases, which could attain epidemic levels. For instance, the presence of commercial sex workers (CSW) is a usual accompaniment for construction activities, and as such, the introduction and/or proliferation of STDs and HN/ AIDS are a possibility in the project area. MITIGATION MEASURES No further mitigation is deemed necessary for this impact. c. Income and Employment 165 IDENTIFIED IMPACfS The impact of the proposed project activity on this socio-economic index is largely po'.' instance, skilled and unskilled workers will have to be recruited at various stages activities. Naturally, preference will be given to those in the immediate vicinity, thus, .. ! activities could contribute (albeit marginally) towards the alleviation of unemployment i In addition, project workers may seek temporary accommodation in the area as well as food vendors and sellers of other domestic products like toiletries, clothing, etc. Thus, ir employment are likely to be positively impacted by the proposed project activities. MITIGATION MEASURES This is a positive impact and requires no mitigation. d. Transportation IDENTIFIED IMPACTS The main impacts of construction activities on transportation include an increase in the vehicles in the area, and a reduction in available roadway for normal transportation, wh;; taken up by project vehicles and construction materials stockpiles. In essence, traffic b the area is expected. Apart from the usual expected increase in cost of transportati, increasing demands, there is a high likelihood that commuters will be subjected to' physiological stress as a result of time spent in traffic snarls and hold-ups. The traffic situation in the project area is already bad and is a major factor in determinin~; for the project in the first instance. In addition, adequate traffic control measures have . into the project and these will include the active participation of both the Lagos Str Management Authority (LASTMA), and the Motor Traffic Division of the Nigeri Therefore, no significant change from status quo is expected during project constructior and as such, overall significance of the impact is minor. MITIGATION MEASURES ill. As much as possible, project activities shall be concentrated on times when h is lowest. This includes night time and between lO.OOam and 2.00pm; iv. Alternative routes shall be provided for commuters, to ease the effect of bottle' will be created by construction activities e. Conflicts and DisturbancefInterest Group Activities IDENTIFIED IMPACTS In spite of the level of development of communities along the project route, as well as the multi ethnic nature of the communities, there are still ruling classes and families. In the event that proper consultations are not held with affected people, conflicts could arise as a result of project activities. Interest groups could foment trouble at various stages of construction activities. MITIGATION MEASURES The very obvious but necessary mitigation for this impact is to ensure that adequate consultations are held with all concerned stakeholders, in order to prevent likely conflicts and interest group activities that may arise due to the proposed construction activities. 6.2.2 Accidental Occurrences Pipeline Accidents Because the proposed road rehabilitation project will be using the route of the NNPC pipeline ROW, during construction activities, lack of precautionary measures may lead to accidents. If such an event occurs, there will be significant losses, which would include the products they are carrying, decimation of aquatic organisms, if the spilled products enters surface water and resident within the communities. This could yield significant and long-term negative impacts. As part of the precautionary measures by LAMATA, NNPC shall be contacted for proper guidance on the pipeline ROW in order to have a proper alignment of the road with the pipeline. In addition, adequate fire fighting and prevention arrangements shall be made, so that this can be promptly activated in the event that pipeline accident occurs. Accidental Spill of Products from the Pipeline; Another possible accidental occurrence is an accidental rupture of the pipeline. In the event of such occurrence, large volumes of the products would be spilled. Apart from the impact on water quality and the surrounding aquatic environment, as iterated earlier, there is also a likelihood of socio-economic impacts, as lost products would not be available for distribution, 167 and this could affect industries and other consumers who are almost entirely depend' company for supply ofpetroleum products. In view of the foregoing, the following anticipatory mitigation measures are planned: • Pipelines must be regularly checked and inspected, so that deterioration in q j be promptly observed and preventive maintenance undertaken on them. • Adequate spill containment and recovery plans must also be put in place to }, products spilled in the event of such accidents. Fire and Explosions at the Tank fann In the event that accidental ruptures and leakages of pipeline occur, fires may result, to contractor's carelessness and/or through lightening discharges. Apart from the cia! possible loss of lives and property that could occur in the project site, the fires may adjacent communities, causing significant damage and possible casualties within 1 area. As part of contingency plans to combat fire outbreaks, an elaborate fire-fighting systen i put in place for the project. In addition to the foregoing, the project proponent, LAM have a standing arrangement with NNPC and hotline contact with the Nigerian Fire F' that they can be called upon promptly in the event that a fire appears to be going b ' control of the installed fire-fighting facilities indicated above. 6.2.3 Mitigation for Operation and Maintenance Impacts 6.2.3.1 Mitigation for Biophysical Impacts a. Air Quality and Noise Levels IDENTIFIED IMPActs The effect of the proposed project on air quality and noise level is expected to be largel since the presence of the road will mean that vehicles will move faster and a lot of preSS1 1 removed from existing major roads such as Iyana Ipaja area and the Abeokuta Ex' However, emissions from the vehicles diverted to this area will contribute, at least in some measure, to air quality degradation, in terms of emissions of NO:z, SO:z, CO and hydrocarbons. These will contrive to degrade ambient air conditions in the project area. However, overall the impact of operation activities on air quality and noise levels will be moderate. MITIGATION MEASURES As much as possible, project proponents shall ensure that all project related machinery and equipment comply with international emission and noise standards in order to minimize the negative effects of emissions and noise from the trains and the power plants b. Soil Structurel fertility, erosion and flora/fauna IDENTIFIED IMPACfS Very few impacts are expected to be expressed on soil structure, fertility and erosion during operations. However, it is expected that wet and dry deposition of particulates and dissolved gases from emissions may affect soil quality and vegetation health, especially in downwind areas. In the project area, the predominant wind direction (more than 75%) is northeasterly, and so, downwind areas will bear the brunt of air quality impacts. MITIGATION MEASURES Project proponents shall ensure that all project related machinery, vehicles and equipment comply with international emission and noise standards in order to minimize the negative effects of emissions and noise from the trains and the power plants c. Vegetation and Wildlife IDENTIFIED IMPACfS Very little impacts are expected on vegetation. Generally, TSP and gaseous emissions from vehicles may deposit on plant leaf surfaces, within the vicinity of the project area. This could cause abrasion and mechanical damage, which could expose such plants to secondary infection by weak pathogens. Similarly, such deposition could block stomatal openings, thus affecting the physiology and productivity of the plants. 169 Wildlife impacts will be limited to noise from vehicles, which could scare them awa" immediate vicinity. Also, fumes and emissions from these vehicles may negatively i health of wildlife species. MITIGATION MEASURES No mitigation is required for this impact d. Climate and Meteorology IDENTIFIED IMPACT The operation and maintenance of the project may lead to minor microclimatic mOf Specifically, gaseous emissions from the various vehicles that will ply the , occasionally, the various machineries that will be used for the maintenance of the to could lead to temperature elevations within the immediate project area. In addition, I' of acid rain materials such as No,., S02J etc. could lead to acid rainfall in the project negative effects on rooftops, soils and vegetation of the project area. MITIGATION MEASURES No mitigation is necessary for this impact. 6.2.3.2 Mitigation for Sodo-economic/Culturallmpacts ofOperation and Maintenam a. Population and Sex Ratio IDENTIFIED IMPACT The project will encourage a lot of people to relocate to the project area As such, it expected that the general population of the project area will increase. While, this is not e; lead to any definite change in sex ratio (assuming that whole families will move, r individuals), overall population is expected to increase. MmGATION MEASURES No mitigation is required for this impact, from the viewpoint of the project proponent. the state government may need to enact laws that will moderate the rate of growth of r and development of new layouts. b. Health and General wellbeing IDENTIFIED IMPACT A positive impact may be expressed on health and wellbeing as a result of the proposed project. The ease of access, afforded by improved transportation will reduce the illnesses associated with high traffic, such as stress and respiratory problems related to excessive inhalation of noxious gases. This will promote health and wellbeing, and may thus allow for general development, since money that should have been spent for medical care can now be channeled to other productive uses MITIGATION MEASURES No mitigation measure is required for this positive impact. c. Income and Employment IDENTIFIED IMPACT Income and employment is likely to experience a positive boost during the operation of the project. In the first instance, with cheaper mass transportation, many people are likely to relocate from the project area to the outskirts of Lagos, since they are guaranteed that there won't be traffic to delay their movements. This will lead to a redistribution of population in Lagos and will be a positive impact. In addition, shops and malls are likely to be located at the depot and other stations along the route. Project workers will need to rent houses and as such, owners of landed property are likely to experience a boost in income, since rents are likely to further skyrocket. In addition, several industries and commercial concerns are likely to spring up in the vicinity, creating employment opportunities and possible income opportunities for traders and other goods and services providers. These are all positive impacts. MITIGATION MEASURES No mitigation is required for this positive impact. 171 d. Transportation IDENTIFIED IMPACT Transportation is expected to experience a boost during the operation of this project hitherto bad traffic situation will be eased by the alternative mass transit that will be pi the light rail. In essence, operation impact on transportation is positive. MmGATION MEASURES No mitigation is required for this positive impact. 6.2.4 Closure and Decommissioning Impacts 6.2.4.1 Impacts on the Biophysical Environment a. Air Quality and Noise Levels IDENTIFIED IMPACTS The main impacts of decommissioning and site restoration activities on air quality will b of gaseous emissions and suspended particulate. The various vehicles and machinery t·· used during the various stages of decommissioning and site restoration will emit variol. pollutants such as N~ SCh CO, etc. which have serious negative effects on air quality a· health. Ambient noise levels may also be elevated by these activities. MITIGATION MEASURES iv. Project proponent will ensure that all project machinery comply with international emission limits. In order to sustain this, all equipment and machinery to be used for project activities shall be regularly serviced and maintained; v. As much as possible, all open soil surfaces shall be regularly sprinkled with water to reduce dust and particulate generation; vi. Project equipment shall comply with noise emission limits. This may be achieved by the use of silenced/ muffled engines. In addition, project workers, especially those who have to work in close proximity to noise emitting machinery / equipment shall be provided with adequate hearing protection devices and facilities. h. Soil Structure, fertility, erosion and flora/fauna IDENTIFIED IMPACTS Positive impacts may be exerted on the soil and flora and fauna, since the sites will be restored to pre-project conditions. MITIGATION MEASURES No mitigation is required for this impact. c. Vegetation and Wildlife IDENTIFIED IMPACfS Site restoration activities may return vegetation to pre-project conditions, which is a positive effect on vegetation. In addition, return of native vegetation may encourage recolonization by wildlife species. These are positive impacts. MITIGATION MEASURES No mitigation is required for this impact. d. Climate and Meteorology IDENTIFIED IMPACf Dust and suspended particulates generated during various stages of decommissioning and site restoration could create hazes, which will significantly reduce visibility in the immediate project vicinity; leading to micro-climatic modifications. MITIGATION MEASURES 173 iii. Dust and TSP emissions from decommissioning activities shall be tllin regularly sprinkling water on work surfaces; iv. Project equipment and machinery shall be regularly maintained, to ensun emissions comply with international/ regulatory standards and limits. 6.2.4.2 Socio-economic/Cultural Impacts ofConstruction Activities a. Population and Sex Ratio IDENTIFIED IMPACT No signHicant impact is expected on population and sex ratio during decomrr However, it is to be expected that job-seekers may migrate into the area in th., employment, thus leading to minor changes in population and sex ratio, considering job seekers are likely to be men. MITIGATION MEASURES No further mitigation is required for this impact. b. Income and Employment IDENTIFIED IMPACf The impact of the proposed decommissioning activity on this sodo-economic index positive. For instance, skilled and unskilled workers will have to be recruited at vark of project activities. Naturally, preference will be given to those in the immediate vici the project activities could contribute (albeit marginally) towards the allevi unemployment in the area. In addition, project workers may seek temporary accomrno the area as well as patronize food vendors and sellers of other domestic products like clothing, etc. Thus, income and employment are likely to be positively impad~ proposed project activities. MITIGATION MEASURES No mitigation is required for this positive impact. c. Transportation The main impacts of decommissioning and site restoration include traffic build-up in the area and a high likelihood that commuters will be subjected to significant physiological stress as a result of time spent in traffic snarls and hold-ups. MITIGATION MEASURES iii. As much as possible, project activities shall be concentrated on times when traffic flow is lowest. This includes night time and between 10.00am and 2.00pm; iv. Alternative routes shall be provided for commuters, to ease the effect of bottlenecks that will be created by construction activities d. Conflicts and DisturbancefInterest Group Activities Similar to the construction phase, conflicts may arise if proper consultations are not held with affected people, prior to commencement of decommissioning and restoration activities. MITIGATION MEASURES The mitigation for this impact is that the project proponents will ensure that adequate consultations are held with all concerned stakeholders, in order to prevent likely conflicts and interest group activities that may arise due to the proposed construction activities. 6.3 Summary of Residual Impacts The mitigation measures recommended in the preceding sections of this report are commitments that will be abided with by project proponents. Project proponents will ensure that all the identified mitigation measures, as presented above, are implemented. In addition, periodical monitoring shall be undertaken, as presented in Chapter Seven of this report. In view of the foregoing, a re-evaluation of the identified impacts, taking cognizance of the mitigation measures as well as those that have already been built into the project design, as presented in Chapter Three of this report, reveals that all the moderate impacts will be reduced to minor in significance, while most of the minor impacts will become negligible to insignificant. A summary of these re-evaluated impacts is presented in Figure 6.2. Generally, although some 175 negative impacts will still remain, even after mitigation, the overwhelming we if positive impacts associated with the project makes it possible to accept these negative FIGURE 6.2: RE-EVALUATED PROJECT IMPACTS, TAKING COGNIAANCE OF BUILT-IN MITIGATION AND ADDITIONAL MITIGATION MEASURES RECOMMENDED ENVIRONMENTAL Project Phases and Activities ATTRIBUTES Construction Phase Operation Decommissioning LEGEND Phase Phase Positive Imoact 'C 'C 'C 'C r::: G.I r::: r::: Nealiaible/No 1m C'CI 'C C'CI ~ C'CI r::: r::: r::: :::J r::: 0 C'CI 0 ts U 0 :,Q 0.. :,Q ...:::J -G.I :,Q Minor Imoact l! l! ~ 'e' l! G.I G.I - 0.. G.I r::: ~ r::: ... . r::: G.I G.I ~ G.I G.I ! G.I G.I (!) .c (!) .c 0.. (!) :,Q ~ Moderate Imoact D) 0 0 'S; :s ~ r::: ~ en ... ~ en -'C :,Q :,Q r::: ,9! r::: r::: G.I r::: u :s 'S; 0 0 C'CI - 0 C'CI .c 'iii :::J 'iii Maior Imoact :::J :~ 'iii 0 r::: ~ i - ~ -D - ~ ... ~ G.I ... 0 D) C'CI .c ts C'CI 0 :,Q 'E C'CI 'E 'E u 'C C G.I G.I & G.I -r::: :::J r::: 'C 0 'C 't5- B 'C 0 ... C'CI :,Q r::: c r::: 0 ~ c c C ~ D) u C'CI D) C'CI C'CI D) - C'CI 1ii :::J 0 r::: 0 -r::: r::: ~ :,Q :,Q ~ 0 'Q. ... ,5 G.I ,5 ~ u '0 G.I l! ~i j I 0.. :s :s r::: ~ =s G.I 'C r::: ~ =s 'C C'CI r::: C'CI - C'CI c r::: 0 ! 0 - C'CI 0.. 'co C'CI 0 ::i Q. U)- 0 3: .c 0 e ::i 3: .c u Air Quality and Noise level Soil structure, fertility, erosion and flora/fauna ....c Vegetation and G.I E wildlife c 0 's;" c Surface and LU iii groundwater u '~ .c Climate and Q,• ::a0 meteorology Population and sex ~ u::J ratio 'CJ-i , 's Health and general 0 0c 'u 0 0 u wellbeing V) G.I 177 Income and employment Socio-cultural institutions Transportation Conflicts and disturbances/interest groups activities CHAPTER SEVEN ENVIRONMENTAL MANAGEMENT PROGRAM (EMP) 7.1 INTRODUCTION Environmental Management Plan (EMP) is an environmental management application tool used to monitor the effectiveness of the mitigation measures and project commitments in the EIA report. The EMP is incorporated into the project implementation process, to minimize or eliminate identified negative impacts, assess compliance with environmental regulatory standards and corporate safety policies. The EMP in this document highlights the commitments of project developer to the implementation of the mitigation measures built into project design as well as the additional ones recommended in this EIA, and the roles and responsibilities of other stakeholders. The EMP also emphasizes all the biophysical and social environmental attributes that should be monitored by the proponent throughout the lifecycle of the proposed project. This is to curtail associated negative impacts and expose other impacts that have not been identified and elucidated in this EIA report arising from the implementation of the proposed project. This EMP should be viewed as a 'living' plan. Methodologies can be updated and improved during implementation, as site conditions become clearer. However, the EMP attempts to provide the most practicable methods to promote sound environmental management during the subsequent phases of the project 7.2 OBJECTIVES OF THE ENVIRONMENTAL MANAGEMENT PLAN (EMP) The objectives of the EMP contained in this Section are as follows: • to monitor compliance with all the mitigation measures and commitments as discussed in this EIA report during the implementation of the proposed project; • to ensure best practices management as a commitment for continuous improvement in environmental performance; • to monitor compliance with legal standards and limits for wastes discharges; • to provide early warning signals on potential environmental degradation for appropriate actions to be taken so as to prevent or minimize environmental consequences; 179 7.3 GENERAL ENVIRONMENTAL MANAGEMENT PLANNING, TRAINING RESPONSIBILITIES 7.3.1 Environmental Control Officer (ECO) The ECO is the person involved with the development project, responsible for the monitc implementation of the environmental management plan. It may be different parties i· different phases of the project. This person may be someone from the developer or appoir: developer. The ECO must, however, be from a LASEPA accredited consultancy "V\ith ' technical (construction) and environmental knowledge to understand and impIEll management plan. The ECO may not be someone appointed by the contractor. The report to the project developer, LAMATA Environment Unit and the Lagos State I\. Environment (LMEnv)/Lagos State Environmental Protection Agency (LASEPA) ar Ministry of Environment (FMEnv). The ECO has the authority to stop works during construction if in his opinion there i:, threat to, or impact on the environment caused directly from the construction opera authority is to be limited to emergency situations where consultation with the engineer or ! is not immediately possible. In all such work stoppage situations the ECO is to inform th' and proponent of the reasons for the stoppage as soon as possible. Upon failure by the contractor or his employees to show adequate considerati environmental aspects of this contract, the ECO may recommend to the engineer if, contractor's representative or any employee(s) removed from the site or work suspende. matter is remedied. No extension of time will be considered in the case of such suspensi' costs will be borne by the contractor. 7.3.2 The Environmental Site Agent (£SA) The contractor will appoint an ESA or delegate this function to a specific site managel will be responsible for the implementation of the EMP during the construction phase, report directly to the ECO. 7.3.3 Use ofLocal Labour and Women Local unskilled labour, including women, should as far as possible be used during the construction phase. The contractor should present the ECO with a local labour recruitment plan. Labour intensive construction methods should be used as far as possible. The contractor should ensure effective transfer of skills to the unskilled labourers, through proper training of all labourers hired. 7.3.4 Environmental Awareness Training and Skills Training/or Site Personnel All contractor teams involved in work on the roads projects are to be briefed on their obligations towards environmental controls and methodologies in terms of this EMP prior to work commencing. The briefing will usually take the form of an on site talk and demonstration by the ECO. The education / awareness programme should be aimed at all levels of management within the contractor team. Construction workers must also be given basic health awareness training to diminish the spread of diseases during the construction phase. Local labourers hired for the construction period should receive skills training to develop their skills. Such training should where possible, include skills that can be used again by the person after the completion of the construction work, in other words that is not limited to the construction environment, although applied in this environment for the duration of construction. 7.3.5 Communication Procedures on Site during Consfnlction Site Insfnlction Entries The Site Instruction book entries will be used for the recording of general site instructions as they relate to implementation of the EMP with regard to the works on site. It will also be used for the issuing of stop work orders for the purposes of immediately halting any particular activities of the contractor in lieu of the environmental risk that they may pose. ECO Diary Entries The purpose of these entries willbe to record the comments of the ECO as they relate to activities on the site. Each of these books must be available in duplicate, with copies for the Engineer and ECO. These books should be available to the environmental regulators such as LMEnv/LASEPA or FMEnv for inspection or on request. The contract site meeting minutes must reflect environmental queries, agreed actions and dates of eventual compliance. These minutes form part of the official environmental records on site Method Statements 181 Method statements from the Contractor will be required for specific sensitive actions on the authorities or ECo. A method statement forms the base line information on which se! work takes place and is a "live document" in that modifications are negotiated be Contractor / Engineer and ECO, as circumstances unfold. All method statements will f! the EMP documentation and are subject to all terms and conditions contained within the document. A method statement describes the scope of the intended work, in a step-by-step descriptil for the ECO and RE to understand the Contractors intentions. This will enable them devising any mitigation measures, which would minimize environmental impact during l' For each instance wherein it is requested that the Contractor submit a method staten' satisfaction of the ECO, Environment Unit of LAMATA, LMEnv and LASEPA/ applicable), the format should clearly indicate the following: What - Brief description of the work to be undertaken; How - Detailed description of the process of work, methods and materials; Where - Description/ sketch map of the locality of work (if applicable); and When - Sequencing of actions with commencement dates and completion date estimates. The Contractor must submit the method statement before any particular construction acti to start. Work may not commence until the method statement has been approved by the T. 7.3.6 Personnel • Working hours will be agreed upon with the affected neighbouring communities a1' authorities prior to construction. • Cooking facilities shall be provided for the construction staff within the confines of cc camps. No trees or natural vegetation shall be permitted to be removed for the malting • No fires shall be permitted, unless a specifically designated area has been identified at' by the Engineer for that purpose. • Where there is a particular fire hazard at any point in the construction works the conb' ensure that his employees are properly trained in the use of the appropriate equipment and that such equipment is on hand at all times. • The contractor shall take all measures necessary to prevent his staff from hunting, ca destroying animals and birds in the vicinity of the construction camp or on site. • The contractor shall take all necessary precautions against trespassing on adjoining properties and shall take care that no livestock or vegetation are interfered with. • The contractor shall comply with all safety regulations regarding the electricity supply and he shall take every precaution to ensure the safety of all the people on site. • The contractor shall ensure that as far as practicable, suitable arrangements are made on site for the maintenance of health, the prevention and overcoming of outbreaks of disease and of adequate first aid services. • The contractor shall be responsible for his own security arrangements and shall comply with any security instructions, which the Engineer may issue from time to time. • The contractor shall ensure that suitable safety regulations and precautions are established and brought to the attention of the personnel. Construction hats and other protective clothing shall be worn at all times whilst on site. • The contractor shall, at his own cost, provide for a constant supply of potable water for human consumption to the site offices and other domestic use on site. The contractor shall allow for chemical testing of water samples on a monthly basis, to be conducted at a Govemment approved laboratory. • Awareness training that includes health programmes containing as a minimum, HIV/ AIDS and Malaria awareness training that focuses on the symptoms and effective control mechanisms for early detection and effective control, will be provided. • The contractor will monitor his workforce for potential conflicts between the permanent staff and local labour, and assume the role of arbitrator between these parties should the need arise. Conflict situations will be handled with extreme sensitivity. • The contractor shall ensure that his personnel are educated and infonned as to the requirements of the EMF. A copy of the EMP must be kept on site. The contractor shall endeavor to ensure that his staffs comply with the EMF requirements for best practice as described by this document. • 7.3.7 Record Keeping All records related to the implementation of this management plan (e.g. site instruction book, ECO diary, and method statements during construction and other EMP records during operation) must be kept together in an office where it is safe and can be readily retrieved. These records should be kept for two years and should at any time be available for scrutiny by any relevant authorities. It is recommended that photographs and video footage be taken of the site prior to, during and immediately after construction as a visual reference. The photographs and video footage should be stored with other records related to this EMP. 7.3.8 Environmental Completion Statement An Environmental Completion Statement is a report by the ECO to the relevant authorities such as FMEnv, LMEnv and LASEPA, stating completion of the construction of the project and compliance with the EMF and conditions. This statement will be issued after a final external audit of EMF implementation. 183 7.3.9 Institutional Matters The FSA is responsible for the day-to-day implementation of the EMP on site. responsible for the day-to-day monitoring of the implementation of the EMP. The commission external audits of EMP implementation by an independent environmental a! quarterly basis during the construction period. This external auditor will prepare a ' report after each audit. These reports will be discussed at the construction site meetings, retained for record keeping purposes. 7.3.10 Emergency Plan and Contingency Plans The contractor will prepare emergency plans for the typical emergencies, as descril' definitions listed earlier in this document, and any other emergencies, as deemed neces~ EeO. These plans will be submitted to the EeO for approval and referral to the d, required. These plans should include any other contingency plans for events such as cutting off of the water supply to a neighbourhood, or any other incidents as required by t' 7.3.11 Penalties for Failure to Adhere to this EMP The following system of penalties will apply for different types of transgressions of tJ system of penalties for offences in terms of this EMP is proposed as a guideline for use r EeO may, after consultation with the RE, adjust these fine values, based on the severit;. potential impact and environmental risk involved with the offence. These penalties are LMEnv /LASEPA after being subtracted from the payments due to the contractor. These will be subtracted from payments due to the contractor by the developer and willl-, in the minutes of the monthly contract site meetings. 7.4 GENERAL ENVIRONMENTAt MANAGEMENT PRACfICES This sub-section contains general environmental management practices and procedures to the entire site throughout the construction period and pertains to the full SF construction activities from the establishment and operation of the construction cam construction works itself, to the rehabilitation of the construction site. 7.4.1 Minimization ofthe Construction Area The contractor will minimize the area to be disturbed due to construction to what is absolutely required for the construction. No natural vegetation will unnecessarily be destroyed or tampered with, as this acts as a natural erosion control mechanism and if destroyed could exacerbate the existing high erosion potential. 7.4.2 Noise Control The majority of construction activities are associated with noise pollution. To limit the potential impact of this noise on neighbouring communities and on the construction workers, the following measures will apply: • No construction work will be allowed at night unless prior approvals have been obtained from both security operatives as well as residents of neighbouring communities. In all cases, working hours will be communicated to neighbouring communities. Working hours could typically be from 06:00 to 18:00, depending on local conditions. • All machinery and plant will conform to the applicable noise standards, and plant will be provided with effective noise mufflers. • The construction workers will adhere to the relevant health and safety standards pertaining to noise, such as wearing ear protection when operating plant or heavy machinery. 7.4.3 Dust Control All activities that could lead to excessive dust generation will be monitored by the contractor for the generation of dust. These include amongst others the opening up and operation of quarries; or borrow pit areas, any crusher operations, transportation of construction or spoil materials, and the movement of plant and construction vehicles. Construction activities that generate dust will not be allowed in excessively windy conditions. Unpaved construction areas will be wetted regularly to control dust due to traffic movement and trucks with construction material, topsoil or spoil will be covered with tarpaulins if required by the BCO. 185 Construction workers will adhere to the relevant health and safety precautions wheni excessively gusty conditions, such as wearing dust masks to cover their mouths and protection from inhaling the dust. These precautions include applicable Nigerian O( health and safety legislation and regulations, as well as the operational policy of the COl' operational guidelines for certain plant and machinery published by the SUpplifl equipment. 7.4.4 Placement and Erosion Protection ofStockpiles and Spoil Dumps The placement of construction material stockpiles and spoil dumps will not be allowed i areas where it could lead to the blocking of a drainage channel and increased erosion r siltation of the water resource. All stockpiles and dumps will be clearly demarcated and 5! ensure minimal erosion during rainstorms. 7.4.5 Water for Construction Water resources are available for construction purposes, since in most instances water qu critical in the construction process. Water could be abstracted from water bodies wit} approval of the ECO and LMEnv. Property Affected by Construction It is planned that the proposed project will take place along the Aboru PipE' Notwithstanding this right-of-way will still be acquired under the Land Acquisition Ac1 the Nigerian Urban Planning Law Act, 1992. Responsibility of the CompensationI Resettlement Committee The Resettlement Advisory Committee will be formed, to comprise at least the followinf' members: • The project developer's representatives; • ECO; • Contractor's ESA; • LASEP A Officials; • Local Residents Association; • Local NGOs Representatives; • Bureau for Lands and Survey officials; • Lagos State Ministry of Physical Planning and Urban Development; • Lagos State Ministry of Environment ;and • Lagos State Metropolitan Transport Authorities(LAMATA); • Federal Ministry of Environment The task of this committee will be to oversee the relocation and compensation process, as outlined within the Resettlement Policy Framework. The committee will encourage community participation; ensure transparency in the process as well as accountability, with regards to the resettlement programme and people's entitlements. The core role of the committee will be to ensure minimal disruption and hardship to affected parties during the relocation. Accommodation of Traffic The planned projects -rehabilitation of Aboru Pipeline road is expected to impact on the traffic situation at Iyana Ipaja area, therefore necessary precautionary measures will be taking with regards to the safe accommodation of traffic. The existing routes are extensively used on a day-ta-day basis. The construction work could impact on the accessibility and safety of these users. The contractor must accommodate vehicular traffic safely at all times, with the exception of limited short periods during blasting, should this be required. Refer to the section on blasting in this document. Detours willin some instances be required, to allow for the accommodation of traffic. The contractor will be required' to rehabilitate and topsoil these areas to its original state after closure. Where these detours cross through cultivated fields, the developer will have to compensate the owner for his loss. The contractor must demarcate and/or fence unsafe areas to ensure that access is restricted until it is safe and must post appropriate signage to indicate these areas. The contractor must ensure that the surrounding community is educated about the construction process and the constraints placed on them during this period. 187 7.4.7 Construction Camps • The planning and design for the Construction Camps must ensure that there is minim on the environment. • Where possible existing infrastructure and disturbed areas must be used. • The placement of the construction camp and compensation must be negotiate" landowners, local administrators, the developer, and relevant officials. • Construction camps must be placed on disturbed land. • Local labourers must be used as far as possible to minimise cultural intrUS1c' communities in the area. • All site buildings shall be founded on a platform, which will be compacted sub-soi. slab. The screed slab and compacted sub-soil will be removed from site on decommi . the structures. • Avoid locating platforms on rare and endangered species, when no alternative ex should be transplanted, or the platforms relocated to where habitats are not threatenel • All buildings will be soundly built and will not pose a danger to personnel. • No fires may be allowed outside the construction arealconstruction camp and ad fighting equipment according to the fire hazard during the specific construction peri, available on site in good working order (all purpose 12.5 kg extinguisher). • The contractor will supply gas cooking facilities to construction workers, as no gil firewood will be allowed on site. The use of these facilities will be limited to the c. camp areas. • Welding, gas cutting or cutting of metal will only be permitted inside the working are 7.4.8 Fuels and Oils at Construction Camps • All aboveground petroleum product (diesel, oil and petrol) storage tanks shall hi bunds with sumps. The minimum bund capacity will be atleast 110% of the storage C( • In the event of a spill, pumping of the product, either for recovery or for disposal ml as quickly as possible to reduce the amount of vapours being released into the enviror • All drainage from fuel storage areas shall be diverted to the separating facilities ponds. • Oils shall be stored in sealed drums in a bounded area. • Used oils shall be stored similarly and shall be recycled by private dealers identV developer or disposed of in a manner approved by the ECO in consult LMEnvlLASEPA. 7.4.9 Cement at Construction Camps • Cement shall be delivered in sound and properly secured bags or in approved bulk cc • Cement products in sacks shall be shored in an enclosed storage area underlain by platform with the bags themselves raised off the ground with the use of pallets. • Waste cement will be stored in a similar manner and disposed of in a manner appre ECO in consultation with LMEnvILASEPA. • The storage facility and surrounding area shall be swept and cleaned regularly as required to ensure that cement products do not enter the surroundings environment. • Where cement silos are used in temporary camps, the ground cover surrounding the silo and dispatch area is to be a well graded compacted surface to allow easy cleaning in the event of a spill. 7.4.10 Concrete Batching Plant Permanent and temporary camps • The concrete plant shall be located on a compacted earth platform. • Concrete shall only be mixed in areas which have been specifically demarcated and established for this purpose. • Any large quantity of concrete spilt shall be promptly removed by the contractor to an approved disposal site or saved for possible later use. • After mixing is complete all waste shall be removed from the batching area. The contractor should first seek means of reducing the waste through re-use on site e.g. rubble or recycling. Disposal at an approved disposal site should only be a last resort, after consultation with LMEnv/LASEPA. • No storm water shall be permitted to flow through the batching site. 189 Permanent camps • All water left over from the concrete batching operation or surface runoff from bal will be channeled to evaporation ponds. These ponds will be cleaned regularly. • The batching plant shall be enclosed by a bounded wall with divisions ,mel compartments for the various types of materials. • Air filters shall be monitored and cleaned and replaced on a regular basis. Temporary camps • Any concrete batching in temporary camps will be conducted on a well-graded un surface as described in Concrete. • The batching area is to be bordered by temporary earth bunds, which will contair spills. In the event of a spill, the contaminant must be removed as thoroughly as PI):'; it is still fluid. Contaminated soil must be removed. 7.4.11 Temporary Storage o/Waste Construction Waste • As far as pOSSible, spoil shall be used in fill and contouring of slopes. • Only nominated spoil areas shall be used. These shall be located in an area ded, ECO and shall preferably be previously disturbed areas. • Spoil heaps shall be protected from run-off by cut-off and diversion trenches. • Temporary storage of construction spoil shall be limited, as far as possible, to res Areas already disturbed or to be disturbed by construction activities shall be used Fe spoil. • As much construction waste as possible must be re-used or recycled. The contrac' responsible for removing and transporting all remaining waste material off site to a' dumpsite, after consultation with LMEnv jLASEPA. Domestic Waste • Recyclable waste, including glass, paper and plastic shall be separated at sourcp, recycled, where economically feasible. • Waste must be disposed of on a weekly basis in a manner approved of by the! Contractor's expense. No burning of waste will be allowed. • Personnel shall be informed about the necessity to refrain from littering and about keep hazardous substances separate from the domestic waste. • The contractor shall, on alternating days, conduct site clean-ups for litter other than c spoil, and dispose of it in refuse bins provided on site. 7.4.12 Screening • The contractor shall suppress the dust and noise nuisance caused by the screening process, through the use of sprayers on the screen. • The screening process shall be positioned so as to cause minimal disturbance to surrounding properties and the construction staff. 7.4.13 Layer Works • Layer works shall be placed and compacted with dust being minimized through appropriate watering. No work shall be allowed in excessively windy or rainy conditions, as decided by the RE. • Stabilizing agents shall be used such that they do not cause contamination of groundwater (if applicable). 7.4.14 Stockpiling • Suitable material shall be stockpiled on a sub-base platform., which has been cleared of topsoil as peer above. The sub-soil willbe compacted to accommodate the spoil stockpile. • All unsuitable and surplus spoil rock shall be removed from the site to a dumping site or sites, to be negotiated by the contractor and approved) by the Engineer, dumped, spread and leveled, all to the satisfaction of the Engineer. • No dumpsite shall be used without the prior written approval of the Engineer and the owner of the property, including LA WMA. • No spoil material shall be stockpiled in violation of any Statute or Ordinance or to obstruct any watercourse or drainage channel. • The top surface of all permanent spoil dumps shall be left smooth and even and slide-slopes, where required, are to be stable for the material concerned. Adequate drainage to the top surface and side-slopes shall be provided to prevent future erosion. 7.4.16 Bridge Constrnction/River Crossings • Care must be taken during bridge construction not to pollute the rivers with any construction materials or waste. • Bridge work should occur during the drier months of the year ifpossible. • Care shall be taken, during excavation, to limit the amount of material spilt into any watercourse. Material that is spilt shall be recovered to the satisfaction of the RE/ECo. 7.5 ENVIRONMENTAL MONITORING COVERAGE AND SCHEDULE 191 Implementation Schedule An Implementation Schedule has been prepared to summarize all the required measures that needs to be implemented during the design, construction and operal proposed Road rehabilitation Works. The implementation responsibilities are also ider l This aspect of environmental management is specifically designed in the identi . associated project impacts, equipment malfunction/ failure and remedial action. The the purpose of monitoring, Environmental Unit of LAMATA or appointed conslI focus mainly on: • Air Quality and Noise level Monitoring; • Soil and erosion • Water Quality 1. Air Quality and Noise Level Monitoring LAMATA or appointed consultant shall monitor ambient air for TSP, CO, NOx, elemental composition of air. The values shall be compared with FMEnv ambient con of air quality parameters (Table 7.1). Sampling locations shall be within the immedia! of the project location and at selected points along the project route. In addition, san· be collected at upstream and downstream locations, to serve as control Table 7.1: Regulatory Standards for Ambient Air Quality S02 CO N02 TSP NOISE Applicable Standards (ppm) (J.lWm3) dB (A) FMEnv (Daily Average) 0.01 10 0.04 250 90 (8hrs) It is expedient for LAMA TA or appointed consultant to monitor the above parameter to detect negative trends in air quality, compared to the existing conditions documE'I1 report. The frequency of monitoring shall be monthly during construction and quarterly during operations. 2. Soil Soil samples shall be collected within the immediate project location as well as downwind of the project route. Parameters that shall be monitored shall include: pH, particle size distribution, Total organic Carbon, Total Nitrogen, Heavy metals and Total Hydrocarbons. 3. Water Quality Monitoring Water Samples shall be collected around the river crossings at Aboru Pipeline area as well as downstream of these points. Parameters that shall be monitored include pH, Conductivity, TDS, Turbidity, DO, Heavy metals and total hydrocarbons. Monitoring shall be monthly during construction and quarterly during operations. An overview of the monitoring program is presented in Table 7.2 It is expected that if the EMP described above is properly implemented, the proposed project can be sustainable and environment-friendly. 193 EIA Report for Road Rehabilitation of Aboru Pipeline road Pro.~' Table 7.2: Environmental Monitoring Schedule for the Project SIN Environmental Attribute Impact Monitoring Indicators Schedule 1. Air Quality and Noise Levels TSP, CO, NOx, • Monthly during • 1'" construction, st' SOx, CO2 the THCjVOC • Quarterly during • L first 3 years of p Noise levels operation; • Half yearly subsequently. _.. Soil Quality pH, \2. I • monthly during • I< construction; a Conductivity, during the ". Heavy Metals, • Quarterly · .... first 3 years of F \ TOC, Total operation; Hydrocarbons, • Half yearly subsequently Cations I .. 3 Water Quality pH, • Monthly during • construction, Conductivity, the TDS, Heavy • Quarterly during first 3 years of \ Metals, DO, I operation; Salinity, Anions i • Half yearly i subsequently and Cations, I I Total I I Hydrocarbons, I i Cations J I [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project CHAPTER EIGHT REMEDIATION PLANS AFTER CLOSURE OF THE CONSTRUCTION PHASE 8.1 INTRODUCTION All projects and/or activities, no matter how durable they are, usually have life spans. The lifespan of any project is primarily hinged on a number of considerations, including: the design basis and construction materials; availability of raw materials and feedstock; acceptability of the end-product; maintenance and technolOgical development. For this project, the lifespan of the current design is not less than 5years. This, in effect, means that the Aboru Pipeline road will be expected to be fully operational for at least 5yrs, and may be extended, if the route is considered still viable, useful and in good condition for the motorist and the general populace. Though, the planned project is not expected to be decommissioned since it is a permanent infrastructure development. However, given the known and acknowledged fact that projects necessarily impact the environment, either positively and/or negatively during the construction phase, it is important to put in place plans to recover and/or restore the project site to its original state after the project construction phase is completed. This requires a good understanding of all the environmental components of the project on the ecosystem during the construction phase. It is therefore environmentally wise to take into cognisance, this component during the planning stage. This section of the report provides an overview of the various decommissioning activities that will accompany this project after the construction phase and therefore need to be planned for even at this conceptual stage 8.2 DECOMMISSIONING ACTIVITIES 8.2.1 Rehabilitation of Construction Activities [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Pro; ( Construction Camps Pemanent camps Rehabilitation will be necessary in the following areas: • Concrete and compacted earth platforms • Excavation -for septic tank • Access roads running into and through the camps Concrete platforms will need to be broken up and rubble taken to an approved waste d site or used to rehabilitate borrow pits. The exposed surface must be tested for contamil. FMEnvI LASEPA accredited laboratory. If any contaminants are found, the contaminate! to be removed along with the concrete to a site acceptable to the ECO. Revegetation lTIU take place. Access roads running into and through the camps and any other well-used thorouf (whether pedestrian or vehicular), which have been denuded of vegetation aJld subsequently been compacted, are to be checked for any substantial spillage of contan including oils and fuels will be revegetated. Temporary camps Rehabilitation will be necessary in the following areas: • Compacted earth and uncompacted earth platforms • Access roads running into and through the camps Compacted and uncompacted earth platforms will be rehabilitated according to the methc . described above. Access roads will also be rehabilitated. Borrow Pits and Quarries Note that this will only be applicable where material has not been obtained from external sources. Borrow pits shall be filled with as much excess cut material as possible but shall be kept any other waste. They shall be covered in soil stockpiled either from the original excava [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project the borrow pit or from other sources, such as excess spoil material from the extensive areas of cut. If adequate amounts of fill material are available, excavation slopes should not be left steeper than 1:3, ripped and top soiled. Borrow pits/quarries must be closed and rehabilitated as soon as possible to reduce erosion and potential aesthetic impact of these areas. Stockpiles Once stockpiles have been removed the ground surface is to be inspected for compaction. Should it be required, the surface is then to be ripped and the revegetation process followed. Spoil Dumps Permanent spoil dumps could have to be established if required. The exact positions of these spoil dumps to be negotiated with the landowners, local administrators, and officials, and compensation paid as per the accepted procedure. No spoil dumps will be allowed in drainage areas where they will block drainage channels. Spoil material to be minimised through use in filling of erosion gullies, fill for road construction, stormwater berms, stone pitching, and any other construction-related use. Spoil material shall be the last option. (permanent spoil dumps to be shaped 1 v: 3h, topsoiled and vegetated. Care must be taken to ensure that the material is adequately compacted to allow safe access. Re-vegetation Process The basic re vegetation steps, which need to be adapted to the project-specific environmental conditions, are detailed below. 1. Prepare the area to be re vegetated for top soiling - this may require soil ripping and/or scarifying, and digging of steps or terraces. The scarification should take place to a depth of 150 mm. If ridges are made, they should be about 100 mm high and about 400 mm wide. 2. Replace stored topsoil on the slope to be re vegetated to a depth of between '75 mm and 150 mm (depending on the soil and slope conditions). The topsoil should be spread when it is dry by means of hand raking or mechanical balding and trimmed to a uniform thickness of not less than 100 mm. 4. Apply seeds or grass sods according to the supplier's specifications. The seed must be fresh, good quality seed as specified in the seed mix, certified by the supplier and free from contamination by seeds of other species. Seed harvested from the site may be substituted only with the approval of the EeO. [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Pmi . If indigenous grass sods are usect they should be placed close together and lev' each other. Gaps between the sods should be filled in with topsoil. A light cr topdressing may be required to encourage growth and establishment. 11 Sf' obtained from land being affected by the road construction process, there may enough sods for close packing. In this situation, the sods should be placed 1.1' about 1 m wide and spaced up to 2 m apart. The strips between the sods she revegetated using an alternative method or filled with topsoil to allow further by sodded areas. 5. Mulch should be applied to protect the seeded area from erosion. The mulch . be composed of straw or other material of cellulose origin and free of un<.k seeds. The mulch must not be excessively fresh and green or in an advanced' . decomposition as it could smother growth. It must be applied to a depth and, that will prevent erosion by wind and water, but not completely block out tIll' of sunlight to the soil or prevent penetration by young plants. 6. Protect the revegetated area from excessive trampling and any other factc\ might cause erosion or compaction. No construction equipment, trucks 0 heavy equipment should be allowed onto revegetated areas. 7. Ensure that suitable temporary and permanent drainage protection is installed of or in parallel with the revegetation process. 8. Water the seeded/planted area on a regular basis (according to need, but on av twice per week). 9. Institute an appropriate maintenance and monitoring program for a minimll year. This program should include, monitoring of the success of seed germi . growth of the plants, removal of invasive; weeds, replanting of areas revegetation has not been successful once the cause of the inhibiting factor hi' identified and remedied, and repair of any funnels or erosion channel contractor must not allow erosion to develop on a large scale before implen repairs. Seed Mixes Alternative seed mixes are prOVided for use under the various topographical condit Nigeria. Vetiver grass (Vetiveria zizaniodes) for stabilisation of steep slopes and erosion areas, are readily available, should a suitable indigenous mix not be available. The seeds applied by utilizing a combination of hand seeding with local labour (for minor wor~· hydro seeding (for major grassing works). Vetiver grass (Vetiveria zizanioides) is not indlii' but is sterile and will not be invasive. [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project REFERENCES Akeredolu, F.A, Sonibare, J.A and Ayodeji, B.B (2002) An Analysis of the Incidence of Lower Tropospheric Inversions in Oshodi and Kano; Nigeria (1981-1983). Journal of the Nigerian Meteorological Society (NMS), Lagos Nigeria Vol. 3. No. 1. pp. 53 - 66. Akeredolu, F.A, Sonibare, J.A. and Ayodeji, B.B (2002) An Analysis of the Incidence of Lower Tropospheric Inversions in Oshodi and Kano, Nigeria (1981 - 1983). Journal of the Nigerian Meteorological Society (NMS), Lagos Nigeria Vol. 3. No. 1. pp. 53 - 66. 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Helm, London. UTA (1979): Methods of Soils and Plant Tissue Analysis (International Institute for Tropical Agriculture (IITA), Ibadan, 1979). Jefferson, A. T., Leatherwood, S. and Webber, M. A. (1993). Marine Mammals of the World. FAO Species Identification Guide. FAO Rome. Jain, RK. et al. '1993. Environmental Impact Analysis. p.509. McGraw-Hill, Inc. New York. Keay, R W. J. (1959): An Outline of Nigerian Vegetation. 3rd Ed. Lagos. Government Printers. Leopold, 1. B. Clarke, F. E., Henshaw, B. B. and Balsley, J. R (1971): A procedure for evaluating environmental impacts. Geological Survey Circular. 645. Government Print Office. Washington, U.S.A. Mackworth-Praed, C.W., & Grant, CH.B. (1970-1973). African Handbook of Bird Series, Series III. Birds ofWest Central and Western Africa. 2 Vols. Longman, London. McNeely, Neimanis and Dwyer (1979) - Canadian Water Quality Standards. A Handbook of Water Quality Parameters for Canada. McHarg, I. (1968):A comprehensive Highway route-selection method ,. Highway Research Record. Mcneely, RN., V.P.Neimanis and 1.Dwyer (1979)Water Quality Sourcebook: A Guide to Water Quality Parameters. Inland Waters directorate, Water Quality Branch, Ottawa Canada. 88p. Ministry of Housing (2009),"Environmental Impact Assessment Report for the Proposed Iba Housing Project "prepared by Geo-ecostrategic Technologies Nigeria Limited Ministry of Works (2008),"Environmental Impact Assessment Report for the Proposed Lagos-Badagry Expressway Rehabilitation Project "prepared by Geo ecostrategic Technologies Nigeria Limited Nason, A. (1992). Discovering Birds: An introduction to the birds ofNigeria. Pisces, Newbury. NIOSH, 1996. National Occupational Research Agenda. National Institute of Occupational Safety and Health, DHHS (NIOSH) Pub. No. 96-115. Cincinnati, OH [Type text} EIA Report for Road Rehabilitation of Aboru Pipeline road Pro, Obioh, LB., Oluwole, AF., Akeredolu, F.A and Asubiojo, F.LO. (1994) inventory of air pollutants in Nigeria: Emissions for 1998.:. Papadakis, J. (1961): Crop ecology in West Africa. FAO: UN Pub. MR/16439/1 1. Papadakis, J. (1965): Crop ecologic survey in West Africa (Liberia, Ivory Coast, Ghana, Togo, Dahomey, Nigeria) Vol. II - Atlas, FAO Peterson, G.L, Gemmel, R.S and Shofer, J.L, (1974) : Assessment ofEnvironmentn Impact, Multiple Disciplinary Judgement of Large- Scale Project ,Ekistic. Rau, J.G & D.e. Wooten. 1980. Environmental Impact Analysis Handbook. McG Hill Book Company. New York. Serle, W., Morel, G. J. & Hartwig, W. (1977). A Field Guide to the Birds ofWest Africa. Collins, London. Soboyejo, A B. O. (1975): Extreme winds in West Africa. Journal of the West Africa Science Association Vol.20 (nol) pp.: 53-74 SCOPE 5 (1979) Environmental Impact Assessment. 2nd Edition. Serle, W., Morel, ( Hartwig, W. (1977). A Field Guide to the Birds ofWest Africa. Collins, London Sinha, S., and Sridharan, P.V., 1999. Present and future Assessment of Noise Le' the Neyveli Region. Journal of Environmental Studies and Policy 2(1), ] Smoorenburg, G.F., Axelson, A, Babisch, W., Diamond, I.G, Ising, H., Marl! Miedeman, H.M.E., Ohistronm, E., Rice, e.G., Abbing, E.W.R., Van de J.AG, Passchier-Vermeer, W., 1996. Effects of noise on Health. Noise/ International, 4(4), 137 -150. Sobulu, R. A. and Adepetu, J. A. (1987) Soil Testing and Fertilizer Formulation fOI Production in Nigeria. Unpublished. Soil Science Society of Nigeria. 1981. Acid Sand of Nigeria. SSSN Special Publication. Spark R (1971): Density of Bottom animals on the ocean floor. Nature, Lond 168,11 Sparks, D. L., AL. Page and P. A. Helmke. 1996. Methods of Soil Analysis, Part 3, Chemical Methods, Published by Soil Science Society of Am Inc., American Society of Agronomy, Inc., Madison, Wisconsin, USDA. Trewartha, GT. (1968): An Introduction to Climate. McGraw-Hill, New York 40f [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project Udo, E. J (ed.) (1986) Laboratory Manual for Agronomic Studies in Soil, Plant and Microbiology. Department of Agronomy, University of Ibadan, Ibadan, Nigeria. Thompson, B. W. (1975): Africa; The climatic background Studies in the development ofAfrican resources. Oxford University Press. Ibadan UNEP (1984); The marine and coastal environment of the West and Central African Region and its state of pollution. UNEP regional seas reports and studies. No. 46, 89pp. UNEP (1985): Coastal erosion in West and Central Africa. UNEP regional reports and studies. No. 67. 242 pp. UNEP, 1995, "Protection of the Marine Environment from Land-Based Activities/' Report for the West and the Central African Region, A. M. Kouassi, C. A. Biney, eds., UNEP, Nairobi. UNEP /UNESCO/UN (DIESA), 1985, "Coastal Erosion in West and Central Africa," UNEP Regional Seas Reports and Studies No. 67, UNEP Nairobi. UNEP, 1999, " Overview of Land-Based Sources of and Activities Affecting the Marine, Coastal and Associated Freshwater Environment in the West and Central African Region, UNEP Regional Seas Reports and Studies No. 171, UNEP, Nairobi. UNEP (1989). State ofthe Marine Environment, West and Central African Region. UNEP regional seas report and studies No. 108, 34pp. UNITED STATES DEPARTMENT of AGRICULTURE and NATIONAL RESOURCES CONSERVATION SERVICES (1998): Keys to Soil Taxonomy. 7th Edition. United States Government printing Office, Washinton D.C. USDA/NRCC/NSSC (1996): Soil Survey Laboratory Methods Manual. Soil Survey Investigations Report No. 42 Version 3.0 US. Government Printing Office 756-515. (p.46). Wathem, P. 19813. Environmental Impact Assessment, Theory and practice. p. 332. Routledge. New York. [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Prr White,1983: UNESCO/ AETFA/UNSO Vegetation map of Africa. Des( memoir and map. UNESCO, Paris. 356 pp and map. WHO (2000) Air Quality Guidelines for Europe World Health Organization RE Office for Europe, Copenhagen, WHO Regional Publications, En' Series, No. 91. World Bank Technical Paper no. 376. Roads and the Environmenf-A handbook. Edi Koji Tsunokawa and Christopher Hoban. The World Bank Washington, 1 Zar, J.R. (1984): Biosfatistics Analysis. 2nd ed. Prentice Hall, New York, 462.pp [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project ANNEXURES [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Pro 1 • ANNEX 4.1 SOCIO -ECONOMIC IMPACT ASSESSMENT QUESTOINNAIRE [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project ANNEX 4.1: SOCIO -ECONOMIC IMPACT ASSESSMENT QUESTOINNAIRE (A) PERSONAL INFORMATION 1. Name of Local Leader______ 2. Type of Leader (e.g. Village Head, Women Leader etc):______ 3. Age (in years): below21; ___21 - 40;__41- 60; more than 60__ 4 Name of Town/Village ...... 5 Proximity of household/town to proposed Landfill------and ------ 6 Local Government Area ...... 8 Ethnic Origin ...... 9. Sex: Male;____ Female ______ 10. Ethnic background: ______ 11. Educational qualification: no formal education; __functionally literate;_ primary; ____secondary; tertiary______ 12. Number of children: ____ male; ___female____ 13. Number of other dependants: ___ male; ___female____ (excluding children) 14. Total No. of people in household: __ male__ female___ 15. Residential Status: ___ Tenant; ___ migrant; __ indigene__ 16. (a) If tenant or migrant __what is the name of your home village? __ (b) Distance of home village from here: less than 20km; __ b/w 20 - 50km; more than 50km. ____ (c) Why did you move to this community (e.g. for employment)__ (d) Condition of living since settling here: same;__ better;___ worse; ___I don't know ___ (e) For how long have you lived in this community______(f) Future plans: __ relocate in future; __live permanently here;_ 1do not know (give reasons for answer) ______ (g) Relationship with other dwellers: Friendly; __Not friendly; _ [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Pre I don't know (8) ECONOMIC SCENARIO 17 What are the usual income-generation activities of the people in this community (Sl?(' below). Also indicate the gender and generation mainly involved in each activity. INo. Activity Gender* Genera tic I M/F/S CIVIAIE 1. Crop farming (list common crops) 2. Trading 3. Livestock rearing (list common ones) 4. Fishing 5. Hunting 6. Processing (garri, local gin, fufu, etc) 7. Handicraft (pottery, weaving, tailoring) 8. Collection of sea products (periwinkle, crayfish etc) 9. Collection of forest products (fruits, vegetables, firewood etc) Artisanship (carpentry, blacksmith, bricklayer etc) 10 Civil servicel teaching 11. Company worker 12. Other specify 13. * M = Male; F = Female; S = Both sexes u C=Children; V =Vouth; E= Elderly; A=Adult 18. What is your estimated monthly income (N): less than N 1,000; __ N 1,000 to 10,000;_____N 10,000 to 50,000;______ N 50,000 to N 100,Ooo___ More than N 100,000______ 19. How much do you save monthly? ___ No savings; ___ [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project less than "1,000; ____,Iess than .. 5,OOO___less than "10,000 ___ more than "10,000___ 20. Where do you save your excess money? No savings; ___ in the house; ____ Esusu group; in the bank; (Others specify) ____,--_____ (C) INFRASTRUCTURE /HEALTH 21. Which of the following do you have in this community and what is the condition of the facility; if present? SINo. Facility No/ Availability Condition Distance If not available, Yes/No poor/fair/good to the how far is the proposed nearest facility Pipeline (km) 1 Access road 2. Public transportation 3 Local market 4 Primary school 5. Secondary school 6. Dispensary/health centre 7. Electricity 8. Potable water supply 9. Others (specify) i I I 22. Which of the following types of houses is common in this community (Enumerator to note)?:mud and wattle thatch; __ mud and wattle zinc; __Earth blocklThatch; Earth Block/Zinc; __ Cement Block/Zinc; ___Cement Block/Asbestos; Timber WalllThatch; Timber Wall/Zinc; __ 23 Which of these items are commonly owned by households in this Community? Electric fan ( ) Electric Kettle ( ) [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Pro Gas/Electric Cooker Refrigerator ( ) Television ( ) Bicycle ) Air Conditioner ( ) Motorcycle ( MotorCar ) Radio ) Kerosene Stove ( ) Rechargeable Lamps ( ) 24 No of Rooms in the House ...... 25 Type of House (To be indicated by Interviewer) Bungalow ( ) Blocks of r ) Duplex ( ) Huts ( ). 26 Type of roofing materials used in the house Thatch ( ) Iron Sheet ( ) As,h ) Long Span Aluminum ( ) Tile ( ) Others (specify) ( ) 27 Type of Building Materials Used in the house Thatch/Bamboo ( )Mud( ) Cement ( ) Burnt Brick ( Wood ( ) Others Specify ( ) 28 Type of Toilet None ( ) Pit ( ) Bucket ( ) Hand flush ( ) 29. From which of the following sources is your water supply? Rain, ___River__, _ Stored run-off; ___ pipe borne; ___ borehole; ____well etc, ___ 30. How is water from each of these sources treated before use?--- 31. How is solid waste disposed off?: Burning; ___ Burying; __ Our>' __Throwing in running/stagnant water______32. How is human waste disposed off? Pit latrine; ___ defecation into water channE' ___defecation into surrounding bushes; pail systems; ___ pit toil, ____ViP-ventilate latrines: __ Any other (specify) ___ 33. What are the common diseases and pests found in this community (especjo< the last 3 years) ______[Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project 34. Specify any fonn of disease or pest that is found only in this community and not in neighboring ones. __------ 35. Why are the above diseases common in your locality? ______36. What has been done by the village or Govt. to reduce the presence of above mentioned diseases and pests? ______37. Where do people suffering from various disease normally go for cure?: Churches __Native doctors _Dispensary/Health centre/Hospital:_ 38. Which of the above places are frequently visited for disease cure? __ 39. Are you aware of this project? Yes ( ) No ) 40. If yes, what are the sources of information------ 41. If no, interviewer should tell the respondent about the project 42. How do you think this project will benefit this community during the construction phase? i Item Very Minimal i Minimal Great Don't Know I ! I Increase in in-migration i Increased income Job opportunities ! . New/Improved Facilities (road, schools etc) I Improvement in living ! standards ! Changed in style of dressing i I Improved social life I I I 43. How do you think the project will benefit this community durmg the operational phase? litem Very Minimal Minimal Great Don't Know ! : Increase in in-migration Increased income I Job opportunities i 1 -l New/Improved Facilities (road, schools etc) I ! ! I [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Prr Improvement in living standards Changed in style of dressing Improved social life 44. How do you think the project will adversely affect this community during thp construction phase? Item Very Minimal Minimal Great DOl' - Overpopulation - Occupational change -~,. Sex imbalance --,. Out-migration Inflation I Reduction in agricultural products Destruction/ encroachment on land \ - Pressure on social infrastructure --. Loss of farmland I Pollution of drinking water "-f--- ,---,- Loss of wildlife species .... Groundwater contamination - Surface water contamination Deforestation I -- Sexual laxity Alcoholism Increased Crime Discrimination against new migrants 4,5. How do you think the project will adversely affect this community during the operational phase? IItem _____] very_M_i_ru_·m_al_---1I_M_in_l_·m_al___I....G_re_a_lx~nl' [Type text] EIA Report for Road Rehabilitation of Aboru Pipeline road Project I Overpopulation ; Occupational change I . Sex imbalance i ~t-rnigratiOn i Inflation i I Reduction in agricultural products I I I Destruction/ encroachment on land ! I Pressure on social infrastructure ! i Loss of farmland ! Pollution of drinking water Loss of wildlife species I I Groundwater contamination Surface water contamination I I ! Deforestation i Sexual laxity Alcoholism I i I Increased Crime I Discrimination against new migrants I [Type text]