THE REPUBLIC of GHANA MINISTRY of TRANSPORTATION V6 GHANA HIGHWAY AUTHORITY

E1749 THE REPUBLIC OF GHANA MINISTRY OF TRANSPORTATION v6 GHANA HIGHWAY AUTHORITY

Public Disclosure Authorized

CONSULTANCY SERVICES FOR THE ECONOMIC FEASIBILITY AND DETAILED ENGINEERING DESIGN STUDIES FOR THE PAVEMENT STRENGTHENING OF KINTAMPO-PAGA ROAD (396 km)

Public Disclosure Authorized

ENVIRONMENTAL IMPACT ASSESSMENT

SAI Consulting Engineers Pvt. Ltd.

in association with

Limited Public Disclosure Authorized Terracon House No. C5 Adenkum Street JANUARY 2008 Off the Nii Tackie Tawiah Overpass P.O.Box AN 11658 Accra-North

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1. INTRODUCTION 1 1.1 Project Background 1 1.2 Project Objectives 3 1.3 Expected Project Benefits 3 1.4 Study Methodology 4 1.5 Structure of Report 5

2.0 POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK 5 2.1 Ghana Government’s Environmental Policy 5 2.2 Road Sector Policy and Administrative Framework 6 2.2.1 Environmental and Social Management Framework (ESMF) and Resettlement Policy Framework (RPF) 7 2.3 Legal Framework 7 2.4 Environmental Assessment Regulations and Procedures 8 2.5 The World Bank Requirements 10 2.5.1 The Bank’s Safeguard Policies 10 2.5.2 Environmental Assessment (OP 4.01) 10 2.5.3 Involuntary Resettlement (OP/BP 4.12) 11 2.5.4 Forestry (OP/BP 4.36) 11 2.5.5 Management of Cultural Property (OPN 11.03) 11 2.5.6 Bank’s Policy on Disclosure 12 2.6 Institutional Framework 12 2.6.1 Institutional and Implementation Arrangements 13

3.0 DESCRIPTION OF THE PROPOSED PROJECT 15 3.1 Project Location 15 3.2 Existing Road Condition 16 3.2.1 Kintampo-Tamale Section 16 3.2.2 Tamale-Paga Section 16 3.3 Project Components 17 3.4 Construction Materials 17 3.5 Pavement Rehabilitation 20 3.5.1 Geometric Design Standards 20

3.5.2 Pavement Structures 21 3.6 Traffic Forecast 21 3.7 Horizontal and Vertical Alignment 24 3.7.1 Climbing Lanes 24 3.8 Road Signs 25

4.0 CONSIDERATION OF ALTERNATIVES 26 4.1 “No Development Scenario” 26 4.2 Project Development Scenario 26

5.0 DESCRIPTION OF BASELINE ENVIRONMENT 27 5.1 Physical Environment 27 5.1.1 Climate 27 5.1.1.1 Rainfall 27 5.1.1.2 Temperature 28 5.1.1.3 Relative Humidity 28 5.1.2 Air Quality and Noise Levels 28 5.1.3 Topography and Drainage 29 5.1.4 Vegetation 30 5.1.5 Fauna 31 5.1.6 Geology and Soils 32 5.1.7 Land use and Infrastructure 33 5.2 Socio-Economic Conditions 34 5.2.1 Project Area Population 34 5.2.2 Poverty 35 5.2.3 Health 35 5.2.4 Education and Employment 36 5.2.5 Economic Activities 36 5.2.6 Gender Issues 36 5.2.7 Indigenous Communities 36

6.0 ASSESSMENT OF POTENTIAL IMPACTS 37 6.1 Identification of Impacts 37 6.1.1 Direct Environmental Impacts 38 6.1.2 Indirect Impacts 39 6.1.3 Positive Impacts 39 6.1.4 Consultations with Stakeholders 40

6.1.4.1 Summary of Project Appreciation and Concerns 41 6.2 Impact Matrix 42 6.3 Construction Phase Impacts 44 6.3.1 Dust Pollution 44 6.3.2 Noise and Vibration Impacts 44 6.3.3. Surface and Groundwater impacts 44 6.3.4 Destruction of flora and fauna 45 6.3.5 Land Degradation - Borrow Pits 46 6.3.6 Health and Safety Hazards of Local Communities 47 6.3.7 Construction Camp Impacts 47 6.3.8 Drainage, Soil Erosion and Sedimentation 48 6.4 Socio-Economic Impacts 49 6.4.1 Traffic Diversion 49 6.4.2 Disruption of Public Utilities 49 6.4.3 Public Health and Safety 49 6.4.4 Indigenous Communities and Settlements 50 6.4.5 Land Use and Resettlement 50 6.4.6 Disruption of Public Utilities 50 6.4.7 Impacts of Project on Road Users 50 6.4.8 Civic and Cultural Sites 51 6.5 Operational Phase Impacts 51 6.5.1 Air Pollution 51 6.5.2 Noise and Vibrations 51 6.5.3 Surface and Groundwater Pollution 52 6.5.4 Safety Risks for Vehicular and Pedestrian Traffic 56 6.5.5 Socio-Economic and Cultural Impacts 56 6.6 Summary of Potential Positive and Negative Impacts 57

7.0 ENVIRONMENTAL MITIGATION MEASURES 60 7.1 Mitigation of Bio-physical Adverse Impacts 60 7.1.1 Contractor’s Work Camp and Workshop Areas 61 7.1.2 General Management and Re-instatement of Borrow Pits 61 7.1.2.1 Site Selection 61 7.1.2.2 Demarcation of Work Area and Preservation of Trees 61 7.1.2.3 Payment of Compensation to Land Owners 62 7.1.2.4 Material Extraction 63 7.1.2.5 Re-instatement of Borrow Pits /Landscaping 62 7.1.2.6 New Sandpits or Borrow Pits 63

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7.1.3 Disposal of Waste Material 63 7.1.4 Prevention and Minimization of Soil Erosion and Sedimentation 64 7.1.5 Health and Safety Measures 64 7.1.6 Air (Dust) Pollution Control Measures 65 7.1.7 Prevention of Surface and Groundwater Pollution 66 7.1.8 Landscape Preservation 67 7.1.9 Noise and Vibration 67 7.1.10 Preservation of Cultural Goods 67 7.1.11 Traffic Signals 68 7.1.12 Traffic Diversion and Relocation of Public Utilities 68 7.2 Socio-Economic Mitigation Measures 69 7.2.1 Affected Properties 69 7.2.2 Access Problems 69 7.2.3 Public Health and Safety (PHS) 69 7.2.4 Disruption to Utilities 69 7.2.5 Inadequate Social Benefits 70 7.2.6 Improvement of Road Side Business 70 7.2.7 Road Safety and Education and Awareness Raising Campaigns 70 7.3 Cost of Mitigation Measures 70 7.4 Compensation/Resettlement Action Plan 72

8.0 ENVIRONMENTAL MANAGEMENT PLAN 73 8.1 Key Stakeholders 73 8.2 Key actions and Responsibilities 73 8.2.1 Key Actions 73 8.2.1.1 Protection of Existing Utilities and Works 73 8.2.1.2 Occupational Health and Safety Measures 73 8.2.1.3 Staff and Labour Issues 74 8.2.1.4 Social and Environmental Checklist 74 8.2.1.5 Livelihoods 74 8.2.1.6 Measures for Air and Noise Quality 75 8.2.1.7 Traffic Management during Construction 75 8.2.1.8 Employment 75 8.2.2 Key Responsibilities 76 8.2.2.1 Current Environmental Policy of GHA 76 8.2.2.2 General Roles and Responsibilities of the Consultant/Engineer 77 8.2.2.3 General Roles and Responsibilities of the Contractor 77 8.2.2.4 Environmental Management Responsibilities of the Public 79

8.3 Key Environmental and Social Clauses 80 8.3.1 General Clauses 80 8.3.2 Environmental Clauses 80 8.4 Monitoring Plans 83 8.4.1 Construction Phase Monitoring and Enforcement 83 8.4.1.1 Monitoring Team 84 8.4.1.2 Checklist for Monitoring 84 8.4.2 Post-Construction Monitoring 85 8.4.3 Cost Estimates 88 8.5 Decommissioning 91 8.6 Institutional and Capacity Building 92

9.0 MAIN FINDINGS AND RECOMMENDATIONS 92

REFERENCES 100

APPENDIX 1 CHECKLIST FOR FIELD ENVIRONMENTAL SURVEYS

APPENDIX 2 CLIMATIC DATA

APPENDIX 3 FLORA OCCURING IN THE PROJECT AREA

APPENDIX 4 FAUNA OCCURING IN THE PROJECT AREA

APPENDIX 5 LIST OF CONSULTEES

APPENDIX 6 CHECKLIST FOR ENVIRONMENTAL MONITORING

APPENDIX 7 TERMS OF REFERENCE FO THE EIA STUDY

APPENDIX 8 ROADSIDE ACTIVITIES CAPTURED DURING THE STUDY

LIST OF FIGURES Page No

Fig. 1: Location Map of Kintampo-Paga Road 2 Fig. 2: The EIA Procedure in Ghana 9 Fig. 3: Beginning Sections of Road with paved shoulders 16 Fig. 4: Stone-pitched drains in Kintampo 16 Fig. 5: Sections between Tamale-Paga have failed due to extreme settlement 17 Fig. 6: Section through Walewale on the Tamale-Paga Section 17 Fig. 7: Roadside Vegatation at Southern Section 30 Fig. 8: Roadside Vegatation at Northern Section 30 Fig. 9: Mixed Land use along road corridor 34 Fig. 10: Farmlands and Wells along the road 34 Fig. 11: One of the numerous Schools along the road corridor 34 Fig. 12: Fuel filling stations in suburban and urban areas along the road corridor 34 Fig. 13: Women traders along the road in Babatokumah 36 Fig. 14: Women selling Yams at Gulumpe 36 Fig. 15: Structures in Rural Settlements 37 Fig. 16: Structures in Urban Settlements 37 Fig.: 17: Interaction with Truck Drivers at Paga Border 40 Fig.: 18: Interaction with Women Group at Kandiga Junction 40 Fig.: 19: Interaction with Chief and Elders at Wulugu 41 Fig.: 20: Interaction with Charcoal Sellers at Wulugu 41 Fig. 21: Black Volta at Buipe (ch 90+450) 45 Fig. 22: White Volta at Yapei (ch 151+000) 45 Fig. 23: Vegetation of project corridor which may be affected during Construction Phase 46 Fig 24: Un-recovered borrowed areas 47 Fig. 25: The Mosque to be affected by dust, noise and vibration during the project 51 Fig. 26: People crossing the existing road where there are no line markings 53 Fig. 27: The existing road line markings in Babatokumah 53

LIST OF TABLES

Table 1 : Potential Natural Gravel Borrow Areas Investigated (Kintampo-Tamale Section) 18

Table 2 : Potential Natural Gravel Borrow Areas Investigated (Tamale – Paga Section) 19

Table 3 : Sources of fine aggregates investigated along the Kintampo – Tamale Road 19

Table 4 : Sources of fine aggregates investigated along the Tamale – Bolgatanga Road. 20

Table 5 : Recommended Structures (Crust Composition by AASHTO 21

Table 6 : Historical GHA Traffic Volumes AADT (2001 -2007) 21

Table 7 : Typical Construction equipment noise levels before and after mitigation 29

Table 8 : Population of major settlements 35

Table 9 : Impact Identification Matrix for the Road Project 43

Table 10: Summary of Impacts Necessitating Implementation of Mitigation Measurers 55

Table 11: Summary of Cost of Mitigation Measurers 67

Table 12: Environmental Management Responsibilities of GHA/EPA 72

Table 13: Environmental Management Responsibilities of the Design Engineer 73

Table 14: Environmental Management Responsibilities of the Contractor 74

Table 15: Monitoring Responsibility of Major Stakeholders 83

Table 16: Pre-Construction Phase 86

Table 17 : Construction Phase 86

Table 18 : Operational Phase 87

Table 19 : Total Estimates 87

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ACRONYMS

AfDB - African Development Bank AER - Annual Environmental Report AIDS - Acquired Immune Deficiency Syndrome BADEA - Arab Bank for Development BOQ - Bill of Quantities BOST - Bulk Oil Storage and Transport CBO - Community-Based Organisation DFID - Department for International Development (UK) DFR - Department of Feeder Roads DVLA - Driver and Vehicle Licensing Authority DUR - Department of Urban Roads EA - Environmental Assessment EAR - Environmental Assessment Regulations ECG - Electricity Company of Ghana EIA - Environmental Impact Assessment EIS - Environmental Impact Statement EMP - Environmental Management Plan EMU - Environmental Management Unit EP - Environmental Permit EPA - Environmental Protection Agency EU - European Union FC - Forestry Commission FSD - Forest Services Division GHA - Ghana Highway Authority GPRS II - Ghana’s Growth and Poverty Reduction Strategy II GT - Ghana Telecom GWCL - Ghana Water Company Limited HIV - Human Immune Virus KFW - Kreditanstalt fΰr Wiederaufbau L.I - Legislative Instrument MML - Metro Mass Transit Limited MOT - Ministry of Transportation NGO - Non-Governmental Organisation PEA - Preliminary Environmental Assessment ROW - Right-Of-Way RFS - Road Fund Secretariat RMI - Resource Management Institutions RSE - Road Safety & Environment RSED - Road Safety and Environment Division STI - Sexually Transmitted Infections TOR - Terms of Reference USPI - Utility Service Providing Institutions WD - Wildlife Division WRC - Water Resources Commission

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EXECUTIVE SUMMARY

Introduction The 397 km Kintampo-Paga trunk road is to be rehabilitated in line with the Government of Ghana’s Growth and Poverty Reduction Strategy II (GPRS II), which seeks to achieve a high trunk road condition by end of the strategy period.

The Ghana Highway Authority (GHA) of the Ministry of Transportation is the implementing agency. Messrs SAI Consulting Engineers Pvt. Ltd in association with Messrs Conterra Limited has been awarded the contract to undertake a review of the 2001 design and reports as well as the supervision of the construction work on the Kintampo- Paga road.

It is a legal requirement in Ghana under the Environmental Protection Agency (1994) Act 490 and the Environmental Assessment Regulation, 1999, L.I. 1652 that any proposed project to be undertaken, such as road improvement projects of this nature, should be subjected to Environmental Impact Assessment (EIA).

In the same vein, the Ministry of Transportation has prepared an Environmental and Social Management Framework (ESMF) as well as a Resettlement Policy Framework (RPF) to be used as guidelines for the Transport Sector Development Program (TSDP) but with focus on road sector projects.

The project consultants, Messrs SAI Consulting Engineers Pvt. Ltd in association with Messrs Conterra Limited, on behalf of the Ministry of Transportation, in fulfillment of the requirements of the EIA procedures prepared this Environmental Impact Statement (EIS) and Management Plan for the road project for onward submission for approval and obtaining an Environmental Permit for undertaking the rehabilitation works.

Project Description The rehabilitation of the 397 km Kintampo-Paga trunk road will involve: • Strengthening the existing road pavement with a carriageway width of 7.3m and 2.5m wide surface dressed shoulders; • Reconstruction/replacement of culverts and drains where necessary; • Drainage works and improvement of flood prone areas, or extension of existing drainage structures (ditches or culverts); • Installation of road signs and markings and relevant traffic control devices; • Improvement of alignment at dangerous sections; • Construction of road protection structures where necessary; • Improvement of sections of access roads leading into the adjoining main roads; • Treatment and sealing of shoulders where applicable • Improvement of road geometry and hence dangerous locations where identified.

Consideration of Alternatives Two alternatives were considered, the ‘No Action’ option and the ‘Rehabilitation of Road’ option. The ‘No Action’ Alternative assumes that there will be no rehabilitation of the road implying that the road would be left in its present state of disrepair. This would lead to high vehicular-vehicular and vehicular–pedestrian conflicts and road accidents resulting in loss of life and property and reduction in development opportunities such as easy movement of people and agricultural produce.

The ‘Rehabilitation of Road’ option assumes that the road will be improved to correct the geometric defects so as to improve the standard of road and improve road safety. Even though the initial cost of the construction would be high, the accrued benefits to be derived socially, culturally and economically would by far supersede the ‘No-Action’ Alternative’.

Description of Baseline Environment A baseline study of the existing environment has been carried out on the physical, biological and socio-economic features in the project impact areas. This provides a measure of the existing state of the environment against which future changes imposed by the road project could be monitored. The physical and biological baseline factors considered include climate, air quality, topography, drainage, vegetation, fauna, geology and soils, existing road traffic, and socio-economic factors.

Impact Identification and Assessment Among the major environmental impacts identified in the study are the following: 1. Dust nuisance which could be a serious issue especially during the dry season within settlements. 2. Creation of borrow pits leading to potential loss of flora, terrestrial habitats, agricultural land and tree plantations. It was noted that majority of the old borrow pits along the road are not reinstated. 3. Accident-prone areas in locations with poor visibility, narrow bridges and inadequate road furniture (rail guards or road signs, axle load and speed control devices). 4. Impact of road reconstruction on electric poles, telephone cables and distribution lines both along the road and within settlements 5. Water quality in the streams crossing the project road which could be affected through sedimentation and washing by the workforce. 6. Requirement of water for the road project -

Mitigation of Impacts Mitigation measures have been defined, and focused on sound technical and engineering modifications. Proposals have been made to address the following issues:

1. Air (dust), pollution control measures; 2. General management and re-instatement of borrow pits; 3. Traffic signals, diversions, and safety measures; 4. Relocation of public utilities; 5. Prevention and minimization of soil erosion, sedimentation and prevention of surface and groundwater pollution; 6. Water to be acquired from raw sources, so as not to be in competition with domestic sources.

Environmental Management Plan In order to implement the mitigation measures proposed, an Environmental Management Plan incorporating the key actions and responsibilities of the key stakeholders has been xi

outlined. A detailed environmental monitoring plan covering the pre-construction, construction and operational phases of the project has been developed. A checklist of indicators to be verified during monitoring includes:

• Timely warning signs to all the road users (including pedestrians) • Crossing points and accesses across ditches to homes, markets, facilities for public use (water points of residents, schools, health centres, etc.) • Evidence of pollutant materials spillage; • Regular watering of dusty sections within settlements; • Any public complaints from the socio-cultural point of view • Health and safety of workers, pedestrians, children etc.

A monthly meeting of an environmental monitoring team is also recommended, apart from the more regular patrols of the supervisory organization (GHA). Such a team should include a representative from the Environmental Protection Agency as required by the EPA Act (Act 490, 1994), among others.

In view of the vital role of the contractor on the project, especially with regard to working practices during the construction phase, relevant clauses have been recommended for incorporation in the construction contract document to ensure that the impacts identified are properly managed. This includes proposals which allow the supervising engineer to monitor and control any of the activities likely to render the proposed mitigation measures ineffective with the support of the GHA’s Environmental Unit or any other institution responsible for the monitoring of the general environmental impact of the project.

Further to the monitoring work prescribed during the construction stage, a post construction phase monitoring for assessing the actual environmental impacts of the project has been proposed.

Conclusion

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The EIA report has considered the environmental implications of implementing the Kintampo-Paga project, bearing in mind the key issues identified. A programme to sustainably manage the environment of the project has been developed, spelling out management responsibilities of the engineer, the contractor, the various public authorities and the local people. Cost elements relating to the environment required to be incorporated in the contract Document have also been clearly stated.

The proposed mitigation measures, monitoring arrangements and management plans, if well implemented, will help achieve the much-needed environmental sustainability in the road area.

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1. INTRODUCTION

1.1 Project Background The Government of Ghana for the past decade has been implementing road improvement programmes as part of its transport policy. The programmes have involved periodic and medium term maintenance as well as rehabilitation and reconstruction of rural and urban infrastructure. The Government is currently implementing its Road Sector Development Programme (2003-2007), with assistance from donors including the World Bank, the African Development Bank (AfDB), the European Union (EU), KFW, DANIDA, DFID, BADEA, Saudi and OPEC Fund. The Kintampo-Paga road project is included in the current Road Sector Development Programme, UEMOA Programme and the West African Regional Road Transport and Transit Facilitation Project. The rehabilitation of the Kintampo-Paga road, located in the Brong Ahafo, Northern and Upper East Regions of Ghana (see Figure 1) will specifically enhance Regional Integration and Cooperation between Ghana and the rest of ECOWAS Member States by carrying across the borders international traffic. The road, when improved, will also enhance national economic activities, movement of goods and people to markets and facilitate regional trade and economic integration.

Under the Ghana Highway Authority (GHA) road classification system, the proposed road forms an integral part of the route classified as National Road 10 (N10), which stretches from Daboase to Paga through Kumasi, Tamale and Bolgatanga. The route facilitates the movement of people and goods both within the country and the movement of goods from the port of Tema and Takoradi to landlocked neighbours like Burkina Faso, Mali and Niger. The conflict in Cote D’Ivoire has caused an increase in goods moving from Ghana’s two main ports to neighbouring countries which shares border with the country in the north. This has resulted in an increase in the number of heavy goods vehicles plying that section of the trunk road causing extensive damage to the road pavement. The road’s full potential to contribute to the regional economic integration is currently constrained because of its poor state that imposes difficulties and heavy costs in the movement of both national and international goods and passengers as well as in the delivery of social services.

Figure 1: Location Map of Kintampo-Paga Road

Consequently, the current state of the road negatively impacts the national socio- economic development of the influence areas and negates the regional efforts aimed at enhancing regional social and economic integration. The Government of Ghana has recognised the importance of the regional road, hence the current proposal to carry out the study to assess what needs to be done o improve its state. It is envisaged that the rehabilitation of the road will benefit the inhabitants of the zones of influence as a result of improvement in travel safety, improved access to markets for agricultural produce, and reduction of transport costs for both passengers freight, thereby contribute to poverty reduction. This in turn will positively impact on the socio-economic, political and administrative integration of Ghana.

1.2 Project Objectives The rehabilitation of the Kintampo-Paga trunk road is intended to improve the socio- economic standards of communities within the road corridor. The objectives of the project are to: • Meet the urgent need of rehabilitation/strengthening of the road pavement due to increased traffic loading and inadequate maintenance. • Improve the Ghanaian part of the Trans West African Highway Network • Reduce the travel time between Kintampo-Paga section of the Tema-Bamako inter-regional road • Improve road safety and reduce road user costs • Support the socio-economic development activities in the region

1.3 Expected Project Benefits The expected benefits to be derived from the project include: • Reduction in travel time and vehicle operating cost; • Improved accessibility to markets for farm produce; • Elimination of dust pollution; • Reduction in traffic congestion pedestrian/vehicular conflicts; • All-weather reliable roads;

• Better access to health care, education, market and other social services; and • Enhance trade expansion, market integration and effective competition in the sub- region. 1.4 Study Methodology To assess the environmental impacts of the project, visits were made to the project road. Consultations were also held with statutory bodies, stakeholders, independent advisers and beneficiaries of the project using the checklist provided in Appendix A. In addition, previous reports on the project road and relevant literature were reviewed. These include:

• World Bank Guidelines set out in Operational Directives OD4.20 (1997) which was revised in December, 2001 as Operational Policies OP4.01 (Environmental Assessment), Operational Policies OP4.12 (Involuntary Resettlement), Operational Policies OP4.36 (Forestry) and Operational Policies OP11.03 (Management of Cultural Property); • African Development Bank’s Environmental and Social Assessment Guidelines (ESIA); • EIA Procedures and Guidelines of the Environmental Protection Agency, Ghana.; • The Terms of Reference as presented in the Kintampo-Paga Road Rehabilitation Scoping Report; • Environmental Protection Agency Act 490 (1994); • Environmental Assessment Regulation, L.I. 1652 (1999); and • Environmental Assessment (Amendment) Regulation, L.I. 1703 (2002)

Other documents examined and consulted as part of the EIA Review Study are enumerated in the “List of References”.

The report summarizes the relevant baseline conditions and presents an outline of the main development and design options. The environmental, social and economic implications of the works are discussed and matrices developed to provide a rapid visual appreciation of the scale and magnitude of the potential positive and negative impacts. Mitigation measures have been clearly identified, and their effects assessed in order to establish the nature of the improvements and the extent of any adverse residual impacts.

Consultations were held with relevant government institutions, chiefs, elders and local residents of communities along the project road. Letters stating the objectives of the project and requesting for comments on the project from the beneficiaries were distributed. Responses from discussions, interviews relevant background information and environmental concerns of the people have all been incorporated in the report. 1.5 Structure of Report The report is divided into ten main sections. The first chapter introduces the general background to the study and methodology adopted. The second chapter presents the policy, legal and administrative framework of the project while project description and justification are discussed in chapter three. Chapter four outlines the alternative actions to the project while chapter five indicates the baseline data collected on the project environment. The potential impacts identified and their corresponding mitigation/enhancement measures are the main focus of chapters six and seven. The proposed management and monitoring plans are presented in chapter eight while chapter nine indicates the consultations undertaken. Chapter ten concludes the study.

2.0 POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

2.1 Ghana Government’s Environmental Policy The ultimate aim of the National Environmental Policy of Ghana is to improve the surroundings, living conditions and the quality of life for all citizens, both present and future. It seeks to ensure reconciliation between economic development and natural resource conservation, to make high quality environment a key element supporting the country’s economic and social development (EPA, 1991).

This environmental policy specifically seeks to:

• Maintain ecosystems and ecological processes essential for the functioning of the biosphere; • Ensure sound management of natural resources and the environment; • Adequately protect humans, animals and plants, their biological communities and habitats against harmful impacts and destructive practices, and preservation biological diversity;

• Guide development in accordance with quality requirements to prevent, reduce, and as far as possible, eliminate pollution and nuisances; • Integrate environmental considerations in sectoral, structural and socio-economic planning at the national, regional, district and grassroots levels; • Seek common solutions to environmental problems in West Africa, Africa and the world at large. Environmental protection in Ghana therefore is guided by the preventive approach, that is, with the recognition that socio-economic development must be undertaken in such a way as to avoid the creation of environmental problems. This is reflected in the Environmental Policy of Ghana formulated in the National Environmental Action Plan (NEAP) of 1993. The NEAP defined a set of policy and other actions that would make Ghana’s development strategy more environmentally sustainable. The policy seeks reconciliation between economic planning and environmental resources development with the view to achieving sustainable national development.

Creation of awareness, among all sections of the community, of the environment and its relationship to socio-economic development, and of the necessity for rational resource use among all sectors of the country, is a vital part of the overall objective. Public participation in the environmental decision-making process is an important element of government policy.

2.2 Road Sector Policy and Administrative Framework

Government of Ghana (GOG) transport policy provides for continued improvements to the nation’s rural and urban road network. This objective will be met through an improved road maintenance as well as rehabilitation and construction programme.

The Ministry of Transportation (MoT) is responsible for formulating policies and overall strategies on roads and vehicular transport. The Ghana Highway Authority (GHA), Department of Feeder Roads (DFR) and Department of Urban Roads (DUR) are the organizations under MoT which carry out actual implementation of road policies. Ghana Highway Authority is responsible for 14,900 km of roads about 65% of which are gravel roads. The current project falls within the jurisdiction of Ghana Highway Authority.

Specifically, the Road Sector Policy seeks to: • Achieve sustainable improvements in the performance of trunk, feeder and urban roads and road transport services in all regions of Ghana; • Strengthen the capabilities for management and implementation in the road sector; and • Establish management systems that will ensure the upgrading and preservation of an improved road system and the use thereof in an environmentally, socially and financially sustainable fashion.

2.2.1 Environmental and Social Management Framework (ESMF) and Resettlement Policy Framework (RPF) In the same vein, the Ministry of Transportation has prepared an Environmental and Social Management Framework (ESMF) as well as a Resettlement Policy Framework (RPF) to be used as guidelines for the Transport Sector Development Program (TSDP) but with focus on road sector projects.

The ESMF and RPF represent statements of policy, guiding principles and procedures, as well as environmental and social safeguards instruments of reference for the road sector projects, agreeable to all key stakeholders such as the EPA, the World Bank, MoT and the implementing Agencies.

The purpose of the ESMF and RPF is to provide corporate environmental, social and resettlement safeguard policy frameworks, institutional arrangements and capacity available to identify and mitigate potential safeguard issues and impacts of each subproject. It is envisaged that with the preparation and use of the above-mentioned documents/guidelines, national, local environmental and social requirements will be met which will also be consistent with the World Bank’s OP4.01, OP4.12 and other applicable safeguards.

The EIA study has thus been conducted within the framework of the ESMF and RPF of the Road Sector.

2.3 Legal Framework There are a number of laws and regulations concerned with development, health related matters and the environment in general. The major laws related to this project include: 7

• Environmental Assessment Regulations LI 1652, 1999 and (Amendment) LI 1703, 2002 - To provide guidance and ensure adequate consideration of biodiversity and related sensitive resources for Environmental Impact Assessments in Ghana. • Environmental Protection Agency, Act 490, 1994 - Responsible for advising government on all maters relating to the environment - monitoring sound ecological balance and coordinating environment activities, education and research. The Act also specifies requirements for the production of an EIA for various proposed works. Figure 2 below indicates the EIA Procedure. • Criminal Code (Act 29) Section 296-297, 1960 - Prevents the accumulation and exposure of filth and refuse of all kinds and the prohibition of activities, which may endanger public health or cause damage to lands, crops, cattle or goods. Any project activities that will pose danger to health and safety will be infringing on this law. • Water Resources Commission Act 522 (1996) - provides for the preparation of comprehensive plans for the regulation, utilization, conservation, development and improvement of water resources and develops policy framework for water resources management in the country. This Act also grants rights to exploit water resources. • Wild Life Reserve Regulations (LI 710) 1971 - Creation of wildlife reserves and the prohibition of water pollution within the reserve. This Act would be particularly relevant where the road passes through or near a Game Reserve • Local Government Act 462, 1994, - District Assemblies will therefore be responsible for the development, improvement and maintenance of human settlements and environment in the district and local levels. The Assemblies will therefore be responsible for the management and maintenance of the roads within their respective jurisdiction • Town and Country Planning Cap 84, 1951 - Preparation of district layout plans, and protection and preservation of amenities and public services such as drainage, roads, refuse disposal, sewerage and water supply.

2.4 Environmental Assessment Regulations and Procedures

Under Ghana’s Environmental laws, an EIA is mandatory for seventeen (17) types of activities classified as environmentally critical and require an EP. Construction of roads and highways is one of these critical undertakings and therefore an EIA and EP are mandatory for the proposed project. Figure 2 below provides an illustration of the EIA and Permitting Process.

SUBMISSION OF EA APPLICATION (Registration Form)

No EIA INSPECTION Required SCREENING 25 WD EP DECLINED EP ISSUED PEA Required

PER EIA Required SUBMISSION PER REVIEW

EP ISSUED EP DECLINED

SCOPING PUBLIC (Terms of Reference) HEARING (Panel) EIA STUDY

DRAFT EIS SUBMISSION

PUBLIC DRAFT EIS REVIEW HEARING EIS REVISION Revision Public Hearing Required (Committee) Required (Panel) 50 WD

Revision Approval DECISION Required Recommended EIS FINALISED Approval Recommended

EP ISSUED 15 WD EP DECLINED

EPA Action

Proponent Action

Public

EIA - ENVIRONMENTAL IMPACT ASSESSMNET EA - ENVIRONMENTAL ASSESSMENT EIS - ENVIRONMENTAL IMPACT STATEMENT EP - ENVIRONMENTAL PERMIT PER - PRELIMINARY ENVIRONMENTAL REPORT PEA - PRELIMINARY ENVIRONMENTAL ASSESSMENT PH - PUBLIC HEARING WD - WORKING DAYS REQUIRED FOR REVIEW

Figure 2: The EIA Procedure in Ghana

The procedure for an EIA is as follows:

Registration

Screening

Preliminary Environmental Assessment (PEA)

Scoping Report/Terms of Reference (TOR)

Environmental Impact Assessment (EIA)

Public Notices and Public Hearing

Review of EA Reports

Environmental Permitting and Certification

Environmental Management Plan (EMP); and

Annual Environmental Report (AER)

2.5 The World Bank Requirements 2.5.1 The Bank’s Safeguard Policies The World Bank’s Operational Policies (OP) includes guidance on Environmental Assessment requirements. The Bank’s Safeguard Policies, (10 no. of them), is meant to ensure that operations of the Bank do not lead to adverse impacts or cause any harm.

The Safeguard Policies are lumped into Environment, Rural Development, Social Development and International Law. The following four out of the ten are relevant for consideration under the study. These are: • Environmental Assessment (OP 4.01); • Involuntary Resettlement (OP/BP 4.12);

• Forestry (OP/BP4.36); and • Management of Cultural Property (OP/BP 11.03).

2.5.2 Environmental Assessment (OP 4.01) The OP 4.01 requires among others that screening for potential impacts is carried out early, in order to determine the level of EA and propose measures to mitigate potential adverse impacts. The Bank’s project screening criteria group projects into three categories: • Category A – Detailed Environmental Assessment; • Category B – Initial Environmental Examination; and • Category C – Environmental friendly

The EA ensures that appropriate levels of environmental and social assessment are carried out as part of project design, including public consultation process, especially for Category A and B projects. The OP 4.01 is applicable to all components.

2.5.3 Involuntary Resettlement (OP/BP 4.12) The Policy on Involuntary Resettlement is intended to assist displaced people arising from development projects, in order not to impoverish any affected people within the area of influence of project. An action plan that at least restores their standard of living must be instituted, in cases where resettlement is inevitable or loss of assets and impacts on livelihood occurs. Public consultation of “re-settlers” as well as with the host communities is significant for the successful resettlement process and implementation of the action plan, in order to incorporate appropriate choices.

2.5.4 Forestry (OP/BP 4.36) The OP/BP 4.36 aims at enhancing the environmental and social contribution of forested areas, and the need to reduce deforestation. The protection of through the control of forest-related impact of all investment operations is a concern of the policy. It promotes the operations affecting critical forest and conservation area, while requiring that the sector and other relevant stakeholders should be consulted as appropriate.

2.5.5 Management of Cultural Property (OPN 11.03) The policy is premised on the need to investigate and take inventory of cultural resources likely to be affected. Mitigations are provided for in cases of adverse impacts on physical resources. Mitigation measures should be undertaken in conjunction with the appropriate authorities, organizations and institution that are also required to be consulted and involved in the management of cultural property.

The Bank does not support development actions likely to significantly damage non- replicable cultural property, and does assist only those projects sited or designed to prevent such damage. 2.5.6 Bank’s Policy on Disclosure The Bank’s policy on disclosure requires that all the people residing in the given areas of a project have the right to be informed of the proposed development project in the respective areas. In this regard therefore, the summary of the study of the development action with other relevant information shall be disclosed to the Ghanaian public prior to project appraisal of the Bank. The disclosure shall be carried out in-country through the Ministry of Transportation, Ghana Highway Authority and the Environmental Protection Agency. It shall also be made available at the World Bank Info-shop in Washington and at the District Assemblies along the project corridor.

2.6 Institutional Framework Institutional responsibilities for the co-ordination, planning, administration, management and control of development and environmental issues are fragmented among a number of agencies, ministries and organizations. The major institutions involved include:

1. Ministry of Local Government, Rural Development, and Environment. 2. Environmental Protection Agency 3. Ministry of Water Resources, Works and Housing 4. Ministry of Transportation 5. Ghana Highway Authority 6. Ministry of Local Government and Rural Development 7. District Assemblies. 8. Ministry of Lands and Forestry

9. Ministry of Food and Agriculture 10. Council for Scientific and Industrial Research (CSIR) 11. Department of Town and Country Planning 12. National Development Planning Commission (NDPC).

During the preparation of the EIS, these major institutions and/or their documents were consulted for their technical advice, expert knowledge and concerns or future programmes as related to the project.

2.6.1 Institutional and Implementation Arrangements • Ministry of Transportation (MOT) The MOT has the specific task of coordinating and guiding the activities of the three main executing agencies in the road sector under the Ministry. The other related organistions under the ministry include the Driver and Vehicle Licensing Authority (DVLA), Metro Mass Transit Limited (MML) and Road Fund Secretariat (RFS). The MOT has a Deputy Director in charge of Road Safety and Environment (RSF).

The MOT has responsibility for the: - Formulation and implementation of integrated transport policy and planning; - Promotion of strategic investment in the sector; - Development, implementation and monitoring of road projects; and - Regulation of standards

• Ghana Highway Authority (GHA) The GHA is a semi-autonomous body with a responsibility for the provision and management of trunk roads. It was originally established in 1974 as the organization responsible for the development and administration of the entire national road network. Since the GHA Act 540 of December 1997, its role has been limited to the administration, control, development and maintenance of trunk roads and related facilities subject to the policies of the MOT.

The GHA has a 4-person Environmental Management Unit (EMU) that has oversight on environmental and social issues of the Authority’s mandate. The EMU operates under the Road Safety and Environment Division (RSED).

• Environmental Protection Agency (EPA) The EPA has the mandate to decide on project screening, guide the conduct of any EA studies and to grant environmental approval for road sector projects to commence. Its mandate also covers monitoring of implementation phase of road projects to ensure compliance with approval conditions, mitigation measures, and other environmental commitments and quality standards.

• Resource Management Institutions The Water Resources Commission (WRC), Wildlife Division (WD) and the Forest Services Division (FSD) of the Forestry Commission (FC) are the water, wildlife and forest resources management institutions respectively. These institutions become relevant whenever such resources under their management are likely to be impacted on or implicated in a proposed road project. Such stakeholder institutions would then be consulted in the planning and decision processing to prevent, avoid, reduce or mitigate the likely impact of the project. They may also have to give their consent with respect to the extent to which such resources may be affected or lost as a result of the road development.

• Utility Service Providing Institutions The Electricity Company of Ghana (ECG), Ghana Water Company Limited (GWCL), Ghana Telecom (GT) and Bulk Oil Storage and Transport (BOST) are public /private institutions that provide and/ manage utility services including electricity, water, telecommunication and petroleum transmission and storage infrastructure. These are all linear transmission facilities either through underground pipes or overhead lines, often along existing road network corridors (where roads exist). Road construction or reconstruction and other services and interventions tend to affect such transmission lines. These often require relocation, realignment, etc to make room for the road project, which calls for the involvement of the respective utility companies or institutions to be consulted in the road project decision-making processes as appropriate.

3.0 DESCRIPTION OF THE PROPOSED PROJECT

3.1 Project Location The project road commences at the southern city limit of Kintampo, follows the existing route through Tamale and Bolgatanga and other suburban and urban centres and terminates at Ghana’s territorial boundary limit point at Paga.

The 397 km Kintampo-Paga road forms part of the Accra-Kumasi-Tamale-Paga Trunk road (see Fig 1). It is not only an important link to the strategically located Techiman international market but also forms part of the Northern Corridor route (NR 10) which stretches from Kumasi to Paga through Tamale to Bolgatanga. The reconstruction of this road will greatly improve accessibility to the Northern and Upper Regions as well as between Ghana, Burkina Faso and Mali.

The project road traverses seven administrative districts in the Brong Ahafo, Northern and Upper East Regions namely:

Brong Ahafo Region • Kintampo District Assembly

Northern Region • Gonja Central District Assembly

• Tamale Municipal Assembly

• Savelugu District Assembly

• Walewale District Assembly

Upper East Regions • Bolgatanga District Assembly

• Kassena-Nankana District Assembly

3.2 Existing Road Condition 3.2.1 Kintampo-Tamale Section This section is 205km and stretches northwards from Kintampo (see fig.3 and 4) through agricultural and commercial towns/villages in the Brong Ahafo and Northern Regions to Tamale. The road surface is asphaltic concrete with a width of 7.3m and 2.5m-wide shoulders. The road condition score ranges from 49 to 95 with 2.3km section surface treated. The section is characterized by numerous depressions and pot-holes. Average Daily Traffic recorded on this section in 2001 was 845 vpd.

Fig. 3: Beginning Sections of Road with Fig.4: Stone-pitched drains in Kintampo Paved Shoulders

3.2.2 Tamale-Paga Section The second section is 192km and passes through the Second Ring Road which traverses through the Industrial Area and the Education Ridge in Tamale and continues through Savelugu, Walewale, Bolgatanga and Navrongo to Paga. This section (see Fig. 5 & 6)was reconstructed to asphalt concrete on unbound base in 1999. The section is generally in a fair to excellent condition except for some sections which have failed due to extreme settlement. The road condition score ranges from 55-100. This section also has an average width of 7.3m and 2.5m-wide sealed shoulders. It has a generally flat to rolling terrain and meets the design standard of 100km/hr.

Fig. 5: Section between Tamale-Paga have Fig. 6: Section through Walewale on the Tamale failed due to extreme settlement – Paga Section

3.3 Project Components Presently, the Kintampo-Paga road is a two-lane carriage-way of 9 - 11 metres width effective bitumen surfacing of 6-7 meters. The proposed rehabilitation involves: • Upgrading the existing road to asphalt surfacing with a carriageway width of 7.3m and 2.5m wide surface shoulders; • Reconstruction/replacement of culverts and drains; • Drainage works and improvement of flood prone areas, or extension of existing drainage structures(ditches or culverts); • Installation of road signs and marking relevant traffic control devices; • Construction of road protection structures where necessary; • Improvement of sections of access roads leading into adjoining main roads; • Treatment and sealing of shoulders where applicable • Improvement of road geometry and hence dangerous locations where identified.

3.4 Construction Materials The road rehabilitation of the project road to aspartic concrete finish shall require reasonable quantities of gravel and aggregates. Indicative quantities of constructional materials required are as follows:

Type of Material Quantities Required (m3) 1. Gravel sub base 544,000 2. Crushed rock base 164,000

3. Chippings 12,000 Deposits of sub base quality gravel deposits are abundant within the project area. Base course quality gravel; on the other hand, are not readily available within economic haulage distance. Aggregates for structural concrete and asphaltic concrete are obtainable from a number of privately owned quarries in the Nsemmere areas about 100km from Kintampo on the Techiman –Sunyani road, Taysec Quarry (approximately 105km southeast of Kintampo on the Techiman –Sunyani road), Vision Quarry (approximately 95km from Kintampo on the Techiman –Sunyani road) and the Pwalugu Stone Quarry near Pwalugu in the Bolgatanga District.. Details of potential borrow areas identified along the road are shown in Tables 1-4 below:

Table 1: Potential Natural Gravel Borrow Areas Investigated (Kintampo-Tamale Section) Location of Borrow Chainage Side of Access Road Estimated Proposed Borrow Area Pit No. Road Length (km) Quantity(m³) Use Babator Kuma 1 13+300 RHS 3.45 7500 Sub-base Babator Kuma 2 13+300 RHS 3.05 28000 Sub-base

Kawampe 3 48+450 LHS 1.45 24000 Sub-base Aberawa Jn.- Aberewa 4 52+280 RHS 1.00 24000 Sub-base

5 72+000 RHS 0.10 7500 Sub-base

6 76+250 RHS 0.20 40000 Sub-base

7 100+000 LHS 0.60 16000 Sub-base

8 127+000 RHS 0.90 24000 Sub-base Nyangwuripe 9 138+050 LHS 0.20 14000 Sub-base

10 157+650 LHS 0.10 20000 Sub-base

11 159+100 LHS 0.20 50000 Sub-base

Table2 : Potential Natural Gravel Borrow Areas Investigated (Tamale-Paga Section)

Location of Borrow Chainage Side of Access Road Estimated Proposed Borrow Area Pit No. Road Length (km) Quantity Use (m³) 1A 33+250 LHS 0.10 7500 Sub-base

Gushie 2A 47+050 LHS 0.45 28000 Sub-base

3A 60+350 RHS 0.16 24000 Sub-base Disiga 4A 73+400 RHS 0.15 24000 Sub-base

Nasia 5A 95+400 RHS 0.20 7500 Sub-base

6A 100+400 RHS 0.08 40000 Sub-base

7A 129+700 LHS 0.45 16000 Sub-base

Shiregu 8A 164+250 LHS 12.0 24000 Sub-base

Kandiga Jn.- 9A 182+000 RHS 4.40 14000 Sub-base Kandiga

Table 3: Sources of fine aggregates Investigated along the Kintampo-Tamale Road

Access Road Location of Fine Chainage Side of Length (km) Estimated Sand Aggregate Road Quantity (m³) Source No.

Babatorkuma 1 13+300 RHS 1.4 15,000 Dawadawa No.1 2 36+925 RHS 0.25 10,000 Buipe 3 89+350 RHS 5.0 3,000 Yapei 4 147+600 LHS 0.6 15,000

Table 4: Sources of fine aggregates Investigated along the Tamale-Bolgatanga Road Location of Fine Aggregate Chaina Side of Access Estimated aggregates (Sand Source No. ge Road Load Quantity quarry dust) Length (m³) km)

Droba river sand 1 28+050 LHS 18.6 White Volta river sand at Dapali 2 49+650 LHS 12.0 Village

Janger Sand 3 90+450 RHS 25 Anayeri river sand at Doba 4 183+350 RHS 0.5 -800 Quarry Dust from Pwalugu Quarry 5 140+600 LHS 1.0

3.5 Pavement Rehabilitation

3.5.1 Geometric Design Standards

The project road is classified as a primary road with a carriageway width of 7.3m and shoulder of 2.5m. Geometric design characteristics for such a road are: • Horizontal alignment absolute minimum radius - 500m • Horizontal alignment normal minimum radius - 400m • Vertical maximum gradient - 6% • Traverse slope of carriageway - 2.5% • Traverse slope of shoulder - 2.5%

3.5.2 Pavement Structures In accordance with the conditions of the existing pavement and cumulative traffic, the recommended pavement structures are given in Table 5.

Table 5: Recommended Pavement Structures (Crust Composition by AASHTO)

Section Parameters Kintampo -Tamale Tamale – Paga Period 15-Year 15-Year ESAL (million) 18.833 14.568 Reliability (percent) 90 90 Structural Number Required 3.814 3.658 Layer Thickness in mm Asphalt Concrete Wearing Course (AC WC) 50 50 Asphalt Concrete Bituminous Course (AC BC) 75 75 Crushed Stone Base 250 250 Granular Sub-base 350 350 Structural Number Provided 4.74 4.74

3.6 Traffic Forecast Traffic volumes for the years 2001and 2007 for the Tamale-Paga section are presented in Table 6 below.

Table 6: Historical GHA Traffic Volumes, AADT (2001:2007)

Vehicle Type Pwalugu: 2001 Pwalugu: 2007 Cars 90 103 Pick up/Vans 234 212 Small Bus 83 111 Med/M Wagons 4 41 Large Bus 17 61 Light Truck 29 33 Medium Truck 11 29 Heavy Truck 56 49 Semi-Trailer (Light) 2 3 Semi-Trailer (Heavy) 20 28 Truck Trailer (5 Axles) 29 68 Extra Large (>5 Axles) 6 73 Total 581 811 Source: Traffic Studies (2007)

CENSUS POINT: YAPEI

DIRECTION: BOTH DAY:

DATE: COMMENT:

6- 7- 8- 9- 10- 11- 12- 1- 2- 3- 4- 5- 6- 7- 8- 9- VEHICLE TYPE 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 7pm 8pm 9pm 10pm

BICYCLE 74 82 67 69 69 73 59 56 67 95 140 139 138 22 15 8

MOTOR BIKE 10 14 15 21 21 20 14 20 16 19 18 17 20 14 10 8

CARS 4 5 7 6 4 6 7 6 4 6 7 4 6 2 2 2

TAXIS 2 1 1 2 0 1 1 1 1 1 0 1 1 1 1 0

PICK-UP/VAN 10 12 14 13 17 13 14 13 17 18 12 16 10 7 7 4

SMALL BUS 6 11 11 15 14 16 13 11 12 11 15 11 11 6 4 4 MED BUS/MUMMY WAGONS 2 3 3 4 5 4 2 2 3 3 3 4 3 3 3 4

LARGE BUS 2 2 2 1 2 1 2 2 1 2 3 4 4 5 3 3

LIGHT TRUCK 8 5 6 8 6 10 7 8 6 5 4 2 3 1 2 1

MEDIUM TRUCK 2 2 3 3 2 2 3 2 2 2 3 3 1 1 4 1

HEAVY TRUCK 2 3 3 2 2 2 2 2 3 4 3 4 4 5 4 4 24

CONT’D.

Motorised 10- 11- 12- 1- 2- 3- 4- 5- ADT ADT % VEHICLE TYPE 11pm 12am 1am 2am 3am 4am 5am 6am 2007 2007 Distr.

BICYCLE 4 1 2 1 0 0 2 47 1,229

MOTOR BIKE 5 4 2 1 1 1 1 9 280 280 20.0%

CARS 2 1 0 1 1 0 1 2 85 85 6.1%

TAXIS 0 0 0 1 0 0 0 2 18 18 1.3%

PICK-UP/VAN 2 3 1 2 1 1 2 8 217 217 15.5%

SMALL BUS 2 3 3 2 2 2 2 2 187 187 13.4% MED BUS/MUMMY WAGONS 4 5 6 4 4 2 2 4 80 80 5.7%

LARGE BUS 5 6 9 6 10 4 3 3 87 87 6.2%

LIGHT TRUCK 2 2 3 1 2 2 3 3 99 99 7.1%

MEDIUM TRUCK 0 1 1 0 1 1 0 2 43 43 3.1%

HEAVY TRUCK 4 5 4 3 4 2 2 2 77 77 5.5%

3.7 Horizontal and Vertical Alignment Topography is a major factor to be considered in the geometric design of a rural highway since it dictates to a large extent the alignment, gradients, sight distances, cross-section and other design elements.

In flat terrain the topography may have little influence on these elements, but it may cause difficulties in others e.g drainage. Furthermore, it tends to encourage the design of monotonous straight alignments with abrupt changes in direction, which may be difficult to recognize by drivers because the topography gives no indication of what to expect. In hilly and mountainous terrain the alignment and other design features may be almost entirely governed by the topography.

3.7.1 Climbing Lanes The effect of grade in terms of speed reduction is more pronounced in case of heavy vehicles than for light vehicles. On two lane highways carrying significant amount of heavy traffic, a large reduction in speed of heavy traffic on long steep grades can result in queuing making drivers of light vehicles impatient if the time interval during which they are unable to pass is unduly long and frequent. This can lead to accidents. Therefore it is desirable to provide climbing lane on the upgrade side of two lane highway where the effect of grade and heavy traffic volume degrades traffic operations from those on the approach to the grade. At the same time providing as extra lane adds to the cost and needs to be justified from economic considerations.

According the RDG the following two conditions are necessary: a) The traffic volume must be high and the proportion of large vehicles or commercial vehicle must be more that 20%. b) The critical lengths of grade must be exceeded. There may be a very few location which may meet the above conditions.

According to AASHTO the following three conditions and criteria, reflecting economic considerations must be satisfied to justify the climbing lane. a) Upgrade Traffic Flow of 200 vehicles per hour b) Upgrade truck flow rate is in excess of 20 vehicles per hour c) One of the following conditions exists. - A 15 km/hr or greater speed reduction is expected for atypical heavy truck - Level of service E of F exists on the grade. - A reduction of two more levels of service is experienced when moving from approach segment to grade. If these conditions are met after traffic survey and its analysis during the design period, then provisions for climbing lane will be made.

3.8 Road Signs Given the proposed standard of this major arterial link, it is recommended to erect one and two-pole road signs, particularly at the entrances of towns and near narrow bridges. The traffic signs recommended for the project belong to 5 types. • Intersection signs • Warning signs • Prohibition signs • Obligation signs • Direction signs

Generally, the schedule to be adopted for road signs when a vehicle is approaching a town would be as follows:

• reduce speed sign (one pole and a circular sign) • prohibited overtaking sign(one pole and a circular sign) • name of the town (two poles and a rectangular sign)

In addition, horizontal white marking paint 150mm wide shall be applied on both edges of the project road. Along the centerline, a discontinuous lane shall be applied when overtaking is permitted and a continuous lane when it is prohibited to overtake particularly when crossing towns and in detrimental curves. 28

4.0 CONSIDERATION OF ALTERNATIVES 4.1 “No Development Scenario” The “no development scenario” assumes that there will be no alternative to the road. This would imply that the road would be left in its present state and geometry. The vertical and horizontal alignments, which are sub-standard for the class of road, would be left unimproved, and the pavement which is in urgent need for rehabilitation throughout its length would be left unimproved too. The capacity of the road section from Kintampo to Paga would remain inadequate for the heavy traffic load.

Due to the increasing traffic, the “no action alternative” would lead to increasing problems in handling the traffic. If the road is left unimproved the number of conflicts created by heavy Lorries along the road will increase. Furthermore, the number of conflicts between pedestrians/cyclists and cars will remain high and increase the number of traffic accidents with the expected increasing motor traffic.

Development opportunities such as easy movement of agricultural produce, timber, passengers and reduced operating costs of transportation will not be realised.

4.2 Project Development Scenario The “Development Scenario” assumes that the road will be improved in accordance with the rehabilitation/reconstruction project described in section 3.3.

The rehabilitation/pavement strengthening of the road is required due to increased traffic loading and inadequate maintenance. The road project will furthermore reduce road accidents and user costs and improve road safety for vehicles and safety for pedestrians and cyclists.

There is however the risk of accident severity increasing with higher speeds as a result of improvement in riding quality and better geometry. Nevertheless with improved safety measures such as better sight distance and road pavement markings, potential accidents could be reduced.

Development opportunities such as easy movement of agricultural produce, timber and passengers and reduced operating cost of transportation will also be realised.

From the above, the advantages with the Rehabilitation of Road alternative scenario far outweigh the disadvantages of the “No-Action” scenario. Even though the initial cost of the construction would be high, the accrued benefits to be derived from the “Build Alternative” socially, culturally and economically, far supersede the “No-Action” scenario.

The preferred alternative is therefore the Rehabilitation/Strengthening of Road Pavement Alternative. The environmental impacts of this option are discussed in Section 6.

5.0 DESCRIPTION OF BASELINE ENVIRONMENT

5.1 Physical Environment 5.1.1 Climate The area experiences a modified tropical continental or wet semi-equitorial climate. It lies within the wet semi-equitorial and tropical continental or savanna climates. The wet season usually extends from the middle of March to the end of October. The period between November and February is normally dry when they are subjected to the northeast trade winds locally referred to as the Harmattan.

5.1.1.1 Rainfall The mean annual rainfall is between 1150 and 1250mm which occurs in two seasons from May - June and September - October for the Kintampo end. There is usually a long dry season which is highly pronounced in the savanna zone, starting from November and lasting till March - April.

The rainfall in the Tamale-Paga area has a unimodal distribution with the highest rainfalls (of less than 1000mm around Paga to 1100mm in Tamale) being expected in July and August with the highest floods arising in the period August to September. The floods are caused either by short-period, high intensity storms or by longer periods of persistent rainfall of a lower intensity. The relative importance of these two types of storms depends on, inter alia, the size, slope, shape and vegetation cover of the river catchments. The more intense storms are the result of thunderstorms, generally of a north-south orientation and moving from east to west. The torrential rain usually lasts from two to three hours up to twelve hours.

5.1.1.2 Temperature The average monthly temperature is about 26.4°C in the Kintampo-Tamale section and ranges from 19.5°C in January to the highest of about 37°C in March.

The climate along the Tamale-Paga route has been typified by dry winter months (November to May), with mean temperatures of the coldest months above 24ºC and ranges from 19.5°C in Tamale in January to as high as about 40°C in March. .

5.1.1.3 Relative Humidity Relative humidity in the project area is generally high. The mean monthly relative humidity increases from a minimum value in the region of 16% in January in Tamale to a maximum of 90% to 96% in July and August which then decreases again to a minimum in January.

The relative humidity for the Tamale-Paga section is also varied and ranges from as low as 16% in Tamale in January to as high as 96% in September.

The data and graphs for the climatic variables for Kintampo, Tamale, Bolgatanga and Navrongo are presented in Appendix 2.

5.1.2 Air Quality and Noise Levels The road corridor experiences the countryside air type which is generally of a good quality. There are no specific sources of gaseous or particulate emissions except from a few local sources such as timber industries. During the dry season when the north- easterly dry Harmattan winds are prevalent, however, construction and haulage activities could generate considerable dust leading to dust pollution of the project area.

Noise level along most sections of the road reflects the rural nature of the road alignment. The background noise levels are not expected to rise above the levels of 55Dba for between 0600-2200 hours set by the Environmental Protection Agency for such areas. However, it is expected that the more developed areas such as the District Capitals and other bigger settlements along the road will experience a higher noise level than usual. The Contractor’s equipment during the construction stage will each generate noise levels indicated in Table 7.

Table 7: Typical construction equipment noise levels before and after mitigation

EQUIPMENT TYPE NOISE LEVEL AT 15M WITHOUT NOISE WITH FEASIBLE NOISE CONTROL CONTROL1 EARTHMOVING Front loaders 79 75 Backhoes 85 75 Dozers 80 75 Tractors 80 75 Scrapers 88 80 Graders 85 75 Trucks 91 75 Pavers 89 80 MATERIALS HANDLING Concrete mixers 85 75 Concrete pumps 82 75 Cranes 83 75 STATIONARY Pumps 76 75 Generators 78 75 Compressors 81 75 IMPACT Pile Drivers 101 95 Jack Hammers 88 75 Pneumatic Tools 86 80 OTHERS Saw 78 75 Vibrators 76 75 Asphalt-Concrete Batch Plants2 81 - Sources: U.S. Environmental Protection Agency, 2001 and Asphalt Drum Mixers, Inc. (ADM), 1998. 1. Estimated levels obtained by selecting quieter procedures or machines and implementing noise control features requiring no major redesign or extreme cost. 2 Represents the average maximum operational noise level based on tests performed under varying Conditions for four different places of similar equipment: Starjet 580, Powerstar 580, Ecostar 100, Starjet Conversion Kit 580 (ADM, 1998)

5.1.3 Topography and Drainage The project area is characterised by generally flat to lightly rolling farmland divided mostly into small-holdings. The elevation of the road corridor fluctuates gently between 185 and 225 metres.

Major rivers draining the area include the Black and White Volta and Nasia and their tributaries. The area is generally well drained on account of the rolling nature of its topography.

5.1.4 Vegetation The project area mostly lies within the Southern Guinea Savanna Woodland Vegetation zone of Ghana from Kintampo to Bolgatanga and changes to Sudan Savanna between Navrongo and Paga. The vegetation (see figs. 7 & 8) of which is composed of short- stature, much branched trees, often less than 15 m high. The trees are widely spaced and seldom form a closed canopy. Many of the species are fire resistant and have thick bark. There is a more or less continuous layer of grasses, some up to 3 m tall in the southern section and becoming shorter and thinner between Bolgatanga and Paga.

Fig. 7: Roadside Vegetation at Southern Section Fig. 8: Roadside Vegetation at the Northern Section

Some of the characteristic species of trees in this zone are the Baobab, Shea, Acacia dudgeoni, Isoberlinia spp., Burkea africana, Daniellia oliveri, Lophira lanceolata, Vitellaria paradoxa and Parkia clappertoniana. The Characteristic grasses include members of the genera Andropogon, Hyparrhenia, Bothriochloa, Loudetia, Vetiveria, Panicum, and Paspalum.

The ecological survey of the right-of-way of the road revealed that the vegetation is typical Guinea Savanna that has seen intensive human intervention, viz. farming and bush burning.

A list of the common species encountered during the study is presented below.

Trees Common Name

Tectona grandis Teak Ceiba pentandra Silk Cotton tree Vitellaria paradoxa Shea Butter tree Azadirachta indica Neem tree Parkia clappertoniana Dawadawa Mangifera indica Mango Grasses Common Name

Pennisetum prupureum Elephant grass Panicum maximum Guinea grass

Appendix 3 shows checklist of flora occurring in the project area.

5.1.5 Fauna The vegetation of the project area provides a suitable habitat for a diverse range of fauna. A description of the fauna in the project area was, therefore, undertaken. The objective was to assess the potential fauna diversity of the area by preparing a check list of fauna species, and their relative abundance to form the baseline data for any future monitoring that may take place and also to determine if there are any species of conservation significance (including their habitat). The baseline data was collated from recent literature and case studies in the area. Appendix 4 shows the list of fauna identified in the area.

The common animals of the project area observed during the survey are listed below. They include several species of birds, reptiles and small mammals.

Birds Common Name Bubulcus ibis Cattle egret Corvus albus Crow Neophron monachus Hooded Vulture

Mammals Common Name Xerus erythropus West African Ground Squirrel Cricetomys gambianus Giant Rat Rattus rattus House Rat Lemniscomys striatus Spotted Grass Mouse Heliosciurus gambianus Gambian Sun Squirrel

Reptiles Common name

Agama agama Rainbow Lizard Naja nigricolis Spitting Cobra Dasypeltis fasciatus Egg eating Snake Bitis arietans Puff Adder Bufo regularis Common Toad

5.1.6 Geology and Soils The project area is underlain in the Kintampo section by the Voltaian formation, consisting principally of sandstones, mud rocks, conglomerates, limestone and tillites. In parts, they have created highlands, rocky scarp slopes and valleys with waterfalls.

The soils formed over the Voltaian rocks vary in nature depending on the parent rock. The residual soils formed over the Voltaian formation consist principally of clayey and softy sands, with quartz veins of substantial thickness existed in the parent rock.

Over the mudstones, heavy clays may result while over the sandstones the resulting soils may range from clean sands to sandy gravels depending on the rainfall and drainage. The major soil association with this type of geology is the Damango - Murugu - Tanoso types, developed from the Voltaian sandstone under savanna vegetation. They are well drained lateritic and savanna ochorosols interspersed with patches of clay.

Generally the soils are red, deep and suitable for the cultivation of crops like yams, cassava, maize, vegetables and legumes. Cashew, tobacco and cotton also do well in these soils.

The weathered residual lateritic red soil found along the rolling terrain of the alignment from after Kintampo through Tamale to Bolgatanga is reasonably uniform in nature. From Bolgatanga to Paga the geology is more of metamorphic and igneous rock in nature. The laterites have been derived from the underlying fine-grained Sedimentary Voltaian sandstone, mudstone and siltstones. The deposits of laterite typically show layers of nodular laterite (gravel) between 0.5mm and 1.5m thick beneath an overburden of organic topsoil and plinthite of approximately 0.5m.

The area is considered to fall within the Interior Savannah Vegetation Zone, with the soils being classified as mostly of the Groundwater Laterite and Groundwater Laterite/Ochrosol intergrades, changing to Savannah Ochrosol. The Groundwater Lateritic sil are poorly drained loamy soils which provide poor pastures while the Savannah Ochrosols are well-drained porous soils which are extensively farmed.

The major crops found on these soils were cassava, yam, soya-bean, groundnuts and millet. By virtue of their occurrence on mostly flat to slightly rolling terrain of the study area, these soils are not subjected to serious erosion provided the vegetation is not unnecessarily removed and surface water from the road is distributed regularly away from the road side drains. Efforts will be made to protect vegetatively the soils within the right-of-way after the reconstruction of the side drains.

5.1.7 Land use and Infrastructure In the major settlements, there is a high concentration or mix of residential and commercial uses lining the road corridor but this pattern thins out into light industrial landforms and farmlands at the outskirts (See Figs.9 to 12). The project corridor is also well served with utility services such as access roads, water, electricity and telephone facilities as well as social infrastructures such as schools, local markets and fuel filling stations in the major suburban and urban areas along the road corridor. These include Kintampo, Buipe, Yapei, Tamale, Savelugu, Walewale, Bolgatanga, Navrongo and Paga which all happen to be District Capitals.

Fig. 9: Mixed Land use along road corridor Fig. 10: Farmlands and Wells along the road

Fig. 11: One of the numerous schools along the Fig. 12:Fuel filling stations in suburban and road corridor urban areas along the road corridor

5.2 Socio-Economic Conditions 5.2.1 Project Area Population The major settlements are located at both ends of the road project that is Kintampo and Paga. Table 8 indicates the population of the major settlements along the road:

Housing is typically of the rural dwelling type with the exception of the District Capitals. The road network and drainage in settlements is generally poor, and particularly in Kintampo where serious gully erosion is prominent.

On the whole, the project corridor is thinly populated, compared with the central coastal plains or the southeast, with densities ranging between 8 – 100 persons per square kilometre and an average household size ranging from 4.0 to 5.0 persons per household. The national average household size is 8.7 persons.

Table 8: Population of Major Settlements long the Kintampo - Paga Road

Population No. Settlement 2000 1984 1970 Total Male Female 1 Kintampo 28,276 13,800 14,476 13,943 7,149 2 Buipe 5,692 2,734 2,958 1,002 NA 3 Babatorkuma 5,892 2,981 2,911 3,530 1,712 4 Tamale 202,317 100,854 101,463 135,952 83,653 5 Savelugu 24,937 12,213 12,724 16,965 9,895 6 Diare 7,673 3,685 3,988 4,967 3,030 7 Walewale 13,558 6,820 6,738 7,900 5,302 8 Bolgatanga 49,162 23,302 25,860 32,495 18,896 9 Navrongo 15,983 7,615 8,368 19,690 11,031 10 Paga 7,819 3,618 4,201 7,958 3,269 Source: Ghana 2000 Population and Housing Census

5.2.2 Poverty Preliminary studies indicate that welfare and poverty indicators in the project corridor fall below the natural standards on some welfare indicators such as health, education, unemployment, water, electricity and other home amenities. The study indicates that poverty is highest among food crop farmers. Meanwhile farming is the main source of income in the localities.

5.2.3 Health There is a high incidence of water – borne diseases in the area including diseases such as cholera, typhoid, diarrhoea and skin infections. Other include malaria, onchocerciasis, pregnancy – related complications, rheumatism, anaemia as well as HIV/AIDS. Road accidents were also found to contribute to mortality and morbidity statistics especially in the more populated areas along the road corridor.

5.2.4 Education and Employment Education levels tend to be low for older age brackets. There is a gender imbalance in enrolment in the schools in the project area as female enrolment outweighs that of their male counterparts. However the higher numbers of female school dropouts at higher educational levels result in a high level of illiteracy among women.

5.2.5 Economic Activities The main economic activities in the communities are farming (both land cultivation and animal rearing), with some trading particularly in Kintampo, Buipe, Yapei, Tamale, Savelugu, Walewale, Bolgatanga, Navrongo and Paga, which are the major market centres along the route.

5.2.6 Gender Issues Women in the project area are economically active in the informal sector, which does not offer stable or sufficient incomes. Majority are engaged in commerce, mostly trading, (see Figs. 10 & 11) of local foodstuffs and cooked food along the roadside. The trading activities provide self-employment for relatives as unpaid family workers.

Fig. 13: Women traders along the road in Fig. 14: Women selling Yams at Gulumpe Babatorkuma

5.2.7 Indigenous Communities There are no indigenous communities in the sense of marginalized cultural groups along the road corridor. The project corridor is inhabited by motley of tribes. Notable among these include the Dagartis, Moshies, Kokombas, Brongs, Sisalas, Dagombas, Kassenas,

Nankanas, Grushies, Grumah’s, Gonjas, etc. Each of these tribes has their individual chiefs/kings. Majority of the structures in the relatively rural settlements are built with swish and roofed with thatch (see Fig. 15). On the other hand, most of the structures (see Fig. 16) in the more urban and peri-urban settlements are built from concrete blocks and roofed with aluminium sheets and are laid out in linear or random patterns. It was observed that erosion is of a remarkable threat to most of the settlements along the project road.

Fig. 15: Many structures in Rural Settlements are Fig. 16: Structures in Urban Settlements are built with Swish and roofed with Thatch built with Concrete and roofed with Iron Sheets

6.0 ASSESSMENT OF POTENTIAL IMPACTS

6.1 Identification of Impacts The environmental impact forecasts are normally based on the expected effects of the project on the various environmental and socio-economic impact indicators identified. These impacts could either be positive or negative, short-term or long-term, beneficial or detrimental, direct or indirect, reversible or irreversible, etc. The study tries to answer issues such as ‘who will be affected by them and how much’ and will also attempt to show how the road project should be designed or modified to remove or minimise any adverse impacts.

The environmental parameters assessed include:

(a) Physical/Natural Environment; (b) Health and Safety of Workers and Public; (c) Local Economy; (d) Local Transportation; (e) Landscape and Aesthetics; (f) Land Use; and (g) Resettlement/Compensation Issues

Given the variety of project activities, only those which are likely to have a significant impact on the environment have been considered.

6.1.1 Direct Environmental Impacts These normally result from construction, maintenance and traffic use:

(a) Construction The most significant construction - related impacts are those related to land clearing, grading, roadbed construction, removal of vegetative cover, foreclosure of other land uses, modification of natural drainage patterns, changes in groundwater elevation and interference with movement of wildlife, livestock and local residents.

These impacts arise not only at the construction site, but also at quarry sites, borrow pits and materials storage areas serving the project. Adverse environmental and socio-cultural impacts can also occur during both construction and operation phases of the project as a result of air and soil pollution from asphalt plants; dust and noise from construction equipment and rock blasting; fuel and oil spills; trash and garbage; and on large projects, the presence of a large non-resident labour force.

(b) Maintenance and Traffic Use Adequate road maintenance can be costly but is essential to avoid environmental and socio-economic problems. Direct road maintenance and traffic use impacts include; increase demand for motor fuels; accidents with and/or displacement of non-motorised methods of transport; increased air pollution, noise, roadside litter; injury or death to animals and people attempting to cross the road; health risk and environmental damage from accidents involving hazardous materials in transit and water pollution from spills or accumulated contaminants on the road surface.

6.1.2 Indirect Impacts A wide variety of indirect negative impacts, which are primarily socio-cultural, have been attributed to road construction or improvement. Some of the indirect environmental components considered are: induced development (i.e. roadside commercial, industrial and residential activities and urban sprawl development); increased volume of traffic; impairment of non-motorised transportation economy (e.g. pedestrians and cyclists); unplanned or illegal land clearing; visual intrusion by roadside billboards; construction of new secondary roads; greater access to wild-lands and other natural areas; and labour force migration and displacement of subsistence economics.

6.1.3 Positive Impacts • provision of all-weather reliability roads; • reduction in dust pollution; • reduction in vehicular-pedestrian conflicts; • decrease in traffic congestion; • improved road safety and pedestrian facilities; • reduction in travel time; • improved surface and driving condition; • reduction in vehicle operating cost; • availability of on-street parking spaces and bus bays.

Based on literature review, study of similar projects, professional judgment, and consultations with relevant institutions and communities, the following potential impacts and assessment (both beneficial and adverse) of the proposed road project have been identified. 43

6.1.4 Consultations with Stakeholders The result of the field visits and consultations (see Figs. 14 -17 below) held with the various stakeholders as summarized in Appendix 5 revealed the following as potential impacts. These include the following:

1. Dust nuisance could be a serious issue within settlements especially during the dry season 2. Creation of borrow pits leading to potential loss of flora, terrestrial habitats, agricultural land etc. 3. Accident-prone areas in locations with steep gradients, poor visibility, narrow bridges and inadequate road furniture (guard rails or road signs, axle load and speed control devices). 4. Impacts of road reconstruction on electric poles, telephone cables and distribution lines both along the road and within settlements. For example streets lights in Gbimsi will be affected and have to be relocated. 5. Increase in maintenance costs and high transport costs along the road. 6. Reduction in water quality of the streams crossing the project road which could be affected through the sedimentation and washing by the workforce. 7. Requirement of water for the road project - to be from raw sources, so as not to be in competition with domestic sources.

Fig. 17: Interaction with Truck Drivers Group Fig. 18: Interaction with Women at at the Paga Border Kandiga Junction

Fig. 19: Interaction with Chief and Elders at Fig. 20: Interaction with Charcoal Sellers at Wulugu Wulugu

6.1.4.1 Summary of Project Appreciation and Concerns The outcome of the consultations with the various stakeholders and beneficiaries of the Kintampo-Paga (297.0 km) road is summarized as follows.

1. Appreciation • Increased capacity and strength of the road; • Reduced congestion and elimination of envisaged bottlenecks; • Improved drainage conditions and reduced flooding; • Reduced cost of transportation of goods and services; • Reduced vehicle operating times, costs and accidents; • Improved safety for pedestrians and passengers; • Attraction of investors and local businesses; • Increased revenue from business; • Increased income as a result of employment during the construction phase of the project; • Enhanced socioeconomic development of the road corridor; • Improvement in living standards.

As much as stakeholders appreciate and welcome the project, a number of stakeholders and beneficiaries of the project were concerned about the timeliness and adequacy of their compensation packages.

2. Concerns • Clarification of compensation issues; • Prompt payment of adequate compensation for destruction of farmland; • Increased dust and noise pollution during construction phase; • Improvement in the drainage infrastructure to deal with heavy floods and erosion in the project corridor; • Integration of the local roads and planning schemes of utility service providers into project design; • Maintenance of electricity, water and telephone services during the construction phase; • Provision of road signs and speed control devices; • Provision of facilities to minimize pedestrian-vehicular conflicts; • Safety of pedestrians in the settlements along the road corridor; • Disturbance of school activities by noise and other construction activities; • Safety of pedestrians and passengers; • Proper location and rehabilitation of borrow pits and quarries; and • Public awareness and education on the merits and demerits of the project.

6.2 Impact Matrix Table 9 below shows an Impact Identification Matrix for the road project. This was derived by matching the proposed road project interventions to the key baseline environmental parameters of the project area. The potential impacts identified by this method have been categorized according to their level and magnitude of impacts.

Table 9: Impact Identification Matrix for the Road Project

Potential Impacts

Project Activities Soil Erosion Water Pollution Noise Pollution & Vibration Dust Pollution Depletion of land Resources (Gravel) Damage to Local Trees Destruction of Crops/structures Construction Camps Inadequate Compensation Health Hazards

Site Clearance -2 -1 -3 -3 -1 -3 -2 -2 -2 -1

Work at Borrow -3 -1 -1 -3 -3 -3 -3 -2 -2 pits

Earthworks -3 -3 -3 -3 -1 -2 -1 -3

Culvert/Drainage works -3 -3 -1

Road Formation -2 -2 -2 -1 -1

Road Surfacing -1 -1

6.3 Construction Phase Impacts 6.3.1 Dust Pollution Dust pollution and emissions will be experienced mainly along the immediate road corridor as and when the existing surface is scarified during the works. Also, during the construction phase, there would be an increase in the level of dust not only in the working area but also along permanent and interim roads to borrow pits, sand pits as well as disposal sites for spoils and waste. The impact is considered negative and significant. Dust pollution from construction activities are expected to be temporal and will cease in the operation phase.

6.3.2 Noise and Vibration Impacts Since reconstruction will take place along the existing corridor, significant noise and vibration impacts will be experienced more along settlements and the immediate environment of the road from construction equipment and activities. Of particular concern is the effect of noise and vibration on schools, health facilities and churches in all the settlements along the road, but the background noise levels will not exceed the EPA acceptable ambient noise level of 55dBA between 0600-2200 hours, for residential, educational and other facilities.

Noise and vibrations impacts are considered significant and negative especially during the construction phase. It will however reduce appreciably during the operation phase where noise pollution will be experienced from traffic moving along the road.

6.3.3. Surface and Groundwater impacts The impact on water quality is considered negative and significant in the construction phase and slightly negative in the operation phase. The largest impact on present water quality is expected in areas where the proposed road crosses watercourses such as the Black Volta at Buipe (ch 90+450), White Volta at Yapei (ch 151+000) and the Nasia River (ch 279+450) and the other numerous bridge sites (about 503 culvert|bridge sites identified by the inventory) along the corridor. (Figures 21 & 22 refers)

Fig. 21: Black Volta at Buipe (ch 90+450) Fig. 22: White Volta at Yapei (ch 151+000)

During construction and the operational phase accidental spillages of hazardous materials in significant amounts, may end up in rivers or the drinking water dams. The impact is negative and significant.

Discharges of wastewater from construction camps will contribute to polluting nearby water resources. Surface run-off from construction sites and camps may include but not necessarily be limited to hydrocarbons e.g. waste oil and lubricants. Though the construction sites are yet to be identified, the impact is considered to be negative and significant.

6.3.4 Destruction of flora and fauna Vegetation must be cleared and trees must be felled where borrow pits are proposed and on sections where the horizontal alignment is to be straightened. Most of these are tree species include neem, acacia, mahogany, sheanut and mango trees. The area to be affected along the road corridor itself will be between Bolgatanga and Navrongo especially between ch 16+050 after Anateem to ch 25+850 near Navrongo where mahogany trees which have survived the previous reconstruction may be removed for the shoulders of the road to be widened. The same situation may apply to the silk cotton trees at ch 32 +000 after Kayilo Junction on the Navrongo-Paga road (see Figure 23 below). The impact is considered negative but moderate as there are no endangered flora species occurring within the road corridor.

Figure 23: Vegetation of project corridor which may be affected during Construction Phase

The impact on fauna is also expected to be low since the species’ that exist in the project are common. Also, since the road has existed for several years, the impact on fauna is considered to be low to none if the road is not constructed.

6.3.5 Land Degradation - Borrow Pits During rehabilitation/reconstruction borrow and sandpits will be opened (as mentioned in section 3.4) and accessibility by heavy vehicles to some of these sand and borrow pits located on farmlands may be difficult. Consequently, clearance of vegetation may be necessary for the establishment of interim access roads.

The impact of sandpits, borrow pits and dumpsites on the aesthetic and visual quality of the landscape is thus considered negative and highly significant. Considering the high erosion potential of the area, this problem could be aggravated.

Furthermore, disused borrow pits such as those found at CH 79+000(RHS), CH. 80+900(LHS), CH 83+400(RHS), CH 86+350(both L&RHS), CH 98+550(both L&RHS), CH 103+050(RHS), CH 105+000(both L&RHS), etc could serve as breeding grounds (see Fig. 24 below) for mosquitoes and vectors of other water-borne diseases. The impact is considered to be negative and significant.

Fig. 24: Un-recovered Borrow Areas could become breeding grounds for Mosquitoes and other water-borne diseases

6.3.6 Health and Safety Hazards of Local Communities During rehabilitation/reconstruction activities, transmission of diseases and their vectors can be increased via three main pathways: • Stagnant water e.g. from abandoned borrow pits, ponds (see Fig. 21 above) and those formed around turnouts from road drains and uncovered tracks of trucks and machinery; • Reduced drinking water quality in rivers and dams e.g. as mentioned under section 6.3.3 above; • Incidence of diseases associated with influx of migrant workers e.g. HIV/AIDS and STI’s. The impact is therefore considered to be negative and significant.

6.3.7 Construction Camp Impacts Construction camps (the location of which are yet to be identified under this project) when situated close to settlements could generate social upheavals in the settlements through interaction between the workers and the residents. Besides, soil erosion and dust generation may be expected due to clearing/loss of vegetative cover at campsites; solid and liquid waste disposal could interfere with water and air quality. The impact of construction camps is negative and significant. It is considered that mitigation measures will be required.

6.3.8 Drainage, Soil Erosion and Sedimentation The implementation of the project will interfere with the natural movement of surface and ground water. The outcome may be creation of water logged areas when drainage is blocked, or drying out of natural wetlands when drainage is improved. The result may be that those fields may no longer be arable or that wetlands can be turned into farmlands. The impact is moderate since the road corridor already exists and wetlands have been drained or are being cultivated as paddy rice fields as observed between Tamale and Bolgatanga.

Storm water run-off from paved areas is almost 100% over a very short period. From virgin land and fields, only about one third of the precipitation ends up in the river over a significantly prolonged period. Paved areas thus generate increased intensities and volumes of storm water run-off into the natural drainage systems and rivers. This may in turn cause flash floods if the capacity of the river is limited due to natural causes or man-made structures like culverts and bridges. The impact is considered slightly negative for farmlands and moderately positive for villages in the operational phase.

During the implementation phase, the natural drainage paths could be blocked. Initially they will be prone to erosion particularly during the rainy season. The turnouts from the roadside drains can cause erosion to both immediate surroundings and nearby farmlands (if any) resulting in loss of topsoil and fertility. The impact is therefore considered moderately negative for farmlands.

The implementation of the project involves a large amount of excavation and earth movement and clearing of vegetation to widen the road at sections where there will be the need for realignment and at sand and borrow pits. The fine materials of the exposed surface are susceptible to erosion from the high intensity tropical rainstorms. As a result, pollution and siltation of the watercourses might occur during the construction phase. The impact is considered negative and significant.

If construction takes place during the dry season, silt banks formed close to the place of work in the drainage courses may obstruct the flow if proper de-silting is not carried out. For works done during the rainy season, suspended matter will be carried further away with the current and eventually end up in downstream water bodies which may be the source of domestic water for the communities downstream, e.g. as mentioned under section 6.3.3 above.

The impact is considered negative and significant.

6.4 Socio-Economic Impacts The majority of the inhabitants in the three regions are mostly engaged in the agricultural sector. The project will create a lot of temporary new job opportunities for skilled as well as unskilled labour (about 500 in all) in the construction phase. Over the construction period, the construction workers will create a ready market for women caterers and food hawkers. With an increased volume of traffic, new trade and business activities may develop. The impact on employment and income is considered to be significant and positive in the construction phase.

6.4.1 Traffic Diversion During the reconstruction stage, it will be necessary to divert the traffic where proposed/additional drainage structures, etc are being constructed. A large number of cars and heavy vehicles use the road, which is by far the shortest road connecting southern Ghana to the north and Burkina Faso. It is therefore necessary to ensure that the road remains open for traffic throughout the project implementation period.

The traffic diversion could result in increases in traffic accidents, traffic congestions and long periods of waiting. The impact on the road users is considered to be low and negative. Mitigation measures are required during the construction phase.

6.4.2 Disruption of Public Utilities

Public utilities along the project road include water pipelines, telephone lines and electricity overhead/underground cables. The project implementation is likely to result in the temporary disruption of power, telephone and water supply services to areas along the project road and other areas served by these lines. The impact on public utilities could therefore be negative during the construction stage especially in the bigger settlements e.g. Kintampo, Tamale, Savelugu, Walewale, Bolgatanga, Navrongo and Paga.

6.4.3 Public Health and Safety The influx of construction teams during the implementation phase could result in social upheavals or transmission of STIs, HIV/AIDS in the communities along the project route e.g. Kintampo, Babatorkuma, Buipe, Yapei, Tamale, Pong Tamale, Savelugu, Walewale, Bolgatanga, Sumbrungu, Navrongo and Paga among others.

Also, the road project is expected to adversely affect air quality and increase ambient noise levels, which could be potential sources of illnesses among the residents in the nearby communities. The impact is therefore considered moderately negative and significant and therefore requires mitigation measures during the construction phase.

6.4.4 Indigenous Communities and Settlements No indigenous people will be affected. There is the likelihood that some of the communities along the road would at times, for a few hours maybe, have reduced access to homes, family compounds and surroundings, sacred areas and farmlands. The impact is therefore considered minor and is not expected to last beyond the civil works phase.

6.4.5 Land Use and Resettlement Land use will not change. During civil works, however, moveable properties in the right of way may need to be moved a couple of metres at some locations. The right of way assessment concluded that all moveable structures identified were beyond the required construction room (see Appendix 8) .

6.4.6 Disruption of Public Utilities The project implementation is likely to result in the temporary disruption of some public utilities in the various communities served by these facilities which have to be relocated before the actual construction takes off. The impact on public utilities during the construction phase is negative but positive during operation phase.

6.4.7 Impacts of Project on Road Users Persons who live, work and use the project corridor will be adversely affected during the construction phase. The potential impacts include: increased levels of dust; increased levels of noise and vibrations; increase in disease vectors, e.g. Mosquitoes from stagnant waters; improper management of waste materials (both solid and liquid) traffic hold-ups and congestion temporary loss of access to properties

The impact on road users during the construction phase is negative but positive during operation phase. 6.4.8 Civic, Cultural and Sensitive Sites Schools, Churches, Mosques (see Fig. 26) and markets are located in almost all the settlements along the project road and will be polluted by dust, noise and vibration during the implementation phase of the project. The impact on public utilities during the construction phase is negative but positive during operation phase when the pavement would have been resurfaced with asphalt concrete and use of heavy equipment ceased.

Fig. 25: The Mosque will be affected by dust, noise and vibration during the implementation phase of the project

6.5 Operational Phase Impacts Most significant positive environmental impacts of the project will be manifested during the operational phase of the project. These include the following:

6.5.1 Air Pollution In the operation phase, air quality will improve and therefore air pollution is not expected to increase compared to the present situation. The impact is expected to be positive and significant.

6.5.2 Noise and Vibrations Over the life period of the road, traffic will cause noise and vibrations, but future impacts are not expected to exceed the present level of noise and vibrations. The impact is expected therefore to be positive and significant. 6.5.3 Surface and Groundwater Pollution In the operation phase surface and groundwater pollution resulting from storm water run-off from the extended area of pavement will be negligible. This is because appropriate road side drains and culverts will be provided to control erosion and sedimentation. The impact is expected to be positive and significant.

6.5.4 Safety Risks for Vehicular and Pedestrian Traffic The horizontal and vertical realignment together with new pavement of the road will improve road safety and comfort for road users significantly. As a consequence of the traffic calming measures and improvements of the road the number of accidents is expected to decline. Furthermore the implementation of the project is expected to reduce the number of conflicts (see Figs. 27 & 28) between pedestrians, cyclist and vehicles, which will also contribute to a reduction in accident rates. The impact is expected to be positive and significant.

Fig. 26: People crossing the existing road Fig. 27: The existing road line markings in where there are no line markings Babatokumah

6.5.5 Socio-Economic and Cultural Impacts Widening the road and changing the horizontal and vertical alignments will cause land to be taken and change its status to that of a road. The impact is considered to be negative but moderate, since the total area of land to be expropriated is small compared to the total project area. Mitigation measures are however required.

The road project will bring new job opportunities for women and also in particular improve their situation within the agriculture and trading sectors. The influx of labour will temporarily cause a significant increase in the demand for vegetables and other foodstuff traditionally produced by women. Catering and trading opportunities will also appear. It is considered that the positive impact is significant in the construction phase.

The indirect benefits include improved access to health clinics and schools for children. The transport of people and products between the fields and the villages will become faster and safer with the improved road. It is considered that the women will benefit slightly from the savings in time during the operation phase. The impact is expected to be positive and significant.

The present road causes heavy wear and tear on the passing vehicles resulting in frequent and costly visits to the maintenance shop as well as a great loss in availability and human life through rampant motor accidents. Improvement of the pavement and the vertical as well as the horizontal alignment will result in a significant reduction in fuel consumption per tonnage of payload. The effect on overall vehicle operation costs and human safety are positive and significant for the local and regional users in the operation phase.

6.6 Summary of Potential Positive and Negative Impacts A summary of environmental impacts described in section 6 is presented in Table 10 below. The environmental impacts are scored on a basis of 0 to a maximum of 3. Positive impacts are indicated by positive signs (+) and negative ones by negative signs (-). The number reflects the magnitude of the impact, where 1 is a slight impact, 2 a moderate impact and 3 a significant impact. A “0” indicates that no impact is expected.

The most significant positive impacts of rehabilitating the road are the effects on:

• Road safety; • Pedestrian-vehicular conflicts; • Vehicle operating costs; • Regional economy; • Employment and income; • Gender Issues (Women and children).

The most significant negative environmental impacts of rehabilitating the road are:

• A decrease in water and air quality, mainly in the construction phase; • The possibility of increasing erosion, mainly in the construction phase; • Landscape modification through the establishment of borrow pits; • The clearance of vegetation along the existing road; • An increase in noise and vibration, mainly in the construction phase; • The establishment of construction camps; • Disposal of construction wastes; • Increases in pedestrian-vehicular conflicts and the likelihood of accidents; • Disruption of public utility services in the construction phase.

Table 10: Summary of Impacts Necessitating Implementation of Mitigation Measures

Environmental Construction Road Life Mitigation Components Phase Phase Required Physical Water Resources -3 -1 Yes Erosion -3 +1 Yes Air Quality -3 +2 Yes Land and Land Use Expropriation of Farmland -1 0 Yes Establishment of borrow pits -3 -1 Yes Disposal of Construction -3 0 Yes Wastes Natural Resources Flora -2 +1 Yes Fauna -1 -1 People Noise and Vibrations -3 +3 Yes Construction Camps -3 0 Yes Public Health -1 +1 Yes Gender Issues +3 +1 Employment and Income +3 +1 Regional Economy +3 +1 Traffic conditions Road safety, Accidents and -3 +3 Yes Comfort Pedestrian-Vehicular -3 +3 Yes Conflicts Cost of Transportation, 0 +3 Vehicle Operation Costs Infrastructure Public Utilities -3 +1 Yes Total -23 +18

7.0 ENVIRONMENTAL MITIGATION MEASURES This chapter includes proposals for mitigation of the significant adverse impacts identified in the previous chapter and plans for ongoing management of the project to ensure that environmental impacts will be kept to the minimum throughout the lifetime of the project. The mitigation measures have been defined and focused on sound technical or engineering modifications. Proposals have been made to address the following issues:

7.1 Mitigation of Bio-physical Adverse Impacts 7.1.1 Contractor’s Work Camp and Workshop Areas The Contractor shall provide and maintain sufficient suitable stores, tanks and workshops for the proper storage of materials, fuel, plant and equipment and for the efficient maintenance of any such plant and equipment on approved sites.

In this regard, the Contractor shall provide sealed troughs of such capacity as to store diesel tanks and as to allow holding back the total volumes of fuel in case of leakage. Areas for vehicle servicing and fuelling, workshops and storage areas for hazardous fluids shall be suitably covered and be constructed in such a way as to retain any spillage of oil, fuel or any used fluids which may occur. This would include but may not be limited, to the provision of a sealed ground and appropriate drainage systems including oil and grease traps in connection with all the above facilities as well as for vehicle and plant washing sites.

Sitting of servicing of plants, equipment and vehicles shall be restricted to such areas and operated in such a manner as to avoid spillage and contamination of streams or other drainage courses. The Contractor shall provide beams or channels to divert water away from streams that are known to be water sources for local communities. Prior to siting of such facilities, the contractor shall submit details of measures for the prevention of pollution for the approval of the Engineer.

The Contractor shall be responsible for the regular collection of all used fuels, oils, or any other plant or vehicle fluids and to securely store these fluids prior to their disposal.

As regards fire safety at work camps, the Contractor shall provide and maintain suitable fire fighting equipment at the appropriate locations within and outside the contractor’s yard as appropriate. He shall take all possible precautions to provide for the safe storage and handling of petroleum, gas bottles and all other inflammables. The Contractor shall further submit an emergency response plan for the approval of the Engineer. 60

The Contractor’s yard area, workshops offices etc. shall be located and arranged in such a manner to preserve existing trees ad vegetation to the maximum practicable extent. Trees to be preserved shall be individually demarcated by the application of a warning tape or as approved by the engineer, on the individual tree at appropriate height and relevant workers shall be informed accordingly prior to site clearance.

7.1.2 General Management and Re-instatement of Borrow Pits The location, alignment and grade of access roads shall be subject to approval by the Engineer. On completion of works such access roads shall be restored to the original contour and made impassable to vehicular traffic. The contractor shall scarify the excess roads as needed to facilitate natural re-vegetation, provide for a proper drainage and prevent erosion.

7.1.2.1 Site Selection Site selection shall require the initial approval of the Engineer and generally exclude uphill sites, steep slopes, protected areas, sites of cultural importance and shall, as a rule, also exclude the immediate vicinity of schools, health facilities, recreational facilities etc.

7.1.2.2 Demarcation of Work Area and Preservation of Trees The work area shall be clearly demarcated and the Contractor shall be responsible not to expand his activities beyond the pre-set boundaries without the prior approval of the Engineer. On completion of demarcation, the Engineer may indicate trees that should be conserved during operations and inform the contractor accordingly.

7.1.2.3 Payment of Compensation to Land Owners Temporary land acquisition will occur for borrow pits and possibly for diversions. The Contractor shall in the case of each individual borrow pit show evidence to the Engineer’s Representative and the GHA that the respective land owner has been duly identified. GHA will evaluate the properties affected and submit the list and values of the affected properties to the Land Valuation Board for approval. Compensation to landlords and land tenants will be effected by the Contractor and evidence provided to the Engineer and GHA, prior to any action on the land in question.

7.1.2.4 Material Extraction The Contractor shall carry out land clearing and topsoil removal as two separate operations. All topsoil shall be heaped up and stockpiled in defined areas of the borrow pit, such as to facilitate its full re-use and subsequent redistribution on the terrain. During extraction of materials the Contractor shall, in accordance with Clause 6.8 of the General Specifications, prevent the creation of depressions where stagnant water may accumulate and shall, if the latter cannot be fully avoided, provide appropriate drainage at any stage of his operations.

7.1.2.5 Re-instatement of Borrow Pits /Landscaping Reinstatement of borrow pits shall take place to the full satisfaction of the Engineer and include (in this sequence):

• Leveling of the complete terrain • Distribution of overburden/spoil material and elimination of any depression that would allow for the creation of stagnant water bodies • Re-distribution of topsoil from stockpile

The Contractor shall carry out any further such measure for the control of erosion or the reinstatement of the landscape etc. as directed by the Engineer. Re-instatement of any borrow pit shall preferably take place successively according to the progress of material extraction at the respective site so as to allow for a possibly short period of exposure and an early completion of the landscaping measures, in support of a possibly early re-establishment of a natural vegetation cover and the minimization of soil erosion and fertility loss.

The costs of complying with this sub-clause shall be included in the prices tendered in the Bill of Quantities for other items of work.

In compliance with section 6.8 (iii) of the General Specifications, the Substantial Completion Certificate shall only be issued to the Contractor on the full completion of the measures described above.

7.1.2.6 New Sandpits or Borrow Pits Whenever it becomes necessary for the Contactor to open a new sandpit or borrow pit he will be required to submit the details thereof to the Engineer for approval. The submission shall include: • Exact location (markers to be placed in the field); • Plan of the area indicating type and size of trees; • Excavation plan (management of vegetation and top soil, volume and depth of excavation); • Rehabilitation plan for sandpit, borrow pit and interim road (waste and spoils to be received, grading and spreading of top soil, re-vegetation, seeding/planting, storm water management, erosion protection and pounding).

The Engineer shall then seek the approval of such plans from the relevant authorities and the affected landowners/neighbours. The Contractor shall only open pits for which he has obtained written consent from the Engineer.

The Contractor shall be held liable in case he opens up unauthorized pits; dumps waste and spoil materials indiscriminately and/or fail to rehabilitate any of such sites according to the approved plan. The Engineer shall seek the consent of the Department of Forestry and the EPA before issuing certificates for full payment to the contractor. The sum withheld should be ample for bringing in another Contractor to complete the requirements. Rehabilitation of interim roads, sandpits, borrow pits and dumpsite shall take place as soon as they are no longer needed for the project and not at the end of the project.

7.1.3 Disposal of Waste Material Waste materials including, but not restricted to, refuse, garbage, sanitary wastes, industrial wastes, and oil and other petroleum products, shall be disposed of by the Contractor. Disposal of combustible materials shall be by burying, where burning of approved materials is permitted or by removal from the construction area. Disposal of non-combustible materials shall be by burying where burial of such materials is approved by the Engineer in consultation with the EPA or by removal from the construction area. Waste materials removed form the construction area shall be disposed of at approved dump sites.

7.1.4 Prevention and Minimization of Soil Erosion and Sedimentation The Contractor shall plan and execute any earth work activity with due diligence and skills to prevent soil erosion. Exposed surfaces prone to erosion shall be seeded for prompt re-vegetation with endogenous species.

Where soil erosion cannot be prevented, suspended matter above 0.1 mm diameter shall be settled out in appropriately designed silt traps before discharge to any receiving water body. Turnouts from roadside drains shall not be discharged into cultivated land due to the high-risk of erosion. Turnouts will always be constructed to avoid erosion at or downstream of the point of discharge.

7.1.5 Health and Safety Measures The Contractor shall at all times comply with the provisions of clause 1.23 of the Ghana Highway Authority Standard Specifications for Roads and Bridge Works and with all applicable Ghanaian laws and regulations concerning the health and safety of all persons present at his work sites at any time.

The Contractor shall also be responsible for providing drinking water for his work force in sufficient quality and amounts and at appropriate locations within the corridor under construction.

Malaria and other water related diseases are endemic to the area. It is proposed to mitigate adverse impacts especially during construction through:

• Implementation of management practices aimed at eliminating breeding sites of disease vectors and the creation of new ones. In this context, pits and quarries should be used as landfills, for disposal of spoils, graded and re-vegetated; • Formation of ripples in river systems should be avoided by not dumping logs in them or leaving debris of old structures in the riverbed. This will forestall the creation of congenial habitats for the breeding of the simulium vector of onchocerciasis.

In addition, it is recommended to carry out an Environmental Information and Awareness Campaign. The campaigns shall be planned by the District Assemblies and executed with the assistance of other local authorities, schools, health institutions etc.

Additionally, an NGO/CBO or Consultant would be employed to carry out sensitization, education and prevention programmes on HIV/AIDS and STI’s in all the communities along the project corridor prior to the arrival of the Contractor’s arrival. Social marketing of condoms at identified retail point would form part of the programme. To this effect a baseline study on the level of HIV/AIDS awareness and education programme is underway to identify and recommend appropriate programmes to be performed along the corridor.

The Contractor would also be given a work programme for sensitization programs to be undertaken for his workforce. Adequate clauses for these will be included in the Contract document for effective implementation of STI and HIV/AIDS programmes.

7.1.6 Air (Dust) Pollution Control Measures The generation of dust which often seriously affects traffic safety, the safety of workers and pedestrians, may damage crops and cultivated fields and therefore should be strictly controlled as it has been observed to be a regular source of nuisance and complaint when road works take place within settlements For this purpose, the contractor shall carry out proper and efficient dust control measures wherever and as often as required, especially within settlements. Such measures shall be extended to haulage routes where required for reasons of traffic safety.

The Engineer may direct sprinkling of water or other measures of dust abatement if required to obtain adequate control. The Contractor shall be held liable for any damage resulting from dust originating from his operations under these specifications on the right-of-way or elsewhere.

In carrying out the watering of roads the Contractor shall make sure that this activity may not compete, at any time, with the water demands of local communities, both in quantity and quality.

The Contractor shall comply with the EPA standards and regulations concerning the prevention and control of air and noise pollution. Notwithstanding the above in conduct of construction activities and operation of equipment, the Contractor shall utilize such practicable methods and devices as are reasonably available to control, prevent, and otherwise minimize atmospheric emissions or discharges of air contaminants and excessive noise. In this regard and in order to control noise, vibrations and particulate emissions the Contractor shall be responsible for maintaining and operating any equipment used in construction site in accordance with original manufacturer’s specifications and service manual.

The emission of dust into the atmosphere shall be strictly controlled during the manufacture, handling, and storage of concrete and road aggregates and the Contractor shall use such methods and equipment as are necessary for the collection and disposal, or prevention of dust during these operations. The Contractor’s methods of storing and handling cement shall also include means of eliminating atmospheric discharges of dust.

In no case shall unapproved materials, such as tyres, plastics, rubber products, asphalt products, or other materials that may create public health hazard be burned. Non-compliance with these latter provisions shall involve an automatic fine which shall be deducted from next payment due.

Equipment and vehicles that show excessive emissions of exhaust gases due to poor engine adjustments, or other inefficient operational conditions, shall not be operated until corrective repairs or adjustments are made. To this regard the Engineer may also advice the Contractor to completely exclude faulty vehicles or engines from further use during construction.

7.1.7 Prevention of Surface and Groundwater Pollution The Contractor shall perform his construction activities by appropriate methods to prevent entrance in to or accidental spillage of solid matter, contaminants, debris or other pollutants and wastes into flowing or dry watercourses and underground water sources. Pollutants or wastes include, but may not be limited to refuse, garbage, cement, concrete, sanitary waste, oil and petroleum products etc.

Where structure foundations or earthwork operations encroach on or take place adjacent to streams or watercourses, work shall be conducted in such a manner to prevent muddy water and eroded material from entering the streams or watercourses by the construction of bypass channels, barriers, settling ponds or other means as approved by the Engineer. Construction material or other excavated materials shall not be stockpiles or deposited near to or on stream banks or other watercourse parameters where they may be washed away by high water or storm runoff or may in any way encroach upon the watercourse itself. The Contractor shall avoid the entrance of waste-water from aggregate, concrete batching or further construction operations into streams, watercourses or other surface waters without the application of adequate and approved control methods. Any such wastewater discharged into surface waters shall contain the least possible concentration of perceptible material.

Where a water source is used by a local community and made unwholesome due to the construction operations, the contractor shall, at his own expense, provide potable water until alleviation of the problem. 7.1.8 Landscape Preservation The Contractor shall exercise care to preserve the natural landscape and is expected to carry out his construction operations so as to prevent any unnecessary destruction, scarring or defacing of the natural landscape in the vicinity of his operations. Except where clearing is required for permanent works e.g. (local improvement of sharp curves; new culverts), approved construction roads and excavation operations, all trees, hedges and native shrubbery shall be preserved and protected from damage by the Contractor’s operations and equipment. All movement of labour and equipment within the right of way shall be performed in such a manner as to avoid damage to grazing land, crops and property. Re-seeding or replanting will not be required under these specifications except as otherwise determined. Any unnecessary destruction, scarring, damaging or defacing of the landscape caused by the Contractor’s operations shall be, at his own expenses, repaired, replanted, re- seeded or otherwise corrected as directed by the Engineer.

On completion of the work, all works areas will have to be scarified and generally left in a condition that will prevent erosion, provide for proper drainage and facilitate natural re- vegetation.

7.1.9 Noise and Vibration The Contractor shall ensure that his equipment is well maintained and operated according to the manufacturers’ original specifications and service manuals so that the EPA Guidelines on ambient noise are observed especially if work is performed at night.

7.1.10 Preservation of Cultural Goods Identified items of socio-cultural significance for consideration mainly refer to cemeteries and single graves which are normally located at the outskirts of settlements. So far, neither historical sites nor other items of cultural significance have been identified within the right of way.

The design works show that, alignment of the road shall mainly remain within the existing corridor. Any destruction or relocation of cemeteries and graves are therefore not envisaged.

Maximum precautionary measures shall however be exercised to avoid any damages or destruction such areas (if any).

7.1.11 Traffic Signals During construction the Contractor shall provide at all times appropriate traffic signs and information for road users, including lighting equipment and reflective markings to safeguard night traffic. In the event that sign boards or lighting equipment, posts or any other safety equipment disappears from its previous site for whatever reason, the Contractor shall be responsible to replace any such equipment within a maximum of 24 hours. For such reason, the Contractor shall keep reasonable stock of all relevant safety and marking equipment, including security lights, barriers etc.

On the approaches of obstacles on the corridor under construction, the Contractor shall provide, erect and maintain reflecting traffic signs and traffic control signals on the site and at such positions as may be directed by the Engineer. He shall also, on request, provide protection for pedestrians during construction. Relevant signs should be maintained for post-constructional use. The costs of complying with this sub-clause shall be included in the prices tendered in the Bill of Quantities for other items of work.

Access shall be generally maintained to all public and private properties adjacent to the construction site during construction. Within settlements, the contractor shall provide at his own expense appropriate facilities to maintain access to houses, markets and any other significant infrastructure at all times and to the satisfaction of the local community. To this effect, the Contractor shall be responsible to act to the full satisfaction of the Engineer and make corrective measures where required.

7.1.12 Traffic Diversion and Relocation of Public Utilities The Contractor is obliged to keep the road open to traffic during project implementation. The agreement shall state a maximum acceptable waiting time before interim bypass roads parallel to the existing road must be established and necessary road signs giving advance warnings and directions put in place. The Contractor and the project Engineer shall arrange details of road diversions with the local traffic police.

The Contractor shall contact the responsible agencies namely Ghana water Company, Ghana Telecom, and the Electricity Company of Ghana to relocate all utility lines before commencement of work and to provide ducts for future installation of underground utility lines.

7.2 Socio-Economic Mitigation Measures 7.2.1 Affected Properties Potential properties that might be negatively affected will be valued by GHA Valuation Section in conjunction with the Land Valuation Board (LVB) for compensation to be paid to the affected persons, in accordance with the State Property Contracts Act 1960 (State Lands Act 125, 1962) and the Lands Act (Statutory Measures) Act, 1963.

7.2.2 Access Problems In order not to disrupt movement of people as a result of the contractor’s activities, the contractor should inform the public and road users about the road works and any access problems through meetings, road signs, the media and any other means. The contractor should also provide alternative access routes or diversions wherever the construction work conflicts with public movement.

7.2.3 Public Health and Safety (PHS) To mitigate the adverse effects of the project on the health and safety of the public GHA should educate the contractor on the need to control air and noise pollution and on the benefits of regular equipment maintenance.

On the other hand the Contractor is to minimize dust by watering exposed surfaces adequately and at regular intervals; restrict dust producing activities (e.g. haulage of materials and construction traffic) and the use of noise or dust generating machinery to normal working hours and also avoid creating areas with stagnant water which risk becoming breeding sites for mosquitoes. The Contractor should erect appropriate warning and directional signs especially in and near settlements during the construction stage to enforce speed limits.

7.2.4 Disruption to Utilities Relocation of utility lines destroyed during implementation of the works should be done with the minimum inconvenience to consumers. Where possible the communities should be given prior information about the disruption through newspaper, radio and TV announcements.

7.2.5 Inadequate Social Benefits GHA should ensure that affected properties are realistically assessed and compensation paid promptly to the owners before the commencement of the works. The Contractor should also endeavour to employ people from the various communities along project corridor. 7.2.6 Improvement of Road Side Business To effectively mitigate the impacts of roadside business operated especially by women on the project, it is recommended rest stops and bus-bays (as designed for the Konongo – Kumasi road) where goods as well as foodstuffs will be sold should be incorporated in the design. GHA should also ensure that affected properties are realistically assessed and compensation paid promptly to the owners before the commencement of the works.

7.2.7 Road Safety and Education and Awareness Raising Campaigns Road safety education, environmental information and awareness raising campaign shall be organized for residents along the project road to educate them to be safer road users. Public health and HIV/AIDS awareness-raising in the communities and work camps shall also be included.

The campaigns shall be planned and executed in conjunction with the assistance of other local authorities, the National Road Safety Committee, schools, health institutions etc. These educational campaigns are expected to assist in the reduction of road accidents and HIV/AIDS prevalence rate.

7.3 Cost of Mitigation Measures Ensuring sound and environmentally friendly operating practices by the contractor demand the inclusion of suitable clauses in the specification for the works, contract document and costs in the Bills of Quantities (BOQ). However, impact mitigation and management costs money and it is obligatory for the Client to make available funds for such measures. Ghana Highway Authority (GHA) covers expenses relating to expropriation of farmlands, demolishing of properties and resettlements and movement fees of those doing business in the right of way (ROW).

For example, the cost of a road safety, environmental information and HIV/AIDS awareness raising campaign can be variable. In this case a provisional sum of $100,000 is proposed to be put in the BOQ in the contract document to cater for this. The campaigns would be planned with the Municipal Assembly and executed with the assistance of other local authorities, the National

Road Safety Commission, National Aids Commission, Schools, health institutions and the general public.

A summary of some of the important cost lines for mitigation is shown in Table 11. Table 11: Summary of Costs of Mitigation Measures

Item Proposed Mitigation Provision in BOQ Ensuring proper sanitary facilities at construction No separate cost item for Water Resources camps and preventing contamination of surface clauses in Contract Document water bodies and groundwater ¢1,500,000 estimated Plan and execute any earth works with due diligence No separate cost item for Earth Works to prevent, alternatively minimize, soil erosion clauses in Contract Document ¢3,500,000 estimated Minimize emission of hydrocarbons and generation No separate cost item for Air Quality of dust at work sites, access roads and borrow pits clauses in Contract Document. A420.7 – ¢720,000,000

Proper and adequate compensation promptly paid to Final budget to be made Structure and the owners. Payment should take place before available after LVB approval Farmlands structures and farmlands are taken over by the of GHA’s valuation of project. properties. Item A420.3, A420.4 - ¢600,000,000 Establishment of Adequate operation and rehabilitation of borrow pits Item for landscape modi- Borrow Pits and other landscape modifications fication included in BOQ. Item A272 - ¢1,500,000,000 Trees Trees to be felled should be replaced with trees of Cost to be included in the the same or appropriate species BOQ. Item 830 ¢140,000,000

Noise Pollution Ensure that the EPA Guideline on ambient noise and No separate cost item for air (especially dust) is observed. clauses in Contract Document for noise. ¢70,000,000 estimated Public Health Ensure that the contractor implements all measures Cost included in the BOQ. for ensuring safe passage of traffic around or A290.5 -¢36,000,000 through the construction site at all times Construction Ensure that construction camps are carefully sited Cost covered under he BOQ. Camps and arranged to minimize their impacts on the Item A311.1, A311.2, A314.1 environment and A314.2 -¢8,320,000,000 Traffic Safety and Oblige the contractor to keep the road open for Cost included in the BOQ. Traffic Diversion traffic during the project implementation Item A270 - ¢720,000,000

Environmental and Environmental information, HIV/AIDS, STI’s and Cost to be included in the Safety Campaigns malaria control and awareness raising campaign BOQ. A290.1, A290.3 - ¢500,000,000d Effect on Women Provision of five (5no.) sheds and sanitary facilities Cost included in the BOQas and Roadside for women trading along the road. part of A420.12. An amount Business ¢1,160,000,000 proposed. Logistics and Cost of Logistics and Monitoring by Environmental Cost included in the BOQ. 71

Monitoring by Monitoring Unit and Road Safety Audit by GHA Item A420.14 - EMU & RSA by ¢3,600,000,000 GHA TOTAL ¢17,371,000,000.00

7.4 Compensation/Resettlement Action Plan For bituminous overlay works like proposed the project, work will be restricted to the existing road width. As a result, structures which fall within the right-of-way (ROW) of 15m from the center line but do not fall within the inner band of 12.3m (i.e. 6.15m from the center line) will not interfere with the strengthening works. All structures along the Kintampo-Paga road fall outside the inner band of 12.3m (see Appendix 8). There will, therefore, not be the need for a comprehensive Resettlement Action Plan to be prepared. However, appropriate compensatory measures will be taken to assist people who have moveable properties that may be affected.

8.0 ENVIRONMENTAL MANAGEMENT PLAN The Environmental Management Plan (EMP) will act as an abridged Operational Manual for the project with respect to environmental issues during the implementation and operation of the project. It sets out in practical terms, how the mitigation measures proposed should be implemented. It includes details of the environmental monitoring programme (i.e. it defines various responsibilities, parameters, locations and frequency).

8.1 Key Stakeholders The key stakeholders in the environmental management activities are: GHA and EPA (Government Agencies), the Design Consultant, Engineer, Contractor, Local Authorities and, to some extent, the Public. Responsibilities for implementation of the proposed mitigation measures have been allocated to the various stakeholders as discussed below.

8.2 Key Actions and Responsibilities 8.2.1 Key Actions A number of possible negative impacts were identified during the environmental assessment. Mitigation measures to minimize or eliminate the negative impacts have been proposed for implementation. The key actions required will focus on the following:

8.2.1.1 Protection of Existing Utilities and Works • Electricity The project shall be fed with electricity from the National Grid through transformers installed on site and distributed by a three (3) phase supply lines or by the Contractor’s generating plants.

The company shall ensure that all persons working in such areas are aware of the relatively large distance that high voltage electricity can ‘short’ to earth when cranes or other large masses of metals are in the vicinity of power lines.

• Water The project site shall be provided with water from the various GWCL or other water service providers, e.g. Kintampo Water Supply. In the event of water supply cut off due to fault on the mains, the project sites and other affected residential areas shall be supplied with water through mobile water tankers from the Contractor’s and GWCL mobile water tankers. 73

8.2.1.2 Occupational Health and Safety Measures No occupational hazards are expected at the site during the construction stage since measures shall be put in place to reduce the risk of accidents and respiratory diseases.

The company shall ensure as far as practicable that the health, safety and welfare of employees and all other persons on site are secured. Protective clothing and safety equipment shall be provided to all staff and labour engaged on the project, e.g. safety boots, nose masks, gloves, goggles and coveralls.

In addition, First Aid Services shall be provided at the site offices to provide immediate attention to accident or ailing victims before being referred to nearby clinics or hospitals when the need arises.

8.2.1.3 Staff and Labour Issues The implementation of the project is expected to provide employment opportunities for a lot of the unemployed youth during and after the construction stage as well as help to provide transport opportunities for the people living along the road corridor.

The contractor shall ensure that conditions of employment for the staff are in accordance with those established in the Collective Agreement between the Association of Building and Civil Contractors of Ghana (ABCCG) and the Construction and Building Materials Workers Union (CBMWU). 8.2.1.4 Social and Environmental Checklist Social and environmental checklists as presented in Appendix 6 shall be prepared for the monitoring of the project at least once a month.

8.2.1.5 Livelihoods The Ministry of Transportation through GHA, the implementing agency, shall appropriately value and pay adequate compensation for all affected properties during land acquisition stage before work begins at the site.

8.2.1.6 Measures for Air and Noise Quality During construction phase, dust and noise pollution will be experienced at various levels. The contractor shall ensure that dust generation is reduced by frequently watering all exposed surfaces. In addition, the contractor shall ensure that all vehicles and equipment on site shall be regularly maintained according to the original manufacturer’s specifications and service manuals to reduce particulate emissions and noise pollution.

8.2.1.7 Traffic Management during Construction As the road shall be built without closing the existing road there are potential minor negative impacts for the existing traffic, access, and road safety. These can be mitigated by requiring the Contractor to undertake temporary traffic management measures.

The Contractor shall take reasonable precautions to keep all public or private roads clear of any spillage of material from his traffic to the satisfaction of the Engineer. All such spillage which occurs shall be cleared without delay.

The Contractor shall also provide, erect and maintain on the site and at such positions on the approaches to the site, traffic control signs necessary for the direction and control of traffic. The signs shall be reflectorised or adequately illuminated by night in a manner approved by the Engineer and kept clean and legible at all times. The Contractor shall reposition, cover or remove signs as required during the progress of the works.

The Contractor shall construct, maintain, remove and reinstate temporary diversion ways wherever the Works will interfere with existing public or private roads or other ways over which there is a public or private right of way for any traffic, to the satisfaction of the Engineer and the approval of the Police.

8.2.1.8 Employment The Contractor to be selected to execute the works will need to recruit new casual workers and it is proposed that they are encouraged to direct particular effort to taking on people from the vicinity of the construction site.

8.2.2 Key Responsibilities 8.2.2.1 Current Environmental Policy of GHA Enshrined in the Ghana Highway Authority’s policy framework are issues regarding the protection of the environment, occupational health and safety, etc which is signified in the setting up of a whole unit under the Road Safety and Environment Division. In these policies, the responsibilities and roles of the Authority regarding general and specific situations are clearly indicated. To this effect, the commitment of the Ghana HighwayAuthority to its policy objectives can be summarized in the following statement that: ‘the construction and operation of the road project will be undertaken using the best available technological and human resource capacity of the Authority to ensure sustainable development’.

Similarly the Environmental Protection Agency has a mandate which covers monitoring of projects to ensure compliance with approval conditions mitigation measures, quality standards and all other environmental conditions. Table 12 summarises the environmenmtal management responsibilities of the GHA and EPA for the various phases of the project.

Table 12. Environmental Management Responsibilities of the GHA and EPA

PROJECT PHASE NO RESPONSIBILITIES OF GHA/EPA 1 Issue necessary environmental permits, instructions and guidelines to Project Preparation be incorporated in the Project Document. 2 Approve of locations for quarries and borrows pits and plan for their rehabilitation. 3 Inspect and together with the Engineer, marks trees along the existing road to be felled Project Execution 4 Observe the overall environmental performance of the project. 5 Issue instructions and guidelines for additional mitigation measures to be included during project execution. 6 Issue interim notes of approval for staged rehabilitation of project areas, e.g. construction sites, borrow pits, campsites. 7 Conduct awareness raising campaigns on public health as well as on traffic safety. Demobilisation 8 Issue letter of recognition that all environmental obligations have been appropriately fulfilled

8.2.2.2 General Roles and Responsibilities of the Consultant/Engineer The Engineer shall be responsible for supervising and enforcing the Contractor’s performance on all environmental provisions that are included in the Contract and may recommend additional mitigation measures for implementation where deemed necessary. He shall assist and support GHA’s Environmental Unit or any other institution responsible for the monitoring of the general environmental impact of the Project. The consultant shall also ensure that road safety education, environmental information and awareness raising campaign is organized for residents along the project road to educate them to be safer road users. Public health and HIV/AIDS awareness- raising programmes in the communities and work camps shall also be included.

Table 13 Environmental Management Responsibilities of the Design Engineer The Design Consultant/Engineer shall prevent erosion and PROJECT DESIGN 1 other negative impacts by incorporation of suitable measures in the project design. The Design Consultant/Engineer shall incorporate all suitable clauses requiring the contractor to execute his work CONTRACT DOCUMENTS 2 with due diligence and apply environmentally friendly methods. Such requirements must be accompanied by the necessary methods for monitoring and enforcement. Clauses with principal contents, as outlined in section 7.2 are considered as the minimum requirements. 3 The Design Consultant/Engineer will supervise and enforce the contractor’s performance on all environmental requirements included in the contract Documents.

The Design Consultant and Engineer will monitor the overall IMPLEMENTATION 4 environmental impact of the project and recommend additional mitigation measures for implementation when deemed necessary.

The Design Consultant and Engineer will liase with the local 5 health, traffic and educational authorities to plan agreed awareness raising campaigns.

8.2.2.3 General Roles and Responsibilities of the Contractor The construction method and behaviour of the Contractor and his workforce will determine the extent to which the project could adversely impact on the environment. The basic responsibility of the contractor towards protecting the environment has been defined as such to compel the contractor to take all reasonable steps to protect the environment and avoid damage and nuisance arising as a result of his activities.

The Contractor shall ensure that site managers and foremen are well aware of the potential environmental as well as the relevant health and safety implications of the Project. He shall also 77 ensure that all relevant staff are well aware of pertinent national safety regulations, sufficiently trained in environmentally friendly construction methods and that these methods are ultimately applied and appropriate measures taken throughout the implementation of the Project.

The Contractor shall be familiar with all pertinent national and local legislation relating to his activities and shall generally take all reasonable steps to adequately secure traffic, road and health safety and to protect the environment on and off the site during construction. He shall prepare and perform his work in such a way and achieve such results as to avoid damage or nuisance to persons, to public property or others resulting from the organization of traffic, from pollution, noise or any other causes arising as a consequence of these methods of operation. Considering the impact that the project will have on the environment, it is expedient that the Environmental Clauses are specifically defined and incorporated in the contract agreement to enable the Contractor reduce or eliminate the environmental impacts and also to emphasize the importance of environmental protection. He shall inform the Engineer in due time of any unforeseen adverse environmental impacts that may arise. Table 14 summarises the environmental management responsibilities of the contractor

Table 14 Environmental Management Responsibilities of the Contractor

PROJECT PHASE NO CONTRACTOR’S RESPONSIBILITIES

Ensure that the headquarters staff as well as site managers and 1 foremen are well informed about all environmental issues of the project. Ensure that his site managers and foremen know about and 2 understand environmentally friendly construction methods, especially those related to prevention of soil erosion Mobilisation Maintaining and operating his own and sub-contractor’s equipment in accordance with the original manufacturer’s 3 specifications and service manuals to control noise, vibrations and emissions. Faulty equipment must be rectified or replaced within 24 hours of being given notice 4 Properly establish, operate and rehabilitate construction camps Prepare and submit plans for borrow pit management for 5 approval by the relevant authorities and the Engineer in due time before starting any clearing activity at the site.

Establish a waste management plan covering all types of 6 waste Possess adequate relevant knowledge of the rules and regulation for environmental protection in Ghana: 7 Noise Air 78

Tree cutting Fulfil all environmental requirements of the contract 8 documents Apply environmentally friendly equipment and construction 9 methods Inform the Engineer if any unforeseen negative environmental 10 impact should occur. Project Execution Responsible for the occupational health and safety of all 11 persons (workers and visitors) present at his work sites at any time. Responsible for providing safe passage around or through his 12 work site for all kinds of traffic Spraying any dusty road touched upon by project activities to 13 sufficiently fulfil the EPA guidelines for ambient air quality. Possess erosion prevention work plans and promptly re- 14 vegetate all exposed areas. Provide proper storage facilities for fuel, oil and lubricants and 15 wastes there of to prevent water pollution.

Responsible for providing potable water to any community 16 whose water source is made unwholesome due to the project activities until the water is made wholesome again Responsible for not cutting or damaging any trees which have not been marked for felling. Felling/destruction of such trees 17 will involve an automatic fine to be deducted from next payment due. Any tree felled is the property of the Government of Ghana and must be handed over to the Department of Forestry. Responsible for the management of all type of waste generated from construction activities, camps, quarries and 18 borrow pits. Waste include that from asphalt plants must be dealt with in such a manner that any kind of water pollution is prevented. Responsible for immediate elimination of any breeding site of 19 disease vectors resulting from the project activities. Ensure that all affected project areas have been properly Demobilisation 20 cleaned of waste, graded and re-vegetated

8.2.2.4 Environmental Management Responsibilities of the Public The general public has no specific tasks in the environmental management plan. Their role however is very important. The public must express its concerns about the project not only in the preliminary design phase but also wherever it becomes aware of previously unforeseen impacts or that impacts take on a different order of magnitude than expected. The public has an unwritten obligation to inform the authorities and the Supervising Engineer about such developments as early as possible. The public will also be the target of awareness raising campaigns to mitigate the negative impacts of the project.

8.3 Key Environmental and Social Clauses Management of the impacts identified is best achieved through the incorporation of clauses in the construction contract document. Rigorous enforcement of the contract clauses ensures the effective mitigation of the adverse environmental impacts. The contractor’s responsibilities are defined in the following clauses, to be incorporated in the contract document or specification for the works.

8.3.1 General Clauses Clause 1: The contractor shall be responsible for familiarising himself with all national and local legislation relating to his/her activities during the construction phase of the project. Clause 2: The contractor shall throughout the implementation phase of the project take all reasonable steps to protect the environment on and off the sites so as to avoid damage or nuisance to persons or property of the public or others resulting from pollution, noise or other causes arising as a consequence of his/her methods of operation.

8.3.2 Environmental Clauses

• WASTE DISPOSAL Construction of the road is likely to generate waste in various forms, which need to be dealt with to avoid environmental degradation either on or off-site. The situation could be controlled through the incorporation of the following clauses.

Clause 3: The contractor shall at all times maintain all sites under his control in a clean and tidy condition and shall provide appropriate and adequate facilities for the temporary storage so as to avoid the necessary accumulation of waste; Clause 4: The contractor shall be responsible for the safe transportation and disposal of all waste generated as a result of his activities in such a manner as will not give rise to environmental pollution in any form, or hazard to human or animal health. In the event of any third party being employed to dispose of waste, the contractor shall be considered to have discharged his responsibilities under this clause only when he has demonstrated that the transportation and disposal arrangements have not given rise to pollution or will give rise to health hazard;

Clause 5: The contractor shall be responsible for the provision of adequate sanitary facilities for his workforce and that of his sub-contractors. The contractors shall not allow the discharge of any untreated sanitary waste to groundwater or any surface water course.

The contractor shall provide details of sanitary arrangements to the Ghana Highway Authority Engineer for approval after satisfying himself that the proposal facilities are adequate and are unlikely to pollute water resources.

• WATER RESOURCES In view of the potential for accidental spillage and leakage of based products and other potential hazardous materials, specific control measures are necessary to minimize the possibility of water resources pollution. The following are, therefore, to be incorporated in the contract document or specification for the works.

Clause 6: The Contractor shall take all reasonable measures, at all sites under his control, to prevent spillage and leakage of materials likely to cause pollution of water resources. Such measures shall include, but not limited to the provision of bunds around fuel and oil storage facilities, and oil and grease traps in drainage systems associated with vehicle and plant washing, serving and fuelling areas. Prior to locating of such facilities, the Contractor shall submit details of pollution prevention measures to the Engineer for approval.

• REPLANTING OF TREES Replacing the existing tall trees is an important mitigation measures. This will be controlled through the incorporation of the following clause in the contract document.

Clause 7: The contractor shall exercise great effort during construction phase to minimize the number of trees to be felled along the road. Four trees of the same species shall be planted for every tree felled along the road.

• RESTORATION OF BORROW PITS Restoration of borrow pits after the extraction of materials is an important mitigation measure.

This will be controlled through the incorporation of the following clause in the contract document: Clause 8:The contractor shall be responsible for ensuring that any gravel or other borrow pits, working areas and the like are regarded and covered with topsoil or a suitable bio-engineered product to ensure their natural regeneration. This shall be to the satisfaction of the Engineer. • STORAGE OF TOPSOIL Site clearance work may produce quantities of topsoil that could be of use later. The following is, therefore, proposed in the contract document.

Clause 9: The contractor shall make arrangements to store any soil suitable for later re- use. Where relevant, soil should be taken out in horizon and each horizon stored in a separate pile, for return/re-use in a similar order. The piles shall be grassed over or covered as in clause 8 above, all to the satisfaction of the Engineer.

• TRANSPORT OF MATERIALS Transport of materials, stones and sand to the site is not expected to give rise to any problems along the access roads. Nevertheless the incorporation of the following clause is recommended as a precaution:

Clause 10: The Contractor shall ensure that his vehicles do not cause a safety hazard, noise, dust or disturbance to local inhabitants.

• TRAFFIC MANAGEMENT AND SAFETY DURING CONSTRUCTION Depending on the exact location, a temporary diversionary road will be made available for which full reinstatement is required. In all cases, alternatives routes for pedestrian traffic will be necessary.

Clause 11: The Contractor shall provide, erect and maintain on the site and at such position on the approaches, traffic signs and traffic control signals necessary for the direction and control of traffic. The signs shall be reflectorised or adequately illuminated at night in a manner approved by the Engineer and kept clean and legible at all times. The Contractor shall reposition, cover or remove signs as required during the various stages of implementation.

Clause 12: The contractor shall take reasonable precautions to keep the roads clear of any spillage or materials from his operation to the satisfaction of the Engineer. The contractor without delay shall clear any spillage. Clause 13: The Contractor shall construct, maintain, remove and reinstate temporary diversion ways to the satisfaction of the Engineer. • NOISE AND AIR POLLUTION Noise and air pollution are not expected to result in a nuisance to the people living near the project corridor. Nevertheless the following are recommended to be included in the contract document in order to minimize any excessive noise or exhaust particulates from plant and equipment.

Clause 14: All vehicles and plant operated by the contractor or his sub-contractors shall at all times be maintained in accordance with the original manufacture’s specifications and service manuals, with particular regard to the control of noise and diesel particulate emissions. The Engineer shall have the right to require the contractor to replace or rectify any vehicle or plant, which in his opinion causes excessive noise or emits smoke within 2 days of the contraction being so notified.

8.4 Monitoring plans This section provides proposals for an appropriate environmental monitoring plan, which will access the effectiveness of the mitigation measures to be implemented during the project. The proposals include a description of the monitoring arrangements (type, location, frequency, etc.), an implementation schedule, cost estimates and institutional arrangements necessary implement the project.

8.4.1 Construction Phase Monitoring and Enforcement All major stakeholders in the project have a monitoring responsibility of some kind. However, only the Supervising Engineer, the Ghana Highway Authority’s Environmental Unit, the EPA, the Forestry Department and the contractor are allocated specific and formal monitoring obligations. Traffic Police, Health Authorities and other Public Authorities will automatically monitor some of the effects of the project during their daily work. Such information should on a regular basis be collated and analysed by those with a formal monitoring responsibility. A project-specific monitoring team is, however, necessary.

8.4.1.1 Monitoring Team Road construction/rehabilitation invariably impacts on the functional areas of various institutions for which reason it is relevant to assemble a cross-sectional team to meet a regular intervals to monitor and assess the level of compliance to the set standards and constructional specifications by the Contractor.

During construction, safety of vehicular traffic and pedestrians most essentially lie within the responsibility of the Contractor. The Motor Transport and traffic Unit of the Ghana Police Force (MTTU) shall be informed to assist in achieving traffic safety through regular patrols in the corridor under construction.

A monthly meeting of a monitoring team is recommended, apart from the more regular patrols of the supervisory organization (GHA). Such a team should also include a representative from the Environmental Protection Agency as required by the EPA Act (Act 490, 1994), among others.

All identified defects during monitoring and patrols shall be thoroughly discussed with a representative of the Contractor and the Engineer. Records of any such meeting shall be brought to the attention of those participating and other relevant parties. Corrective measures shall be clearly spelt out and, as much as possible, deadlines set for these to be undertaken.

Emergency tags shall be indicated for potential hazards related to traffic safety (damaged road warning signs at critical constructional sites, diversions, possible places of vehicular-pedestrian interference etc.).

During construction phase the Ghana Highway Authority’s Environmental Officers shall pay regular visits to the site to ensure that the mitigation measures proposed in the EIA and ESMP are being effectively implemented to ensure sustainable development.

The team should follow a checklist for monitoring on a regular basis. The list is presented below and detailed in Appendix 6.

8.4.1.2 Checklist for Monitoring Appendix 6 provides a checklist of indicators for monitoring the most critical sections of the project at its different stages and specifically looking at such issues as steep slopes and sharp

84 curves, valleys, water courses and low-lying areas susceptible to accidents and erosion/sedimentation respectively, borrow pits and Contractors work yard sites, etc.

Among the list of indicators for verification during monitoring are provisions for: • Timely warning signs to all the road users (including pedestrians); • Crossing points and access across ditches to homes, markets, facilities for public use (water points of residents, schools, health centres, etc); • Evidence of pollutant materials spillage; • Any public complaints from the socio-cultural point of view; • Health and safety of workers, pedestrians, children, etc.

For a better practical use, the checklist is divided into sections for pre-construction, construction and post-construction monitoring. It is significant to note that this checklist has been developed with particular reference to the provisions made in the Special Specifications in the Contract Agreement.

8.4.2 Post-Construction Monitoring Further to the monitoring work prescribed to be undertaken during the construction stage that seeks to ensure the Contractor’s compliance with specified constraints, a post construction phase monitoring for assessing the actual environmental impacts of the Project is of paramount importance.

This requires making periodic checks on the actual environmental impacts of the Project over the first few years following completion of construction as compared with those projected at the time of project design and appraisal.

The Client may at this stage further furnish feed-back for correcting any serious project deficiencies and for use in future planning of similar projects. Some issues of relevance for this stage of monitoring are included in the monitoring checklist (Appendix 6).

It is of great relevance to consider other technical aspects such as:

a) Roles: a National Executing Agency responsible for environmental post construction management and detailed periodic monitoring is here identified (Ghana Highway Authority).

b) Collaboration: a steering committee with members from all relevant affected national agencies headed by the Regional Co-ordination Council to be established. This could be a skeletal representation of the earlier established technical team that supervised / monitored the Project at the constructional stage. This body will meet (quarterly, as proposed), receive reports from the patrolling organization(s) and submit a report with technical and financial recommendations to Government for consideration and necessary action. It is hereby also proposed that a periodic (annual) review is held to evaluate the data on issues that arose and got addressed.

Monitoring Agencies The municipal Assembly, Department of Forestry, Ministry of Local Government Environment and Rural Development, Ministry of Food and Agriculture, Road Transport and Health as well as Wildlife Division of the Forestry Commission should be responsible for management of all indirect impacts occurring after the construction phase.

Road Safety Monitoring It is proposed that a working relationship is established between the Ghana National Road Safety Committee, the Motor Traffic and Transport Unit of the Police Service and the Ghana Highway Authority to ensure appropriate monitoring of accidents along the road. Reporting of causes of accidents is required for implementation of additional properly targeted safety measures.

Monitoring Public Health and Water Borne Diseases The Health Authorities along the road should closely follow the development trends of public health in the impact area. In case a negative trend can be related to the implemented road project, the Health authorities should immediately approach the Environmental Unit of the Ghana Highway Authority. Ghana Highway Authority should then implement suitable mitigation measures and introduce such measures also in future projects.

Table 15: Monitoring Responsibility of Major Stakeholders

PARTY PARAMETERS TO BE MONITORED OUTPUT ACTION TIME FRAME RESPONSIBLE EPA - Overall Environmental Performance of the Instructions to Throughout project life project contractor and the cycle Engineer Department of - Impact on vegetation and alley trees Instructions to Forestry contractor and On-going responsibility Engineer throughout construction phase. - Overall Environmental Performance of the Ghana Highway project Once a month but Authority - Community relations Monthly responsibility runs Environmental Unit - Payment of appropriate compensation Environmental throughout the project life - HIV/AIDS awareness raising campaigns Reports cycle - Construction methods and material - Environmental management of construction sites Monthly - Implementation of mitigation measures for Environmental air, water, soil, traffic, occupational health Reports and safety, trees etc. On-going responsibility The Engineer - Environmental management of throughout construction construction camps phase. - Environmental management of borrow pits Incident Reports and quarries as and when - Contractor’s waste management required (spills, - Staged rehabilitation of impact areas accidents and the - Environmental performance of contractors like). equipment -Accidents (traffic, spills etc) - Environmental performance of mitigation measures

- Environmental performance of equipment - Maintenance and plants. records On-going responsibility - Implementation of interim and permanent throughout construction The contractor mitigation measures. - Accidents phase. - Occupational Health and safety measures Reports - Air quality - Accidents of any kind - Mitigating actions eg. Sprinkling of water, traffic signs, safety barriers - Traffic nuisances Police reports and Traffic Police - Traffic safety measures instructions to On-going responsibility - Traffic accidents contractor and throughout construction GHA and operational phases Health Authorities - Change of frequency of diseases Upon observation of - Occurrence of new disease in the area Health reports incidence of diseases Local Communities - Negative environmental impacts. Complaints to Throughout project life - Social disturbance contractor, cycle supervising Engineer, and GHA

8.4.3 Cost Estimates

As already mentioned, the primary objective of an Environmental and Social Management Plan (ESMP) is to ensure the efficient implementation of mitigation measures necessary to avoid, minimise or offset the negative impacts so as to enhance the overall performance of the project.

Taking the above principles into consideration, the ESMP has been formulated to address the following:

• impacts which need to be controlled; • mitigation measures required to minimise or avoid the impacts; • appropriate management actions needed to ensure the implementation of the mitigation’s measures: and • monitoring programme to ensure that the mitigation measures being implemented by the Contractor are effective.

Thus, a definitive ESMP can only be proposed after the feasibility stage of the project cycle where all the relevant environmental issues have been identified and assessed. The ESMP has therefore been prepared based on the relevant issues raised during the study.

At this point, it is possible to list some of the activities that need to be carried out to coincide with the following stages of the project cycle.

A. Pre-Construction Phrase • Create a Project Implementing Unit (PIU) including GHA, the Contractor, the District Assemblies and the Traditional Leaders, to consult with the local communities: The aim is to avoid conflicts over land and to create public participation and involvement in the project. • Have negotiations and reach agreements with residents and farmers about the need for the project and properties to be affected. • Compensate those people affected by the implementation of the project.

• Discuss with local authorities informal ways of relocation of farmers if needed.

B. Construction Phrase Control the implementation of the recommendations and mitigation measures to reduce, prevent and ameliorate impacts.

C. Post-Construction Phrase The activities in this phase comprise control and monitoring actions for the environment. The actions must be carried out for each of the project components. A programme of auditing and monitoring must be initiated and should fulfill three basic objectives:

To provide alert mechanisms if the real impact is found to be more severe than predicted. • To formulate additional suggestions for the proposed mitigation measures. • Accumulate data and skills for future ESIA’s.

The cost estimates associated with the 3 stages are indicated in Tables. 13-16

Table 16: Pre-Construction Phase Description Amount ($)

Coordination with Stake holders 10,000

Negotiation with farmers/landlord 8,000

Training/Provision of Logistics for 100,000 GHA EMU staff

Training of contractor’s staff 5,500

Total 123,500

NB: Exchange rate applied is GH¢0.94 to $1 and the amounts in Dollars rounded up.

Table 17: Construction Phase Description Amount ($)

Monitoring (3no. times in a year) 150,000

Training/Provision of Logistics for 100,000 GHA EMU staff

HIV/AIDS/STI’S Campaigns 100,000

Provision of 5 no. Sheds/Sanitary 125,000 Facilities for Roadside Business Archaeological Investigation 7,500

Total 482,500

Table 18: Post-Construction Phase

Description Amount ($)

Monitoring 10,500

Total 10,500

Table 19: Total Estimates for the Three (3) Monitoring Stages

Description Amount ($)

Pre-Construction Phase 123,500

Construction Phase 482,500

Operational Phase 10,500

Total 606,500

8.5 Decommissioning Decommissioning exercise should be carried out in such a way as to avoid negative impacts. The following are proposed to be incorporated in the Contract Document:

“Upon completion of the contract, and after receiving approval in writing from the Project Engineer, the Contractor shall arrange for the disconnection of electricity supply to all temporary structures, e.g. camps, workshops and sheds. This shall be followed by the dismantling and removal of all structures forming part of any site office and laboratory. The Contractor shall remove all drains and any sewage disposal system, and any disabled machinery, and shall restore the site, as far as practicable, to its original condition, and leave it in a neat and tidy condition. The dismantled parts should be arranged according to type and prepared for transportation.

Also, on completion of the work in borrow pit, quarry, stockpile or spoil area, the contractor shall furnish the Project Engineer with a certificate signed by the owner stating that the said owner is completely satisfied with the reinstatement of the area.

The above activities will be carried out under the supervision of the Supervising Engineer.”

8.6 Institutional and Capacity Building As mentioned in section 2.6.1, the GHA is a semi-autonomous body with a responsibility for the provision and management of trunk roads. It was originally established in 1974 as the organization responsible for the development and administration of the entire national road network. As part of GHA’s commitment to issues on environment, the Authority under the auspices of a World Bank Consultant and World Bank funding set up an Environmental Management Unit (EMU) in 1996. However, in the year 2000 the EMU was transformed into a new Division of the Authority called the Road Safety and Environment Division with a Director as the head.

The Environmental Management Unit (EMU) currently has four (4no) officers who have oversight on environmental and social issues of the Authority’s mandate. Apart from the numbers not being adequate, there is the need for capacity building for the staff in terms of training and logistics for the effective and efficient operation of the staff. It is therefore being proposed that an amount of $200,000 be included in the BOQ to cater for the training needs, equipment and logistics for the Unit.

9.0 MAIN FINDINGS AND RECOMMENDATIONS The major findings associated with the Environmental Assessment studies for the Project as well as the proposed recommended solutions for the mitigation and enhancement of key issues identified are summarized in this section.

These findings can be listed under four (4 no.) categories. These include issues under literature review, field reconnaissance and survey, identification of impacts and mitigation and finally, public consultations.

(i) Literature Review

The review revealed that in the last four to seven years a number of changes have occurred to strengthen the national policy and legislative framework for managing the country’s resources as defined in the National Environmental Action Plan (NEAP), 1999.

While progress has been made in establishing the policy and legal framework for environmental concerns, the institutional capacity of enforcing agencies are still being developed. The responsibility for the implementation of the various pieces of legislation is currently spread across a number of institutions, (e.g. Environmental Protection Agency, Ministries of Local Government and Rural Development and Environment and Lands, Forestry and Water Commissions, etc.)

In recent years two key pieces of legislation have been enacted to facilitate the management of environmental impacts associated with development projects. These are the Environmental Protection Agency (EPA) Act, 490 of 1994, Environmental Assessment Regulations, L.I. 1652 of 1999 and Environmental Assessment (Amendment) Regulations, L.I. 1703 of 2002. Until January 2007, when the Environmental and Social Management Framework was prepared by the Ministry of Transport, there have not been any major changes made to roads legislation to provide for environmental management.

The review also revealed that the internal capacity for environmental and social management within the roads sector needs to be strengthened. For example, the GHA, Consultants and Contractors and other players within the sector need to be encouraged to develop a self-regulatory role with respect to managing environmental impacts. Further, a review of the project documents and road map revealed that there were some discrepancies in the information given. For instances, the names of some of the towns were not properly spelt out, while others could not be traced. This tends to make the identification of the towns on the road map a little difficult.

A review of potential causes of environmental impacts associated with trunk roads indicated a number of weaknesses in terms of project planning, contract management and supervision. The following are worth mentioning:

• That, at the project planning and design stage, majority of direct impacts can either be enhanced (if they are positive) or reduced (if negative) at the survey and design stage. Those involved at this stage should be made more aware of this;

• That, impacts associated with the construction stage can only be effectively mitigated if adequate provision is made for their management within the contract documentation and construction supervision; and (ii) Field Reconnaissance and Survey The main conclusions drawn in relation to the fieldwork are as follows:

In the first place, preliminary environmental screening on the project indicated that the project would require full EIA where the project could be managed effectively through the implementation of mitigation measures and Environmental Management Plans as proposed in the main Terms of Reference (TOR).

Should there be any changes to the project it is recommended that the proposed changes be screened in the same manner to ensure consistency in methodology and to ensure that the changes do not have significant impacts.

(iii) Identification of Impacts and Mitigation.

As mentioned in the main report, there are no major significant impacts anticipated to be associated with the proposed project and that the predicted impacts are predominantly direct and short-term and can be mitigated easily, e.g. construction phase dust or noise; or indirect and of long-term nature, e.g. increased level of poaching arising from increased access.

Given the interaction of a number of factors that give rise to environmental impacts on road projects (e.g. erosion on roads is an interaction between design, construction, surrounding land use and soil type) it is often difficult to define quantifiable evaluation criteria for the assessment of impacts trends. As such, in most cases, the assessment of impacts tends to take a qualitative approach based on information available about the area and reference of GHA activities.

Also, the nature of the proposed project is such that most of the works will take place on the existing alignment, thus avoiding or reducing the magnitude of many of the adverse effects, which are normally associated with new road construction. Most of the direct impacts can be effectively mitigated through ensuring good management and thus good engineering design, construction and supervision practice. 94

Moreso, the assessment of impacts indicated that there will not be any direct impacts on sensitive environmental areas (e.g. habitat, wildlife or cultural heritage), which may be long-term impacts associated with the provision on improved access into these areas.

Some families may be affected by land and property acquisition issues associated with the need for road widening and opening of borrow areas. However, this will be limited in extent since land acquisition will only affect a narrow strip on one or both sides of the existing road. Most of the affected families are expected to suffer only marginal impact, although this is still considered significant in view of the low economic baseline for most of those who will be affected.

Also, one of the main problems with effective environmental management of road projects is that the gap between the skilled environmental people at the central level and the field implementation is quite large given the general lack of awareness of the GHA Field Engineers, Consulting Engineers and Contractors on environmental matters and the unlikelihood in the short-term of the provision of any real support problematic.

(iv) The World Bank and EPA requirements stipulate that the involvement of the public in any project, such as the proposed project, is an important aspect of environmental management. The road project is likely to have at least some impacts on local people and their involvement at the earliest stages of project feasibility is essential, particularly where any land acquisition, however minor, is required.

Based on the above findings, the following recommendations are being proposed to help mitigate the negative impacts as well as enhance the positive ones.

a) It is being recommended that every effort should be made by the policy and decision makers to ensure that policy and legislations on environmental issues are integrated in road sector policies. In this direction specific policies should be inserted in the Acts or Legislative Instruments setting up the various road agencies, e.g. GHA, to enable them be in a position to enforce these polices. 95

Environmental functions should be fully integrated into policy. Legislation, management structures, contractual arrangements and training programmes. Integration of environmental requirements will require commitment at the highest level in the GHA.

Also in future, the project and other related-documents should be well edited and discrepancies in the various documents verified. This will ensure that all related issues are synchronised to avoid such discrepancies in the future. b) In case of the field reconnaissance and survey, the preliminary environmental screening on the project did indicate significant potential impacts that would require a full EIA. It is being recommended that should there be any changes to the project, it is recommended that they be screened to ensure consistency and the new projects do not have significant impacts. c) The level of uncertainty associated with the assessment of impacts and mitigation options is managed through the implementation of an Environmental Management Plan (EMP) for the project as proposed under the main TOR. It is anticipated that the recommendations in the EMP will provide the basis for environmental management within GHA for this and future projects. d) Concerning issues on land and property acquisition associated with the need to road widening, it is proposed/ recommended that transparent procedures are developed and all potentially affected parties to reduce any potential impact to an acceptable level. e) Further, the implementation of recommended mitigation measures is vital to environmental management. The Environmental Management Plan should be prepared so that the information appears in a logical and straightforward fashion that should make it easy to understand and use, even for persons with minimal understanding of environmental issues.

g) For each of the mitigation measures proposed, a method of implementation should be proposed. Timing is extremely important with respect to effective implementation because some of the recommendations involve additional cost to the Contractor and can affect the project budget. The recommended methods of implementation include the following: • As a design guideline or recommendation, which means that, the mitigation measure should be included in the initial design of the project. • As a suggested clause in the contract which suggests that there should be a clause in the contract document referring to this particular mitigating measure. The option of providing very specific clauses in the contract detailing measures and actions required on the part of the contractor is proably the best way to proceed. • To be included in the Bill of Quantities. This will ensure that the item has been budgeted for and will be implemented as required.

In order to achieve this in practice, it is recommended that the draft contracts be reviewed by an environmental specialist to ensure that the appropriate clauses have been incorporated. This could be undertaken by the staff of GHA or the Consultant in charge of the project preparation.

Finally, obviously, a clear commitment to effective environmental management is necessary in order for an impact management and monitoring programme to be successful. In this direction, it is anticipated that in the longer term, the GHA should be able to develop some impact monitoring programmes.

(v) It is recommended also that public participation should be encouraged and managed. In view of the above, it is recommended that the GHA works very closely with the Department of Town and Country Planning, the Land Valuation Board and landowners in order to ensure that land acquisition is addressed at the earliest possible

stages. It is recommended that this structure continues to be applied in the present project as land acquisition is anticipated to be minimal.

It is also important that the public be advised and consulted very early in the project planning cycle in order to ensure that their concerns are properly addressed. This should be done by the GHA who have the responsibility of designing and supervising the project.

It is also recommended that the Staff Engineers, Consulting Engineers and Contractors should be given training at different levels on environmental issues.

One way of overcoming this is to use the Environmental Officers as a means of dissemination environmental training and awareness to those sections of GHA that do require the skills, such as the design units. To do this, key persons identified from a number of critical sections/divisions in the GHA, could be provided with environmental training.

Conclusion The EIA report has considered the environmental implications of implementing the Kintampo -Paga project, bearing in mind the key issues identified in the terms of reference.

There is an increased level of environmental awareness of the general public and concern for high quality of services in the country in recent times. For this reason it is of great relevance that efforts are made to address relevant issues of environmental management in development projects.

As regards the road sector and the present Project, the effective implementation of the appropriate management measures will also depend, to a large extent, on the level of commitment on the part of both the implementing contractors as well as the supervising institutions. This invariably calls for a systematic programme of capacity building of manpower resources in the road sector.

The proposed mitigation measures, monitoring arrangements and management plans, if well implemented, will help achieve the much needed environmental sustainability in the road sector in particular, and the national economy in general.

REFERENCES

1. African Development Bank’s Environmental and Social Impact Assessment Guidelines (2003) 2. Canter, L. W., (1997), Environmental Impact Assessment, McGraw-Hill, New York. 3. Dickson, K. B. and Benneh G. (1998) A New Geography of Ghana, Revised Edition, Longman 4. EPA (2005) Ghana State of the Environment Report 2004, EPA, Accra, Ghana. 5. EPA (1995) Environmental Assessment Procedures and Guidelines, Accra 6. EPA (1994) Ghana Environmental Action Plan, Vol. II Accra 7. EPA (1991) Ghana Environmental Action Plan, Vol. I Accra 8. Ghana Statistical Service, (2005) Population Data Analysis Report, Vol. 1: Socio- Economic and Demographic Trends. GSS, Accra, Ghana. 9. Ghana Statistical Service, (2005) Population Data Analysis Report, Vol. 2: Socio- Economic and Demographic Trends. GSS, Accra, Ghana. 10. Ghana Statistical Service, (2002), 2000 Population & Housing Census, Special Report on Urban Localities, GSS, Accra, Ghana. 11. Ghana Statistical Service, (2002), 2000 Population & Housing Census, Summary Report on Final Results, GSS, Accra, Ghana. 12. Government of the Republic of Ghana; Ministry of Transportation; Ghana Highway Authority: Specifications for Road Maintenance Works, Accra 1996 13. Japan International Co-operation Agency/Ministry of Lands and Forestry, Ghana (1998) Forest Reserve Management in Transitional Zone in Ghana - A follow-up Report. 14. Japan International Co-operation Agency (JICA)/Ministry of Lands and Forestry, Ghana (1998) Forest Reserve Management in Transitional Zone in Ghana - Interim Report 15. Ministry of Transportation, Ghana, (2007). Environmental and Social Management Framework for the Transport Sector Development Programme. 16. Ministry of Transportation, Ghana, (2007). Resettlement Policy Framework for the Transport Sector Development Programme. 17. Republic of Ghana, (2002) Environmental (Amendment)Assessment Regulations, LI 1703 18. Republic of Ghana, (1999) Environmental Assessment Regulations, LI 1652 19. Republic of Ghana, (1994) Environmental Protection Agency, Act 490 20. World Bank, Operational Directive 4.20, revised in November 1997 as OP 4.01 Environmental Assessment. 21. World Bank, (2000), Operational Directive (OP4.12), Involuntary Resettlement. The World Bank Operational Manual. 22. World Bank Technical Paper No. 376, Roads and Environment: A Handbook, 1997 23. World Bank, (1994) Environmental Assessment Sourcebook, Volume II: Sectoral Guidelines. World Bank Technical Paper No. 140, Washington, DC 20433, USA 24. World Conservation Monitoring Centre Animal Red List (1997), Result of Red List Country Enquiry for Ghana. 25. World Conservation Monitoring Centre Status Report (September, 1997).

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APPENDICES

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APPENDIX 1

CHECKLIST FOR FIELD ENVIRONMENTAL SURVEYS

102

APPENDIX 1: CHECKLIST FOR FIELD ENVIRONMENTAL SURVEYS

A. Methodology

1. Drive through whole stretch of road profile 2. Try to define the boundaries of the assessment, both spatially and temporally and have assumptions made explicit 3. Describe the possible effect of each relevant environmental impact for each affected group/interest been presented 4. Use baseline topographical maps, proposed road conceptual designs (if available), technical expertise and local reference knowledge to collect the following information.

B. Institutional and Public Perception on the Proposed Road Project

1. Pick out all major towns and villages with population more than 5,000 along the corridor of these roads. 2. Sample towns and villages and affected groups or individuals for any strong concern over the road project and look for locations that may be sensitive to changes in traffic conditions. 3. Identify interested parties and affected people. You may interview people at home and in work places; sensitive groups including children, elderly and disabled; sensitive locations, (e.g. Hospitals, Churches, Schools, and Historical Buildings) and people walking and cycling along the road. 4. Consult relevant governmental agencies and NGOs within affected District Assemblies such as Ministry of Transportation, Ghana Water Company, Ghana Telecom Limited, Electricity Corporation of Ghana, District Assemblies etc.

C. Description of the Road Project From both a study of the conceptual road design and field observations comment on the roads including any areas protected by statute or by the policies of a national or local authority, for example: • road design concept and engineering standards adopted; • materials, tools and equipment and other logistics to be used; • environmental alterations during construction at site (e.g. land grading, soil disposal, right-of-way clearing; • utility services and their relationship with the road project (e.g. water, transportation, telecommunications, electricity); • information on storm water production and diversions; • projected occupational conditions related to workers health; and safety. 103

D. Baseline Information on the Existing Environment Describe the general profile and corridor of the roads and collect any primary baseline data on the following if readily available from the field: • land from (topography, soils); • hydrology - water quality and groundwater resources; • existing land and water resource use, including potentially affected areas adjacent to the project site; • borrow and Gravel Pits - Get info on the type and origin of gravel material to be used in cut and fill operations and estimate the amount of gravel involved. • discuss the amount of erosion expected, impacts of erosion on resource values and erosion control methods during and after construction. • Discuss measures to be adopted for the rehabilitation and re-vegetation of gravel - pit sites with contractors and relevant stakeholders (e.g. District Assemblies). • socio-economic baseline information - Marketing days, festivals, location of public cemeteries in relation to road ROW, drinking water source etc.

E. Potential Impacts of the Proposed Project Check out for the following sources of major environmental impacts e.g. • Surface water quality - impacts of the construction works on the local hydrology. Any poor drainage resulting in road/highway damage and leading to flooding problems; • Dust emission problems; • Soil erosion; • Land degradation (e.g. wetlands); • Forest reserves, deforestation and destruction of biodiversity; • Potential sources of noise nuisance; • Community severance - crossing of roads especially for school children and elderly. • Effects on agriculture - any major farmlands to be affected? • Effects on utility services - i.e. impacts of the provision of utility services (e.g. electricity, telephone, water) to the economic and social values of the people; • Land use conflicts; • Visual impact (aesthetics) and landscaping; • Resettlement issue if any; • Any areas of archaeological/historic significance to be affected? • Public health and safety - identify spots of potential road accidents;

• Socio-economic impacts (employment opportunities to people or encroachment of local industry and handicrafts). 104

APPENDIX 2: CLIMATIC DATA

105

AVERAGES JAN. FEB. MAR. APR. MAY JUN. JUL. AUG. SEP. OCT. NOV. DEC. ANNUAL PERIOD KINTAMPO MIN TEMP (oC) 19.7 22 23 22.9 22.4 21.7 21.3 21.1 21.2 21.4 21.2 20.1 21.5 1976-2005 KINTAMPO MAX TEMP (oC) 33.3 35 34.6 33 31.7 29.9 28.5 28.1 28.8 30.6 32 32.2 31.5 1955-2005 NAVRONGO MIN TEMP (oC) 20.2 22.5 25.4 26.7 25.5 23.7 22.9 22.7 22.5 22.5 20.4 19.4 22.9 1977-2004 NAVRONGO MAX TEMP (oC) 35.5 37.7 39.4 38.9 36.3 33.1 31.4 30.7 31.7 34.6 37 35.6 35.1 1977-2004 BOLGATANGA MIN TEMP (oC) 20.2 22.5 25.7 26.8 25.2 23.6 22.8 22.6 22.3 22.7 21.5 19.9 23 1976-2006 BOLGATANGA MAX TEMP (oC) 34.8 37.1 38.9 38.4 35.8 32.7 30.9 30.3 31.1 34.1 36.4 35.2 34.6 1976-2006 TAMALE MIN TEMP (oC) 19.5 22.7 25.3 25.4 24.3 22.9 22.6 22.4 22.1 22.4 21.2 19.1 22.5 1960-2004 TAMALE MAX TEMP (oC) 35.7 37.7 38 36.3 34.1 31.5 30.3 29.4 30.7 33.2 35.6 35.3 34 1960-2004

KINTAMPO RAINFALL (mm) 6.2 29 83.7 144 153 190 147 118 235 185 35.9 14.3 111.8 1950-2006 NAVRONGO RAINFALL (mm) 0.9 2.8 15 52.8 106 129 194 270 185 52.1 5.2 1.8 84.6 1946-2006 BOLGATANGA RAINFALL (mm) 0.2 1.7 14.1 39.5 107 137 167 242 169 59.4 6.5 3.3 78.9 1975-2006 TAMALE RAINFALL (mm) 3.4 9.2 44.5 85 122 148 159 194 225 89.2 10 3.5 91.1 1944-2006 YAPEI RAINFALL (mm) 6.4 14.6 33.7 93 109 134 126 170 225 95.4 17.2 2.2 85.5 1956-2004

KINTAMPO R H AT 0600 (%) 66 68 80 88 92 95 94 94 95 94 90 81 86 1976-2006 KINTAMPO R H AT 1500 (%) 32 33 42 58 65 71 72 72 74 70 55 44 57 1976-2006 NAVRONGO R H AT 0600 (%) 33 30 44 68 80 89 93 95 94 91 65 41 69 1976-2006 NAVRONGO R H AT 1500 (%) 17 16 21 33 46 58 64 69 65 50 26 19 40 1976-2006 BOLGATANGA R H AT 0600 (%) 29 29 45 66 78 86 90 92 91 88 63 37 66 1976-2006 BOLGATANGA R H AT 1500 (%) 16 17 24 36 47 59 65 70 67 54 28 19 42 1976-2006 TAMALE R H AT 0600 (%) 41 41 57 76 85 91 93 94 96 94 84 60 76 1976-2006 TAMALE R H AT 1500 (%) 16 17 26 42 54 63 68 70 68 57 34 22 45 1976-2006

TAMALE W. SPEED (KNOT) 3 3.6 3.8 4.2 3.8 3.3 3.2 2.7 2.1 2.1 2.2 2.8 3.1 1986-2005 NAVRONGO W SPEED (KNOT) 3.9 3.9 2.9 3.2 3.2 2.6 2.4 2.2 2 2 2.5 3.2 2.8 1986-2005

TAMALE W. DIRECTION (KNOT) NE NE SW SW SW SW SW SW SW SW E NE SW 1961-2006 NAVRO. W. DIRECTION (KNOT) NE NE NE SW SW SW SW SW SW SW NE NE SW 1964-2006

No of Rainy Days KINTAMPO RAINDAYS 1 3 6 9 11 13 11 10 16 13 4 1 8 1976-2006 NAVRONGO RAINDAYS 1 1 2 4 6 10 13 17 13 6 1 1 6 1976-2005 BOLGATANGA RAINDAYS 0 1 2 4 7 10 13 15 13 6 1 0 6 1976-2005 106

TAMALE RAINDAYS 1 2 3 5 8 11 12 14 15 7 1 1 7 1976-2005

107

KINTAMPO MIN TEMP (oC) (1976-2005) KINTAMPO MAX TEMP (oC) (1955-2005)

24 40 23 35 30 22 25 KINTA MPO MIN TEMP KINTAMPO MAX TEMP 21 20 (oC) (oC) 20 15 MAX TEMP oC TEMP MAX

MIN TEMP (oC) TEMP MIN 10 19 5 18 0 123456789101112 123456789101112 M ONTHS M ONTHS

TAMALE MAX/MIN TEMP oC (1960-2004)

40 35 30 P oC 25 TAMALE MIN TEMP 20 (oC) IN TEM IN 15 TAMALE MAX TEMP (oC)

AX/M 10 M 5 0 123456789101112 MONTHS

BOLGATANGA MAX & MIN TEMP oC (1976-2006)

45 40

C 35 o

P 30

M BOLGATANGA MIN 25

TE TEMP (oC)

IN 20 BOLGATANGA /M 15 X MAX TEMP (oC) A 10 M 5 0 123456789101112 M ONTHS

108

NAVRONGO MAX & MIN TEMP oC (1977-2004)

45 40 35 30 NAVRONGO MIN 25 TEMP (oC) 20 15 NAVRONGO MAX 10 TEMP (oC)

MAX & MI N TEMP oC 5 0 123456789101112 M ONTHS

KINTAMPO RAINFALL (mm) YAPEI RAINFALL (mm)

250 250

200 200

150 150 KINTAMPO YAPEI RAINFALL 100 RAINFALL (mm) 100 (mm) RAINFALL mmRAINFALL RAINFALL mm RAINFALL 50 50

0 0 123456789101112 123456789101112 MONTHS M ONTHS

TAMALE RAINFALL (mm) BOLGATANGA RAINFALL (mm)

250 300

200 250 200 150 TAMALE RAINFALL 150 BOLGATANGA 100 (mm) RAINFALL (mm) 100 RAINFALL mm RAINFALL RAINFALL mm RAINFALL 50 50

0 0 123456789101112 123456789101112 M ONTHS M ONTHS

109

NAVRONGO RAINFALL (mm)

300

250

200

150 NAVRONGO RAINFALL (mm) 100 RAINFALL mm 50

0 123456789101112 M ONTHS

KINTAMPO REL. HUMIDITY AT 0600 & 1500 (1976- 2006) 100 &

60 KINTAMPO R H AT 0600 (%) IDITY AT 0600 0600 AT IDITY 1500 % 40 KINTAMPO R H AT 1500 (%) 20

REL. HUM 0 123456789101112 M ONTHS

NAVRONGO REL. HUMIDITY AT 0600 & 1500 (1976- 2006) 100 &

80 ) 60 NAVRONGO R H AT 0600 (%)

IDITY AT 0600 0600 AT IDITY 40 1500 (%1500 NAVRONGO R H AT 1500 (%) 20

REL. HUM 0 123456789101112 M ONTHS

110

BOLGATANGA REL HUMIDITY AT 0600 & 1500 / % (1976-2006) 100 &

60 BOLGATANGA R H AT 0600 (%) 40 1500 (%) BOLGATANGA R H AT 1500 (%) 20

REL. HUMIDITYAT 0600 0 1357911 MONTHS

TAMALE REL. HUMIDITY AT 0600 & 1500 (1976-2006)

120 &

100

80 TAMALE R H AT 60 0600 (%)

1500 (%) TAMALE R H AT 40 1500 (%) 20

REL. AT HUMIDITY 0600 0 123456789101112 MONTHS

111

TAMALE W. SPEED (KNOT) NAVRONGO W SPEED (KNOT)

4.5 4.5 4 4 3.5 3.5 D 3 3 2.5 TAMALE W . 2.5 NAVRONGO W 2 SPEED (KNOT) 2 SPEED (KNOT) 1.5 1.5 WIND SPEE W SPEED IND 1 1 0.5 0.5 0 0 123456789101112 123456789101112 MONTHS MONTHS

KINTAMPO RAINDAYS NAVRONGO RAINDAYS

18 18 16 16 14 14 12 12 10 10 NAVRONGO 8 KINTAMPO 8 DAYS DAYS RAINDAYS 6 RAINDAYS 6 4 4 2 2 0 0 123456789101112 123456789101112 M ONTHS MONTHS

BOLGATANGA RAINDAYS TAMALE RAINDAYS

16 16 14 14 12 12 10 10 8 BOLGATANGA 8 TAMALE DAYS 6 RAINDAYS DAYS 6 RAINDAYS 4 4 2 2 0 0 123456789101112 123456789101112 M ONTHS MONTHS

112

113

APPENDIX 3

FLORA OCCURING IN THE PROJECT AREA

114

APPENDIX 3: FLORA OCCURING IN THE PROJECT AREA

HABITAT FAMILY SPECIES Forest Swamp Savanna Amaranthaceae Celosia trigyna √ Anacardiceae Pseudospondias microcarpa √ Annonaceae Cleistopholis patens √ Apocynaceae Alstonia boonei √ √ Griffonia simplicifolia √ Funtumia Africana √ Smilax Kraussiana √ Rauvolfia vomitoria √ √ Areaceae Pistia stratiotes √ Arthriaceae Diplazium sammatii Asteraceae Aspilila africana √ √ Chromolaena odorata √ √ Bignoniacea Spathodea campanulata √ Bombacaceae Bombax buonopozense √ Ceiba pentandra √ √ Boraginaceae Cordia millenii √ Burseraceae Canarium schwenfurthii √ Caesalpinaceae Hymenostegia afzelii √ Mezoneuron benthamianum √ Combretaceae Anogeissus leiocarpus √ Chamaecrista mimosoides √ Combretum dolichopetalum √ Combretum racemosum √ Terminalia glauscescens √ √ Tertminslis msvtopyrts √ √ Terminalia ivorensis √ Terminalia macroptera √ Terminalia superba √ Quisqualis indica √ Commelinaceae Byrsocapus coccineus √ Cnestis ferruginea √ √ Commelina erecta √ √ Anelima beninense √ Convovulaceae Ipomoea helleborda √ Ipomoea involurata √ Connaraceace Byrsocarpus coccineus √ Cnestis ferruginea √ Cucurbitaceae Telfairia occidentalis √ Cyperaceae Cyperus difformis √ Mariscus alternifolius √ √ Rhynchospora corymbosa √

( √ ) Represented in Designated category ( - ) Not represented in Designated Category 115

APPENDIX 4

FAUNA OCCURING IN THE PROJECT AREA

116

APPENDIX 4: FAUNA OCCURRING IN THE PROJECT AREA

SPECIES REPORTED SPECIES INCLUDED CITES PROTECTED TO OCCUR IN PROJECT OBSERVED IN IUCN LIST BY HABITAT AREA IN REDLIST GHANAIAN SURVEYS LAW 1997 - 1998 Forest Swamp Savanna Scrub MAMMALIA Potomachoerus Porcus (Red River hog) √ - - √ √ √ Tragelaphus scriptus (Bush buck - √ - - √ Cephalophus niger (black duiker) - √ Cephalophus maxwelli (maxwell’s duiker) - √ Cephalophus rufilatus (Red-flaked duiker) √ √ √ √ Neotragus pygmaeus (Royal antelope) √ √ - √ √ Civetticus (viverra) Civetta (African civet) √ - - √ √ Nandina binotata (two- spotted palm civet) √ - √ REPTILIA Agama agama (Agama/rainbow √ - - - √ √ √ √ lizard) Bitis gabonica (Gaboon viper) √ - - - √ - - - Causus rhombeatus (night adder) - - - √ - - - Dendroaspis viridis (Green mamba) √ - √ √ √ √ Naja melanoleuca (Black cobra) √ - - - √ √ √ √ Thelotornis kirtlandi (twig snake) √ - - - √ - - - Hemidactylus brookei - - - √ √ √ √ (brooke’s wall gecko) √ Mabuya peotetti - - - √ - √ √ (orange-franked skink) √ Typhlops punctatus - - - - √ - - (Blind snake) AMPHIBIAN Bufo regularis √ - - - √ √ - √ (common toad)

( √ ) Represented in Designated category ( - ) Not represented in Designated Category

117

APPENDIX 5

LIST OF CONSULTEES

118

LIST OF CONSULTEES

Name Position Phone No Organisation KUMASI 1. Mr. Atta-Boafo Transport Officer 0244171745 KMA 2. Mrs. Rosemond Edusei Planning Officer TCDP, Kumasi 3. Ms. Akosua Konadu Planning Officer TCDP, Kumasi 4. Ms. Mary Prempeh Officer-In-Charge TCDP, Kumasi Tech. Division KINTAMPO 1. Mr. Razak Awudulai DCE 0242151229 Kintampo District Assembly 2. Mr. Awal Dist Planning Officer 0209060443 - do - 3. Mr. Eric Okanta TCDP, Kintampo 4. Mr. Jacob Saah Admin. General 061-27304 Kintampo Health 0208170032 Research Centre 5. Mr. Kwaku Poku Asante Clinical Research 0244377539 - do - Fellow 6. Mr. Azumah Sylvanus Illedi Financial 021-3045177 061- - do - Administrator 28869 7. Mr. Fosu Dank District Head Ghana Broadcasting Corp. 8. Mr. Agbefu Area Manager Ghana Highway Authority 9. Mr. Lawrence Appiah Marfo Ag .Gen. Technical Kintampo Water Supervisor Supply 10. Mr. Seth Afrijie Accountant - do - 11. Mr. A.K. Amponsah Accounts Officer - do – 12. Mr. Yehuza Tanko 1st Trustee GPRTU 13. Mr. Abdul M. Adams Secretary - do- 14. Mr. Peter Kobina DSP Ghana Police Service 15. Mr. Richard Azombille Station Supervisor 0243102093 VRA/NED Chief Area Manager Nwerease-Kintampo GT, Techiman- Kintampo TAMALE 1. Mr. Opoku Nkrumah Ag. Coordinating Tamale Regional Director Administration 2. Mr. Iddrisu Abdul-Karim Assistant Director Tamale Metropolitan Assembly

3. Mr. Manteaw Regional Pharmacist Ghana Health Service 4. Mr. Ziblim Abdulai Ag. Operations Dept. of Forestry Director 5. Mr. Ndebugre Reg. Engineer GWCL 6. Mr. Sylvester Gyogluu Municipal Town 0277145905 Town & Country Planner 07125549 Planning 7. Regional Engineer VRA/NED 8. Mr. Johnson Yamoah Administrative Ghana Telecom Manager 9. Mr. Donkor Regional Director DUR, Tamale 10. Mr. Eddie Telly Regional Director EPA, Tamale 11. Mr. Abu Iddrisu EPA, Tamale 119

12. Mr. Baba Gender Desk Officer Tamale Metro.

Name Position Phone No Organisation BOLGATANGA 1. Mr. Alhaji Awudu Regional Manager Ghana Telecom 2. Mr. Juhiana Adiale Municipal Public 0243109905 Ghana Health Service Health Nurse 3. Mr. Kuupol Reg. Engineer GWCL, Bolga 4. Mr. Zinabu Osae King Regional Director EPA, Bolga 5. Mr. Alex A. Papanko Area Manager VRA – NED

NAVRONGO (KASSENA – NAKANA) 1. Mr. Emmanuel Chegeweh DCE 0244588849 Kassena – NankanaDistrict Assembly 2. Mr. Gilbert Nuiriteg ADCD - do – 3. Mrs. Margaret Bawah District Public Health Ghana Health Service Nurse 4. Victoria Asuliwono Gender Desk Officer Kassena-Nankana District Assembly

PAGA 1. Mr. Samuel Boamah Collector – In- Charge CEPS, Paga Border 2. Mr. Afotey Annan Senior Collector - do- 3. Mr. Emmanuel Lawson Collector - do- 4. Mr. Solomon Konor Head, 0242205217 BNI

WULUGU – Charcoal Sellers 1. Mariama Musah Charcoal Seller 2. Fatima Alhassan Charcoal Seller 3. Yaa Gomah Charcoal Seller 4. Fusheina Sally Charcoal Seller 5. Alimatu Sally Charcoal Seller 6. Abena Dauda Charcoal Seller 7. Wasilla Yakubu Charcoal Seller 8. Yendana Nampizora Chief of Wulugu

120

121

122

123

124

125

126

127

128

129

APPENDIX 6

CHECKLIST FOR ENVIRONMENTAL MONITORING

130

APPENDIX 6: CHECKLIST FOR ENVIRONMENTAL MONITORING

Critical What to Monitor Section

Settlements Pre-Construction Phase Construction Phase Post-Construction (Implementation Phase

• Facilities identified for • Sufficient dust control (water • Condition and performance of concrete destruction are demarcated sprinkling) ditches • Records of trees and hedges • Damage to buildings and structures, • Sufficient pedestrian crosses and identified for extra caution and • Provision of adequate warning signs vehicular access across ditches in place; protection, or removal, are for safety guardrails to protect pedestrians in available • Identified graves within right of way place as required; • Records of cemeteries/single demarcated and being preserved • Design of shoulders so as to allow graves lying within the right of • Damage to existing trees water drain off into ditches; way needing special attention • Complaints about dust/noise nuisance • Adequate road markings and warning for preservation taken • Complaints about water shortages or signs in place; • Areas for installations of special impairment of quality • State of newly planted trees and hedges protective devices like guard • Identified points of zebra crosses, • Cemeteries and graves preserved. rails are identified and access across ditches to houses, demarcated. markets, schools, health centres, community water sources; (temporal provision guardrails as appropriate • At early stages of construction: arrangements with • Subcontractor for plantation of avenue trees in place; records of required quantities and appropriate species available • At late phase of construction: avenue trees planted, gaps in existing avenues filled • Trees and hedges that were lost during construction replaced

131

APPENDIX 6 : CHECKLIST FOR ENVIRONMENTAL MONITORING

Critical What to Monitor Section

Borrow Pit Pre-Construction Phase Construction Phase Post-Construction (Implementation Phase Sites • no evidence of interference • Land clearing and stockpiling of • Re-instatement of borrow pit completed with protected areas/sites topsoil for further use in land within short notice after completion of • Economic trees identified and rehabilitation carried out in separate exploitation according to the specific demarcated for protection operations; specifications of contract ; during excavation • no slopes at site that would facilitate - leveling of terrain surface or gully erosion; • absence of larger depressions - distribution of overburden and spoil (danger of creating stagnant water material, there-by eliminating as much depressions and subsequent disease as possible any steep slopes and vector breeding; depressions • provision of appropriate drainage as - re-distribution of topsoil from required at borrow site; stockpile • evidence of economic and other trees earmarked for preservation - Plantation of sufficient numbers of well protected. approved tree species upon the technical advice of the Forestry Department.

• Location of borrow pit • No expansion of works at borrow excluding naturally sensitive pits beyond approved demarcations sites; without written approval of Resident • Payment of compensation to Engineer land owner(s); • Re-instatement taking place • Demarcation of boundaries of successively according to progress borrow pit in place; of exploitation; • Confirmation of identified • Provision of adequate safety economic large trees marked measures at junctions of borrow pit out for preservation sites to main roads of public use.

132

APPENDIX 6: CHECKLIST FOR ENVIRONMENTAL MONITORING

Critical Section What to Monitor

Contractor’s Pre-Construction Phase Construction Phase Post-Construction (Implementation Phase Yard

• Evaluation of plans related to • Appropriate assurance of • removal of plan facilities and any other sitting of the contractor’s yard leakage free inflammable items, materials associated with the camp site • Evaluation of plans related to fire prevention and adequate technical provisions for facilities for fire suppression; environmental quality • emergency response and • Re-instatement of site (land) assurance; contingency plans of contractor; • Proper arrangement of • provision of well-stocked first- structures, containers, aid centre and trained personnel equipment, workshop, to manage this; crushing plant, bitumen and • arrangements for handling / fuel storage facilities at the recycling of used oils and site; defective machinery; • Appropriate drainage systems • work camps: arrangements for and traps to contain accidental sanitary waste management / spillage of oil, greases, adequate provision of potable lubricants so as to prevent water. pollution of streams and drainage courses; • Emergency response and contingency plan available

133

Sensitive Areas • Availability of appropriate road • Traffic management plan of • Provision of sufficient and warning signs at relevant locations (steep slopes; contractor for such sensitive adequate road warning signs at including narrow bridges; sharp curves; areas appropriate locations ; • Availability of safety guardrails and points of • Provision of safety guard rails crush barriers at relevant sections. bridge/culvert and crush barriers at relevant ; construction) • Proper demarcation of dangerous sites, obstacles at night, using reflective markings, lights as appropriate; • Provision of adequate notices of ongoing construction of bridges and any diversions thereof; • Increased erosion, turbidity and sedimentation of streams as a result of culvert works (community perception and concern)

134

APPENDIX 6 : CHECKLIST FOR ENVIRONMENTAL MONITORING

Critical Section What to Monitor

Miscellaneous Pre-Construction Phase Construction Phase Post-Construction (Implementation Phase a) Junctions and • due identification and • adequate temporary provision of • adequate crossing facilities over side footpaths consideration of all junctions free access across side drains for drains for permanent use to farms users to farms and villages lying and villages lying off the road; off the road • absence of any impairment of hydrological functions resulting from access provision b) Construction • dust control measures carried out • no evidence of abandoned Corridor at appropriate intervals; machinery or any other equipment • measures to ensure safe transportation of inflammable substances (fuel, lubricants, bitumen) so as to avoid accidents, spillage, fires, and possible pollution of land and water resources; • adequate provision and use of requires protective clothes and equipment for workers (e.g. raincoats, boots, dust masks, ear plugs, overalls, reflective overcoats etc.) • adequate provision of potable water at appropriate intervals within the construction corridor; • noise levels of machinery in compliance with existing standards

135

APPENDIX 7

TERMS OF REFERENCE FOR THE EIA STUDY

136

PROPOSED TERMS OF REFERENCE FOR EIA

The Proposed Terms of Reference (TOR) for the EIA study of the project comprises the following:-

(A) Executive Summary This is a non-technical summary, which would comprise the salient elements in the report, including: -

- A brief description of the project and location. - Potential negative and positive impacts of the development and operation of the project. - The proposed environmental management (mitigative) measures and the corresponding monitoring programme.

(B) Introduction This section will discuss the following:-

i. Project background. ii Purpose and objectives of the project. iii Regulatory and institutional framework. iv. Scope and structure of the EIS/Report.

(C) Description of the Project Project description will be built on information from project documents and consultation with the project planners/designers, contractors and developers. The description will cover :-

i. Project components and layout. ii. Scale of the project and types of pavement and drainage structures. iii Schedule of constructional activities (including site preparation). iv. Types, quantities and sources of material requirements. v. Labour force. vi. Infrastructure and utility services. vii. Management of the road.

(D) Baseline Conditions of the Project Site In order to assess the significance of environmental impact that will result from the development and operation of the road, a baseline study will be undertaken to obtain information on the following environmental conditions:-

i. Climate (rainfall, temperature, wind direction. ii. Geology and Soils. iii. Flora and Fauna. iv. Surface Water/Drainage. v. Ambient Air Quality. vi. Ambient Noise Levels. vii. Infrastructure and Utility Services. viii. Land-use / Socio-economic Conditions.

(E) Identification and Assessment of Potential Impacts The potential impacts of the project would be identified in relation to:-

• Pre-Construction phase. • Construction phase. • Post-Construction / Occupancy stage.

137

The methodology for the identification of the potential impacts would involve site surveys, surveys of similar road projects and consultations with the relevant stakeholders. The potential impacts of the project on the following environmental parameters will be identified and discussed.

• Flora and Fauna; • Soils; • Surface Water Resources/Drainage; • Sources of Material requirement; • Ambient Air Quality; • Ambient Noise Levels; • Utilities and other Facilities; • Traffic Flow and Safety; • Waste Generation and Management; and • Socio-economic Activities / Land-use.

Impacts would be evaluated in terms of their being:- • Positive or Negative; • Short or Long-term; and • Direct or Indirect

(F) Mitigation / Management of Impacts Proposals for the mitigation of the significant negative impacts of the project will be outlined. The proposals will be very specific and implemental in order to ensure the environmental sustainability of the project.

(G) Monitoring Plan / Programme The parameters of various environmental components and others will be monitored periodically to evaluate the effectiveness of the mitigation measures and/or establish the extent of changes in the baseline conditions. Periodic monitoring will be carried out, among others, on: • Air Quality; • Noise Levels; • Water sources/bodies • Traffic Flow and Accidents; and • Waste Management.

(H) Provisional Environmental Management Plan To ensure the implementation of the mitigation measures and an effective monitoring programme, and to deal with environmental impacts and other concerns, which could not be predicted at this stage, a Provisional Environmental Management Plan will be outlined. The plan will cover, among others:

• The duties and responsibilities of the personnel charged with the environmental management of the road; • The cost of environmental management; • Financial resources available for environmental management.

(I) CONCLUSION This section will cover:-

• General overview of the main conclusion of the study; 138

• The need and justification for the project. OP 4.01 January 1999

These policies were prepared for use by World Bank staff and are not necessarily a complete treatment of the subject.

Environmental Assessment

This Operational Policy statement was updated in March 2007 to reflect issuance of OP/BP 8.00, Rapid Response to Crises and Emergencies, dated March 2007. Previously revised in August 2004 to ensure consistency with the requirements of OP/BP 8.60, issued in August 2004. These changes may be viewed here.

Note: OP and BP 4.01 together replace OMS 2.36, Environmental Aspects of Bank Work; OD 4.00, Annex A, Environmental Assessment; OD 4.00, Annex B, Environmental Policy for Dam and Reservoir Projects; OD 4.01, Environmental Assessment; and the following Operational Memoranda: Environmental Assessments: Instructions to Staff on the Handling of the Borrower's Consultations with Affected Groups and Relevant Local NGOs, 4/10/90; Environmental Assessments: Instructions to Staff on the Release of Environmental Assessments to Executive Directors, 11/21/90; and Release of Environmental Assessments to Executive Directors, 2/20/91. Additional information related to these statements is provided in the Environmental Assessment Sourcebook (Washington, D.C.: World Bank, 1991) and subsequent updates available from the Environment Sector Board, and in the Pollution Prevention and Abatement Handbook. Other Bank statements that relate to the environment include OP/BP 4.02, Environmental Action Plans; OP/BP 4.04, Natural Habitats; OP 4.07, Water Resources Management; OP 4.09, Pest Management; OP/BP 4.10, Indigenous Peoples; OP 4.11, Physical Cultural Resources; OP/BP 4.12, Involuntary Resettlement; OP/BP 4.36, Forests; and OP/BP 10.04, Economic Evaluation of Investment Operations. These OP and BP apply to all projects for which a PID is first issued after March 1, 1999. Questions may be addressed to the Chair, Environment Sector Board.

1. The Bank1 requires environmental assessment (EA) of projects proposed for Bank financing to help ensure that they are environmentally sound and sustainable, and thus to improve decision making.

2. EA is a process whose breadth, depth, and type of analysis depend on the nature, scale, and potential environmental impact of the proposed project. EA evaluates a project’s potential environmental risks and impacts in its area of influence;2 examines project alternatives; identifies ways of improving project selection, siting, planning, design, and implementation by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and enhancing positive impacts; and includes the process of mitigating and managing adverse environmental impacts throughout project implementation. The Bank favors preventive measures over mitigatory or compensatory measures, whenever feasible.

3. EA takes into account the natural environment (air, water, and land); human health and safety; social aspects (involuntary resettlement, indigenous peoples, and physical cultural resources;3 and transboundary and global environmental aspects.4 EA considers natural and social aspects in an integrated way. It also takes into account the variations in project and country conditions; the findings of country environmental studies; national environmental action plans; the country’s overall policy framework, national legislation, and institutional capabilities related to the environment and social aspects; and obligations of the country, pertaining to project activities, under relevant international environmental treaties and agreements. The Bank does not finance project activities that would contravene such country obligations, as identified during 139 the EA. EA is initiated as early as possible in project processing and is integrated closely with the economic, financial, institutional, social, and technical analyses of a proposed project.

4. The borrower is responsible for carrying out the EA. For Category A projects,5 the borrower retains independent EA experts not affiliated with the project to carry out the EA.6 For Category A projects that are highly risky or contentious or that involve serious and multidimensional environmental concerns, the borrower should normally also engage an advisory panel of independent, internationally recognized environmental specialists to advise on all aspects of the project relevant to the EA.7 The role of the advisory panel depends on the degree to which project preparation has progressed, and on the extent and quality of any EA work completed, at the time the Bank begins to consider the project.

5. The Bank advises the borrower on the Bank’s EA requirements. The Bank reviews the findings and recommendations of the EA to determine whether they provide an adequate basis for processing the project for Bank financing. When the borrower has completed or partially completed EA work prior to the Bank’s involvement in a project, the Bank reviews the EA to ensure its consistency with this policy. The Bank may, if appropriate, require additional EA work, including public consultation and disclosure.

6. The Pollution Prevention and Abatement Handbook describes pollution prevention and abatement measures and emission levels that are normally acceptable to the Bank. However, taking into account borrower country legislation and local conditions, the EA may recommend alternative emission levels and approaches to pollution prevention and abatement for the project. The EA report must provide full and detailed justification for the levels and approaches chosen for the particular project or site.

EA Instruments

7. Depending on the project, a range of instruments can be used to satisfy the Bank’s EA requirement: environmental impact assessment (EIA), regional or sectoral EA, environmental audit, hazard or risk assessment, and environmental management plan (EMP).8 EA applies one or more of these instruments, or elements of them, as appropriate. When the project is likely to have sectoral or regional impacts, sectoral or regional EA is required.9

Environmental Screening

8. The Bank undertakes environmental screening of each proposed project to determine the appropriate extent and type of EA. The Bank classifies the proposed project into one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. (a) Category A: A proposed project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive,10 diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. EA for a Category A project examines the project’s potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the “without project” situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. For a Category A project, the borrower is responsible for preparing a report, normally an EIA (or a suitably comprehensive regional or sectoral EA) that includes, as necessary, elements of the other instruments referred to in para. 7.

(b) Category B: A proposed project is classified as Category B if its potential adverse 140

environmental impacts on human populations or environmentally important areas—including wetlands, forests, grasslands, and other natural habitats—are less adverse than those of Category A projects. These impacts are site-specific; few if any of them are irreversible; and in most cases mitigatory measures can be designed more readily than for Category A projects. The scope of EA for a Category B project may vary from project to project, but it is narrower than that of Category A EA. Like Category A EA, it examines the project’s potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. The findings and results of Category B EA are described in the project documentation (Project Appraisal Document and Project Information Document).11

(c) Category C: A proposed project is classified as Category C if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project. (d) Category FI: A proposed project is classified as Category FI if it involves investment of Bank funds through a financial intermediary, in subprojects that may result in adverse environmental impacts. EA for Special Project Types

Sector Investment Lending

9. For sector investment loans (SILs),12 during the preparation of each proposed subproject, the project coordinating entity or implementing institution carries out appropriate EA according to country requirements and the requirements of this policy.13 The Bank appraises and, if necessary, includes in the SIL components to strengthen, the capabilities of the coordinating entity or the implementing institution to (a) screen subprojects, (b) obtain the necessary expertise to carry out EA, (c) review all findings and results of EA for individual subprojects, (d) ensure implementation of mitigation measures (including, where applicable, an EMP), and (e) monitor environmental conditions during project implementation.14 If the Bank is not satisfied that adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category B subprojects—including any EA reports—are subject to prior review and approval by the Bank.

Financial Intermediary Lending

10. For a financial intermediary (FI) operation, the Bank requires that each FI screen proposed subprojects and ensure that subborrowers carry out appropriate EA for each subproject. Before approving a subproject, the FI verifies (through its own staff, outside experts, or existing environmental institutions) that the subproject meets the environmental requirements of appropriate national and local authorities and is consistent with this OP and other applicable environmental policies of the Bank.15

11. In appraising a proposed FI operation, the Bank reviews the adequacy of country environmental requirements relevant to the project and the proposed EA arrangements for subprojects, including the mechanisms and responsibilities for environmental screening and review of EA results. When necessary, the Bank ensures that the project includes components to strengthen such EA arrangements. For FI operations expected to have Category A subprojects, prior to the Bank’s appraisal each identified participating FI provides to the Bank a written assessment of the institutional mechanisms (including, as necessary, identification of measures to strengthen capacity) for its subproject EA work.16 If the Bank is not satisfied that adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category B subprojects—including EA reports—are subject to prior review and approval by the Bank.17

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Emergency Operations under OP 8.00

12. The policy set out in OP 4.01 normally applies to emergency operations processed under OP 8.00, Rapid Response to Crises and Emergencies. However, when compliance with any requirement of this policy would prevent the effective and timely achievement of the objectives of an emergency operation, the Bank may exempt the project from such a requirement. The justification for any such exemption is recorded in the loan documents. In all cases, however, the Bank requires at a minimum that (a) the extent to which the emergency was precipitated or exacerbated by inappropriate environmental practices be determined as part of the preparation of such projects, and (b) any necessary corrective measures be built into either the emergency operation or a future lending operation.

Institutional Capacity

13. When the borrower has inadequate legal or technical capacity to carry out key EA-related functions (such as review of EA, environmental monitoring, inspections, or management of mitigatory measures) for a proposed project, the project includes components to strengthen that capacity. Public Consultation

14. For all Category A and B projects proposed for IBRD or IDA financing, during the EA process, the borrower consults project-affected groups and local nongovernmental organizations (NGOs) about the project’s environmental aspects and takes their views into account.18 The borrower initiates such consultations as early as possible. For Category A projects, the borrower consults these groups at least twice: (a) shortly after environmental screening and before the terms of reference for the EA are finalized; and (b) once a draft EA report is prepared. In addition, the borrower consults with such groups throughout project implementation as necessary to address EA-related issues that affect them.19 Disclosure

15. For meaningful consultations between the borrower and project-affected groups and local NGOs on all Category A and B projects proposed for IBRD or IDA financing, the borrower provides relevant material in a timely manner prior to consultation and in a form and language that are understandable and accessible to the groups being consulted.

16. For a Category A project, the borrower provides for the initial consultation a summary of the proposed project’s objectives, description, and potential impacts; for consultation after the draft EA report is prepared, the borrower provides a summary of the EA’s conclusions. In addition, for a Category A project, the borrower makes the draft EA report available at a public place accessible to project-affected groups and local NGOs. For SILs and FI operations, the borrower/FI ensures that EA reports for Category A subprojects are made available in a public place accessible to affected groups and local NGOs.

17. Any separate Category B report for a project proposed for IDA financing is made available to project- affected groups and local NGOs. Public availability in the borrowing country and official receipt by the Bank of Category A reports for projects proposed for IBRD or IDA financing, and of any Category B EA report for projects proposed for IDA funding, are prerequisites to Bank appraisal of these projects.

18. Once the borrower officially transmits the Category A EA report to the Bank, the Bank distributes the summary (in English) to the executive directors (EDs) and makes the report available through its InfoShop. Once the borrower officially transmits any separate Category B EA report to the Bank, the Bank makes it available through its InfoShop.20 If the borrower objects to the Bank’s releasing an EA report through the World Bank InfoShop, Bank staff (a) do not continue processing an IDA project, or (b) for an IBRD project, submit the issue of further processing to the EDs. 143

Implementation

19. During project implementation, the borrower reports on (a) compliance with measures agreed with the Bank on the basis of the findings and results of the EA, including implementation of any EMP, as set out in the project documents; (b) the status of mitigatory measures; and (c) the findings of monitoring programs. The Bank bases supervision of the project’s environmental aspects on the findings and recommendations of the EA, including measures set out in the legal agreements, any EMP, and other project documents.21

______

1. “Bank” includes IBRD and IDA; “EA” refers to the entire process set out in OP/BP 4.01; “loans” includes IDA credits and IDA grants; “borrower” includes, for guarantee operations, a private or public project sponsor receiving from another financial institution a loan guaranteed by the Bank; and “project” covers all operations financed by Bank loans or guarantees except development policy lending (for which the environmental provisions are set out in OP/BP 8.60, Development Policy Lending), and also includes projects under adaptable lending—adaptable program loans (APLs) and learning and innovation loans (LILs)—and projects and components funded under the Global Environment Facility. The project is described in Schedule 2 to the Loan/Credit Agreement. This policy applies to all components of the project, regardless of the source of financing. 2. For definitions, see Annex A. The area of influence for any project is determined with the advice of environmental specialists and set out in the EA terms of reference. 3. See OP/BP 4.12, Involuntary Resettlement; OP/BP 4.10, Indigenous Peoples; and OP/BP 4.11, Physical Cultural Resources. 4. Global environmental issues include climate change, ozone-depleting substances, pollution of international waters, and adverse impacts on biodiversity. 5. For screening, see para. 8. 6. EA is closely integrated with the project’s economic, financial, institutional, social, and technical analyses to ensure that (a) environmental considerations are given adequate weight in project selection, siting, and design decisions; and (b) EA does not delay project processing. However, the borrower ensures that when individuals or entities are engaged to carry out EA activities, any conflict of interest is avoided. For example, when an independent EA is required, it is not carried out by the consultants hired to prepare the engineering design. 7. The panel (which is different from the dam safety panel required under OP/ BP 4.37, Safety of Dams) advises the borrower specifically on the following aspects: (a) the terms of reference for the EA, (b) key issues and methods for preparing the EA, (c) recommendations and findings of the EA, (d) implementation of the EA’s recommendations, and (e) development of environmental management capacity. 8. These terms are defined in Annex A. Annexes B and C discuss the content of EA reports and EMPs. 9. Guidance on the use of sectoral and regional EA is available in EA Sourcebook Updates 4 and 15. 10. A potential impact is considered “sensitive” if it may be irreversible (e.g., lead to loss of a major natural habitat) or raise issues covered by OP 4.10, Indigenous Peoples; OP 4.04, Natural Habitats; OP 4.11, Physical Cultural Resources; or OP 4.12, Involuntary Resettlement. 11. When the screening process determines, or national legislation requires, that any of the environmental issues identified warrant special attention, the findings and results of Category B EA may be set out in a separate report. Depending on the type of project and the nature and magnitude of the impacts, this report may include, for example, a limited environmental impact assessment, an environmental mitigation or management plan, an environmental audit, or a hazard assessment. For Category B projects that are not in environmentally sensitive areas and that present well-defined and well-understood issues of narrow scope, the Bank may accept alternative approaches for meeting EA requirements: for example, environmentally sound design criteria, siting criteria, or pollution standards for small-scale industrial plants or rural works; environmentally sound siting criteria, construction standards, or inspection procedures for housing projects; or environmentally sound operating procedures for road rehabilitation projects. 12. SILs normally involve the preparation and implementation of annual investment plans or subprojects as time slice activities over the course of the project. 13. In addition, if there are sectorwide issues that cannot be addressed through individual subproject EAs (and particularly if the SIL is likely to include Category A subprojects), the borrower may be required to carry out sectoral EA before the Bank appraises the SIL. 14. Where, pursuant to regulatory requirements or contractual arrangements acceptable to the Bank, any of these review functions are carried out by an entity other than the coordinating entity or implementing institution, the Bank appraises 144

such alternative arrangements; however, the borrower/coordinating entity/implementing institution remains ultimately responsible for ensuring that subprojects meet Bank requirements. 15. The requirements for FI operations are derived from the EA process and are consistent with the provisions of para. 6 of this OP. The EA process takes into account the type of finance being considered, the nature and scale of anticipated subprojects, and the environmental requirements of the jurisdiction in which subprojects will be located. 16. Any FI included in the project after appraisal complies with the same requirement as a condition of its participation. 17. The criteria for prior review of Category B subprojects, which are based on such factors as type or size of the subproject and the EA capacity of the financial intermediary, are set out in the legal agreements for the project. 18. For the Bank’s approach to NGOs, see GP 14.70, Involving Nongovernmental Organizations in Bank-Supported Activities. 19. For projects with major social components, consultations are also required by other Bank policies—for example, OP/BP 4.10, Indigenous Peoples, and OP/BP 4.12, Involuntary Resettlement. 20. For a further discussion of the Bank's disclosure procedures, see The World Bank Policy on Disclosure of Information. Specific requirements for disclosure of resettlement plans and indigenous peoples development plans are set out in OP/BP 4.10, Indigenous Peoplesand OP/BP 4.12, Involuntary Resettlement. 21. See OP/BP 13.05, Project Supervision.

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OP 4.12 January 2001

These policies were prepared for use by World Bank staff and are not necessarily a complete treatment of the subject.

Involuntary Resettlement

This Operational Policy statement was updated in March 2007 to reflect issuance of OP/BP 8.00, Rapid Response to Crises and Emergencies, dated March 2007. Previously revised in April 2004 to ensure consistency with the requirements of OP/BP 6.00, issued in April 2004. These changes may be viewed here.

Note: OP and BP 4.12 together replace OD 4.30, Involuntary Resettlement. These OP and BP apply to all projects for which a Project Concept Review takes place on or after January 1, 2002. Questions may be addressed to the Director, Social Development Department (SDV).

1. Bank1 experience indicates that involuntary resettlement under development projects, if unmitigated, often gives rise to severe economic, social, and environmental risks: production systems are dismantled; people face impoverishment when their productive assets or income sources are lost; people are relocated to environments where their productive skills may be less applicable and the competition for resources greater; community institutions and social networks are weakened; kin groups are dispersed; and cultural identity, traditional authority, and the potential for mutual help are diminished or lost. This policy includes safeguards to address and mitigate these impoverishment risks.

Policy Objectives

2. Involuntary resettlement may cause severe long-term hardship, impoverishment, and environmental damage unless appropriate measures are carefully planned and carried out. For these reasons, the overall objectives of the Bank’s policy on involuntary resettlement are the following: (a) Involuntary resettlement should be avoided where feasible, or minimized, exploring all viable alternative project designs.2 (b) Where it is not feasible to avoid resettlement, resettlement activities should be conceived and executed as sustainable development programs, providing sufficient investment resources to enable the persons displaced by the project to share in project benefits. Displaced persons3 should be meaningfully consulted and should have opportunities to participate in planning and implementing resettlement programs. (c) Displaced persons should be assisted in their efforts to improve their livelihoods and standards of living or at least to restore them, in real terms, to pre-displacement levels or to levels prevailing prior to the beginning of project implementation, whichever is higher.4

Impacts Covered

3. This policy covers direct economic and social impacts5 that both result from Bank-assisted investment projects6, and are caused by (a) the involuntary7 taking of land8 resulting in 146

(i) relocation or loss of shelter; (ii) lost of assets or access to assets; or (iii) loss of income sources or means of livelihood, whether or not the affected persons must move to another location; or (b) the involuntary restriction of access9 to legally designated parks and protected areas resulting in adverse impacts on the livelihoods of the displaced persons.

4. This policy applies to all components of the project that result in involuntary resettlement, regardless of the source of financing. It also applies to other activities resulting in involuntary resettlement, that in the judgment of the Bank, are (a) directly and significantly related to the Bank-assisted project, (b) necessary to achieve its objectives as set forth in the project documents; and (c) carried out, or planned to be carried out, contemporaneously with the project.

5. Requests for guidance on the application and scope of this policy should be addressed to the Resettlement Committee (see BP 4.12, para. 7).10

Required Measures

6. To address the impacts covered under para. 3 (a) of this policy, the borrower prepares a resettlement plan or a resettlement policy framework (see paras. 25-30) that covers the following:

(a) The resettlement plan or resettlement policy framework includes measures to ensure that the displaced persons are (i) informed about their options and rights pertaining to resettlement;

(ii) consulted on, offered choices among, and provided with technically and economically feasible resettlement alternatives; and

(iii) provided prompt and effective compensation at full replacement cost11 for losses of assets12 attributable directly to the project.

(b) If the impacts include physical relocation, the resettlement plan or resettlement policy framework includes measures to ensure that the displaced persons are (i) provided assistance (such as moving allowances) during relocation; and

(ii) provided with residential housing, or housing sites, or, as required, agricultural sites for which a combination of productive potential, locational advantages, and other factors is at least equivalent to the advantages of the old site.13

(c) Where necessary to achieve the objectives of the policy, the resettlement plan or resettlement policy framework also include measures to ensure that displaced persons are (i) offered support after displacement, for a transition period, based on a reasonable estimate of the time likely to be needed to restore their livelihood and standards of living;14 and

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(ii) provided with development assistance in addition to compensation measures described in paragraph 6(a) (iii), such as land preparation, credit facilities, training, or job opportunities.

7. In projects involving involuntary restriction of access to legally designated parks and protected areas (see para. 3(b)), the nature of restrictions, as well as the type of measures necessary to mitigate adverse impacts, is determined with the participation of the displaced persons during the design and implementation of the project. In such cases, the borrower prepares a process framework acceptable to the Bank, describing the participatory process by which (a) specific components of the project will be prepared and implemented;

(b) the criteria for eligibility of displaced persons will be determined;

(c) measures to assist the displaced persons in their efforts to improve their livelihoods, or at least to restore them, in real terms, while maintaining the sustainability of the park or protected area, will be identified; and

(d) potential conflicts involving displaced persons will be resolved.

The process framework also includes a description of the arrangements for implementing and monitoring the process.

8. To achieve the objectives of this policy, particular attention is paid to the needs of vulnerable groups among those displaced, especially those below the poverty line, the landless, the elderly, women and children, indigenous peoples,15 ethnic minorities, or other displaced persons who may not be protected through national land compensation legislation.

9. Bank experience has shown that resettlement of indigenous peoples with traditional land-based modes of production is particularly complex and may have significant adverse impacts on their identity and cultural survival. For this reason, the Bank satisfies itself that the borrower has explored all viable alternative project designs to avoid physical displacement of these groups. When it is not feasible to avoid such displacement, preference is given to land-based resettlement strategies for these groups (see para. 11) that are compatible with their cultural preferences and are prepared in consultation with them (see Annex A, para. 11).

10. The implementation of resettlement activities is linked to the implementation of the investment component of the project to ensure that displacement or restriction of access does not occur before necessary measures for resettlement are in place. For impacts covered in para. 3(a) of this policy, these measures include provision of compensation and of other assistance required for relocation, prior to displacement, and preparation and provision of resettlement sites with adequate facilities, where required. In particular, taking of land and related assets may take place only after compensation has been paid and, where applicable, resettlement sites and moving allowances have been provided to the displaced persons. For impacts covered in para. 3(b) of this policy, the measures to assist the displaced persons are implemented in accordance with the plan of action as part of the project (see para. 30).

11. Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods are land-based. These strategies may include resettlement on public land (see footnote 1 above), or on private land acquired or purchased for resettlement. Whenever replacement land is offered, resettlers are provided with land for which a combination of productive potential, locational advantages, and other factors

148 is at least equivalent to the advantages of the land taken. If land is not the preferred option of the displaced persons, the provision of land would adversely affect the sustainability of a park or protected area,16 or sufficient land is not available at a reasonable price, non-land-based options built around opportunities for employment or self-employment should be provided in addition to cash compensation for land and other assets lost. The lack of adequate land must be demonstrated and documented to the satisfaction of the Bank.

12. Payment of cash compensation for lost assets may be appropriate where (a) livelihoods are land-based but the land taken for the project is a small fraction17 of the affected asset and the residual is economically viable; (b) active markets for land, housing, and labor exist, displaced persons use such markets, and there is sufficient supply of land and housing; or (c) livelihoods are not land-based. Cash compensation levels should be sufficient to replace the lost land and other assets at full replacement cost in local markets.

13. For impacts covered under para. 3(a) of this policy, the Bank also requires the following:

(a) Displaced persons and their communities, and any host communities receiving them, are provided timely and relevant information, consulted on resettlement options, and offered opportunities to participate in planning, implementing, and monitoring resettlement. Appropriate and accessible grievance mechanisms are established for these groups.

(b) In new resettlement sites or host communities, infrastructure and public services are provided as necessary to improve, restore, or maintain accessibility and levels of service for the displaced persons and host communities. Alternative or similar resources are provided to compensate for the loss of access to community resources (such as fishing areas, grazing areas, fuel, or fodder).

(c) Patterns of community organization appropriate to the new circumstances are based on choices made by the displaced persons. To the extent possible, the existing social and cultural institutions of resettlers and any host communities are preserved and resettlers’ preferences with respect to relocating in preexisting communities and groups are honored. Eligibility for Benefits18

14. Upon identification of the need for involuntary resettlement in a project, the borrower carries out a census to identify the persons who will be affected by the project (see the Annex A, para. 6(a)), to determine who will be eligible for assistance, and to discourage inflow of people ineligible for assistance. The borrower also develops a procedure, satisfactory to the Bank, for establishing the criteria by which displaced persons will be deemed eligible for compensation and other resettlement assistance. The procedure includes provisions for meaningful consultations with affected persons and communities, local authorities, and, as appropriate, nongovernmental organizations (NGOs), and it specifies grievance mechanisms.

15. Criteria for Eligibility. Displaced persons may be classified in one of the following three groups:

(a) those who have formal legal rights to land (including customary and traditional rights recognized under the laws of the country);

(b) those who do not have formal legal rights to land at the time the census begins but have a claim to such land or assets—provided that such claims are recognized under the laws of the country or become recognized through a process identified in the resettlement plan (see Annex A, para. 7(f)); and19

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16. Persons covered under para. 15(a) and (b) are provided compensation for the land they lose, and other assistance in accordance with para. 6. Persons covered under para. 15(c) are provided resettlement assistance20 in lieu of compensation for the land they occupy, and other assistance, as necessary, to achieve the objectives set out in this policy, if they occupy the project area prior to a cut-off date established by the borrower and acceptable to the Bank.21 Persons who encroach on the area after the cut-off date are not entitled to compensation or any other form of resettlement assistance. All persons included in para. 15(a), (b), or (c) are provided compensation for loss of assets other than land.

Resettlement Planning, Implementation, and Monitoring

17. To achieve the objectives of this policy, different planning instruments are used, depending on the type of project: (a) a resettlement plan or abbreviated resettlement plan is required for all operations that entail involuntary resettlement unless otherwise specified (see para. 25 and Annex A);

(b) a resettlement policy framework is required for operations referred to in paras. 26-30 that may entail involuntary resettlement, unless otherwise specified (see Annex A); and

(c) a process framework is prepared for projects involving restriction of access in accordance with para. 3(b) (see para. 31).

18. The borrower is responsible for preparing, implementing, and monitoring a resettlement plan, a resettlement policy framework, or a process framework (the “resettlement instruments”), as appropriate, that conform to this policy. The resettlement instrument presents a strategy for achieving the objectives of the policy and covers all aspects of the proposed resettlement. Borrower commitment to, and capacity for, undertaking successful resettlement is a key determinant of Bank involvement in a project.

19. Resettlement planning includes early screening, scoping of key issues, the choice of resettlement instrument, and the information required to prepare the resettlement component or subcomponent. The scope and level of detail of the resettlement instruments vary with the magnitude and complexity of resettlement. In preparing the resettlement component, the borrower draws on appropriate social, technical, and legal expertise and on relevant community-based organizations and NGOs.22 The borrower informs potentially displaced persons at an early stage about the resettlement aspects of the project and takes their views into account in project design.

20. The full costs of resettlement activities necessary to achieve the objectives of the project are included in the total costs of the project. The costs of resettlement, like the costs of other project activities, are treated as a charge against the economic benefits of the project; and any net benefits to resettlers (as compared to the “without-project” circumstances) are added to the benefits stream of the project. Resettlement components or free-standing resettlement projects need not be economically viable on their own, but they should be cost-effective.

21. The borrower ensures that the Project Implementation Plan is fully consistent with the resettlement instrument.

22. As a condition of appraisal of projects involving resettlement, the borrower provides the Bank with the relevant draft resettlement instrument which conforms to this policy, and makes it available at a place accessible to displaced persons and local NGOs, in a form, manner, and language that are understandable to 150 them. Once the Bank accepts this instrument as providing an adequate basis for project appraisal, the Bank makes it available to the public through its InfoShop. After the Bank has approved the final resettlement instrument, the Bank and the borrower disclose it again in the same manner.23

23. The borrower’s obligations to carry out the resettlement instrument and to keep the Bank informed of implementation progress are provided for in the legal agreements for the project.

24. The borrower is responsible for adequate monitoring and evaluation of the activities set forth in the resettlement instrument. The Bank regularly supervises resettlement implementation to determine compliance with the resettlement instrument. Upon completion of the project, the borrower undertakes an assessment to determine whether the objectives of the resettlement instrument have been achieved. The assessment takes into account the baseline conditions and the results of resettlement monitoring. If the assessment reveals that these objectives may not be realized, the borrower should propose follow-up measures that may serve as the basis for continued Bank supervision, as the Bank deems appropriate (see also BP 4.12, para. 16).

Resettlement Instruments

Resettlement Plan

25. A draft resettlement plan that conforms to this policy is a condition of appraisal (see Annex A, paras. 2- 21) for projects referred to in para. 17(a) above.24 However, where impacts on the entire displaced population are minor,25 or fewer than 200 people are displaced, an abbreviated resettlement plan may be agreed with the borrower (see Annex A, para. 22). The information disclosure procedures set forth in para. 22 apply.

Resettlement Policy Framework

26. For sector investment operations that may involve involuntary resettlement, the Bank requires that the project implementing agency screen subprojects to be financed by the Bank to ensure their consistency with this OP. For these operations, the borrower submits, prior to appraisal, a resettlement policy framework that conforms to this policy (see Annex A, paras. 23-25). The framework also estimates, to the extent feasible, the total population to be displaced and the overall resettlement costs.

27. For financial intermediary operations that may involve involuntary resettlement, the Bank requires that the financial intermediary (FI) screen subprojects to be financed by the Bank to ensure their consistency with this OP. For these operations, the Bank requires that before appraisal the borrower or the FI submit to the Bank a resettlement policy framework conforming to this policy (see Annex A, paras. 23-25). In addition, the framework includes an assessment of the institutional capacity and procedures of each of the FIs that will be responsible for subproject financing. When, in the assessment of the Bank, no resettlement is envisaged in the subprojects to be financed by the FI, a resettlement policy framework is not required. Instead, the legal agreements specify the obligation of the FIs to obtain from the potential subborrowers a resettlement plan consistent with this policy if a subproject gives rise to resettlement. For all subprojects involving resettlement, the resettlement plan is provided to the Bank for approval before the subproject is accepted for Bank financing.

28. For other Bank-assisted project with multiple subprojects26 that may involve involuntary resettlement, the Bank requires that a draft resettlement plan conforming to this policy be submitted to the Bank before appraisal of the project unless, because of the nature and design of the project or of a specific subproject or subprojects (a) the zone of impact of subprojects cannot be determined, or (b) the zone of impact is known 151 but precise sitting alignments cannot be determined. In such cases, the borrower submits a resettlement policy framework consistent with this policy prior to appraisal (see Annex A, paras. 23-25). For other subprojects that do not fall within the above criteria, a resettlement plan conforming to this policy is required prior to appraisal.

29. For each subproject included in a project described in paras. 26, 27, or 28 that may involve resettlement, the Bank requires that a satisfactory resettlement plan or an abbreviated resettlement plan that is consistent with the provisions of the policy framework be submitted to the Bank for approval before the subproject is accepted for Bank financing.

30. For projects described in paras. 26-28 above, the Bank may agree, in writing, that subproject resettlement plans may be approved by the project implementing agency or a responsible government agency or financial intermediary without prior Bank review, if that agency has demonstrated adequate institutional capacity to review resettlement plans and ensure their consistency with this policy. Any such delegation, and appropriate remedies for the entity’s approval of resettlement plans found not to be in compliance with Bank policy, are provided for in the legal agreements for the project. In all such cases, implementation of the resettlement plans is subject to ex post review by the Bank.

Process Framework

31. For projects involving restriction of access in accordance with para. 3(b) above, the borrower provides the Bank with a draft process framework that conforms to the relevant provisions of this policy as a condition of appraisal. In addition, during project implementation and before to enforcing of the restriction, the borrower prepares a plan of action, acceptable to the Bank, describing the specific measures to be undertaken to assist the displaced persons and the arrangements for their implementation. The plan of action could take the form of a natural resources management plan prepared for the project.

Assistance to the Borrower

32. In furtherance of the objectives of this policy, the Bank may at a borrower’s request support the borrower and other concerned entities by providing (a) assistance to assess and strengthen resettlement policies, strategies, legal frameworks, and specific plans at a country, regional, or sectoral level;

(b) financing of technical assistance to strengthen the capacities of agencies responsible for resettlement, or of affected people to participate more effectively in resettlement operations;

(c) financing of technical assistance for developing resettlement policies, strategies, and specific plans, and for implementation, monitoring, and evaluation of resettlement activities; and

(d) financing of the investment costs of resettlement.

33. The Bank may finance either a component of the main investment causing displacement and requiring resettlement, or a free-standing resettlement project with appropriate cross-conditionalities, processed and implemented in parallel with the investment that causes the displacement. The Bank may finance resettlement even though it is not financing the main investment that makes resettlement necessary. ______

1. “Bank” includes IBRD and IDA; “loans” includes IDA credits and IDA grants, guarantees, Project Preparation Facility (PPF) 152 advances and grants; and “projects” includes projects under (a) adaptable program lending; (b) learning and innovation loans; (c) PPFs and Institutional Development Funds (IDFs), if they include investment activities; (d) grants under the Global Environment Facility and Montreal Protocol, for which the Bank is the implementing/executing agency; and (e) grants or loans provided by other donors that are administered by the Bank. The term “project” does not include programs under development policy lending operations. “Borrower” also includes, wherever the context requires, the guarantor or the project implementing agency. 2. In devising approaches to resettlement in Bank-assisted projects, other Bank policies should be taken into account, as relevant. These policies include OP 4.01, Environmental Assessment, OP 4.04, Natural Habitats, OP 4.10, Indigenous Peoples, and OP 4.11, Physical Cultural Resources. 3. The term “displaced persons” refers to persons who are affected in any of the ways described in para. 3 of this OP. 4. Displaced persons under para. 3(b) should be assisted in their efforts to improve or restore their livelihoods in a manner that maintains the sustainability of the parks and protected areas. 5. Where there are adverse indirect social or economic impacts, it is good practice for the borrower to undertake a social assessment and implement measures to minimize and mitigate adverse economic and social impacts, particularly upon poor and vulnerable groups. Other environmental, social, and economic impacts that do not result from land taking may be identified and addressed through environmental assessments and other project reports and instruments. 6. This policy does not apply to restrictions of access to natural resources under community-based projects, i.e. where the community using the resources decides to restrict access to these resources, provided that an assessment satisfactory to the Bank establishes that the community decision-making process is adequate, and that it provides for identification of appropriate measures to mitigate adverse impacts, if any, on the vulnerable members of the community. This policy also does not cover refugees from natural disasters, war, or civil strife (see OP/BP8.00, Rapid Response to Crises and Emergencies.) 7. For purposes of this policy, “involuntary” means actions that may be taken without the displaced person’s informed consent or power of choice. 8. “Land” includes anything growing on or permanently affixed to land, such as buildings and crops. This policy does not apply to regulations of natural resources on a national or regional level to promote their sustainability, such as watershed management, groundwater management, fisheries management, etc. The policy also does not apply to disputes between private parties in land titling projects, although it is good practice for the borrower to undertake a social assessment and implement measures to minimize and mitigate adverse social impacts, especially those affecting poor and vulnerable groups. 9. For the purposes of this policy, involuntary restriction of access covers restrictions on the use of resources imposed on people living outside the park or protected area, or on those who continue living inside the park or protected area during and after project implementation. In cases where new parks and protected areas are created as part of the project, persons who lose shelter, land, or other assets are covered under para. 3(a). Persons who lose shelter in existing parks and protected areas are also covered under para. 3(a). 10. The Involuntary Resettlement Sourcebook provides good practice guidance to staff on the policy. 11. “Replacement cost” is the method of valuation of assets that helps determine the amount sufficient to replace lost assets and cover transaction costs. In applying this method of valuation, depreciation of structures and assets should not be taken into account (for a detailed definition of replacement cost, see Annex A, footnote 1). For losses that cannot easily be valued or compensated for in monetary terms (e.g., access to public services, customers, and suppliers; or to fishing, grazing, or forest areas), attempts are made to establish access to equivalent and culturally acceptable resources and earning opportunities. Where domestic law does not meet the standard of compensation at full replacement cost, compensation under domestic law is supplemented by additional measures necessary to meet the replacement cost standard. Such additional assistance is distinct from resettlement assistance to be provided under other clauses of para. 6. 12. If the residual of the asset being taken is not economically viable, compensation and other resettlement assistance are provided as if the entire asset had been taken. 13. The alternative assets are provided with adequate tenure arrangements. The cost of alternative residential housing, housing sites, business premises, and agricultural sites to be provided can be set off against all or part of the compensation payable for the corresponding asset lost. 14. Such support could take the form of short-term jobs, subsistence support, salary maintenance or similar arrangements 15. See OP / BP 4.10, Indigenous Peoples. 16. See OP 4.04, Natural Habitats. 17. As a general principle, this applies if the land taken constitutes less than 20% of the total productive area. 18. Paras. 13-15 do not apply to impacts covered under para. 3(b) of this policy. The eligibility criteria for displaced persons under 3 (b) are covered under the process framework (see paras. 7 and 30). 19. Such claims could be derived from adverse possession, from continued possession of public lands without government action for eviction (that is, with the implicit leave of the government), or from customary and traditional law and usage, and so on. 20. Resettlement assistance may consist of land, other assets, cash, employment, and so on, as appropriate. 21. Normally, this cut-off date is the date the census begins. The cut-off date could also be the date the project area was delineated, prior to the census, provided that there has been an effective public dissemination of information on the area delineated, and systematic and continuous dissemination subsequent to the delineation to prevent further population influx. 22. For projects that are highly risky or contentious, or that involve significant and complex resettlement activities, the borrower should normally engage an advisory panel of independent, internationally recognized resettlement specialists to advise on all 153 aspects of the project relevant to the resettlement activities. The size, role, and frequency of meeting depend on the complexity of the resettlement. If independent technical advisory panels are established under OP 4.01, Environmental Assessment, the resettlement panel may form part of the environmental panel of experts. See The World Bank Policy on Disclosure of Information, para. 34, (Washington, D.C.: World Bank, 2002). 24. An exception to this requirement may be made in highly unusual circumstances (such as emergency operations) with the approval of Bank Management (see BP 4.12, para. 8). In such cases, the Management’s approval stipulates a timetable and budget for developing the resettlement plan. 25. Impacts are considered “minor” if the affected people are not physically displaced and less than 10% of their productive assets are lost.

26. For purpose of this paragraph, the term “subprojects” includes components and subcomponents. .

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APPENDIX 8

ROADSIDE ACTIVITIES CAPTURED DURING THE EIA STUDY

155

ROADSIDE ACTIVITIES IN KINTAMPO AT THE START OF THE PROJECT

ROADSIDE ACTIVITIES - BUIPE BRIDGE

ROADSIDE ACTIVITIES - TAMALE STADIUM ROAD

ROADSIDE ACTIVITIES - WALEWALE

ROADSIDE ACTIVITIES - BOLGATANGA

ROADSIDE ACTIVITIES - NAVRONGO

ROADSIDE ACTIVITIES - PAGA