Environmental and Social Impact Report for Construction of Bridges on Torit Kapoeta Road Draft
Ministry of Roads and Bridges June 2016
www.smec.com 5116021 | Unit Rate Analysis Report | Draft Ver #02 | 02 January 2016 Page i TABLE OF CONTENTS
EXECUTIVE SUMMARY...... 7 1 INTRODUCTION ...... 15 1.1 Background Information...... 15 1.2 Description of the Project...... 16 1.3 Importance of the Project ...... 17 1.4 Requirement for an Environmental and Social Impact Assessment (ESIA) ...... 17 1.5 Project Component...... 17 1.6 Objectives of Environmental and Social Impact Assessment ...... 18 1.7 Environmental Impact Assessment Methodology...... 18 1.8 Contents of the ESIA report...... 20 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 21 2.1 Regulatory Framework for Environmental Management ...... 21 2.1.1 The Constitution of South Sudan...... 21 2.1.2 The Interim National Constitution of South Sudan (ICSS)...... 21 2.1.3 The Comprehensive Peace Agreement (CPA) ...... 21 2.1.4 The Transitional Constitution of the Republic of South Sudan, 2011 (TCRSS) ...... 22 2.1.5 Environment Policy (2010) ...... 22 2.1.6 Draft Environment Protection Bill (2010)...... 22 2.1.7 National Environmental and Social Screening Assessment Framework (ESSAF) ... 23 2.1.8 Land Act 2009...... 23 2.1.9 Wildlife Conservation and National Parks Act 2003...... 25 2.1.10 The Forestry Commission Act, 2003...... 25 2.1.11 Wildlife Conservation and Protected Areas Bill, 2010 ...... 26 2.1.12 Draft Forestry Policy...... 26 2.1.13 Mines and Quarries Act 1972...... 26 2.1.14 Traffic Act ...... 26 2.1.15 World Bank safeguard policies triggered by the project ...... 27 2.2 International Conventions and Treaties ...... 28 2.3 Institutional Arrangements...... 29 3 DESCRIPTION OF PROECT AND JUSTIFICATION ...... 31 4 DESCRIPTION OF PROJECT ENVIRONMENT ...... 32 4.1 Physical Setting...... 32 4.1.1 Location ...... 32 4.1.2 Topography and Soils ...... 32 4.1.3 Geology...... 33 4.1.4 Rainfall and Temperature...... 33 4.1.5 Agro-Economical Zoning within South Sudan ...... 34 4.1.6 Drainage Pattern and Surface Water ...... 35 4.1.7 Soil Erosion ...... 35 4.2 Historic and Cultural Resources...... 36
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page i 4.3 Biological Resources and Ecological Analysis ...... 37 4.3.1 Vegetation Description...... 37 4.4 Socio Economic Baseline Results and Discussions...... 38 4.4.1 Social Environment...... 38 4.4.2 Religion...... 38 4.4.3 Economic Environment ...... 42 4.4.4 Community Health Status...... 47 5 DETAILED DESCRIPTION OF THE PROJECT ...... 52 5.1 Kapoeta –Torit Bridges ...... 52 5.1.1 Road Condition between Kapoeta and Torit...... 53 5.1.2 Activities Associated with the Construction of bridges and approach roads...... 53 5.1.3 Sources of Construction materials for bridges project...... 54 5.2 Clearance for the Project...... 55 5.3 Specific Environmental Characteristics of the Proposed Bridges...... 55 6 PRESENTATION OF ALTERNATIVES CONSIDERED AND COMPARISONS...... 59 6.1 Project alternatives...... 59 6.2 The “No Project” Alternative ...... 59 6.3 Alternative I – Use of Existing road route for Bridges and Approach Roads...... 59 6.4 Alternative II – Construction of all bridges on New alignment ...... 60 6.5 Alternative III – The realignment alternatives...... 60 6.6 Advantage...... 61 6.7 Dis-advantage ...... 61 6.8 Quarry and borrow pit sites...... 61 6.9 Campsites...... 61 6.10 Results of comparison of alternatives ...... 61 7 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS...... 62 7.1 Positive Impacts or Project Benefits...... 62 7.1.1 Improvement of Internal and Regional Trade...... 62 7.1.2 Improved access to social services due to availability of reliable and faster road transportation...... 63 7.1.3 Employment creation and income improvement ...... 63 7.1.4 Other benefits mentioned by stakeholders ...... 63 7.2 Biological Environment...... 63 7.2.1 Climate change ...... 63 7.2.2 Natural vegetation...... 63 7.2.3 Wildlife...... 64 7.3 Physical Environment ...... 64 7.3.1 Interference with natural flow of rivers and sedimentation...... 64 7.4 Human Environment...... 64
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page ii 7.4.1 Impact on Settlement or Houses...... 64 7.4.2 Loss of Agricultural land and crops...... 65 7.4.3 Pollution of Air Quality ...... 65 7.4.4 Pollution of Surface Water ...... 65 7.4.5 Pollution by solid waste, and hydrocarbons ...... 66 7.4.6 Spread of HIV/AIDS and other diseases ...... 66 7.4.7 Occupational health and safety...... 66 7.4.8 Traffic accidents, interference of motor movement...... 67 7.4.9 Security threats due to landmines ...... 67 7.4.10 Poor access to Employment and Influx of job seekers...... 68 7.4.11 Extramarital affairs, child labour and school drop-outs...... 68 7.4.12 Loss of Transport services due to road alignments...... 69 8 MITIGATION OR ENHANCEMENT MEASURES AND COMPLEMENTARY INITIATIVES ...... 70 8.1 Information and Awareness Raising...... 70 8.2 Project Design...... 70 8.3 Management of Construction Sites...... 71 8.4 Physical Environment ...... 71 8.4.1 Climate...... 71 8.4.2 Diversion of River flow and Sedimentation of Rivers...... 72 8.4.3 Landscape and soil erosion...... 72 8.5 Biological Environment...... 73 8.5.1 Wildlife...... 73 8.5.2 Management of natural vegetation ...... 73 8.6 Human Environment...... 74 8.6.1 Protection of Landscape and natural vegetation ...... 74 8.6.2 Loss of Land and crops ...... 74 8.6.3 Air Pollution...... 75 8.6.4 Pollution of Surface water...... 75 8.6.5 Pollution by solid waste and hydrocarbons ...... 75 8.6.6 Prevalence of HIV and STIs ...... 76 8.6.7 Occupational health and safety; and landmines insecurity ...... 77 8.6.8 Traffic accidents and disruption of traffic movement...... 77 8.6.9 Security threats due to Landmines...... 78 8.6.10 Loss of employment and Management of job seekers ...... 78 8.6.11 Extramarital affairs child labour and school absenteeism ...... 79 8.6.12 Summary of Mitigation measures for Negative Impacts...... 79 8.7 Enhancement measures for positive impacts ...... 80 8.8 Institutional Capacity building ...... 81 8.9 Expected residential effects and environmental hazards management...... 81 9 MONITORING PROGRAM...... 83 9.1 Environmental and Social Monitoring ...... 83 9.2 Environmental Audit...... 83 9.3 Monitoring Parameters ...... 83
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page iii 9.4 Institutional arrangements and reporting procedures...... 89 9.5 Capacity building and Training programmes...... 89 10 SUMMARY OF PUBLIC CONSULTATION AND OPTIONS EXPRESSED ...... 90 10.1 Public Consultations ...... 90 10.2 Objectives of Public Consultation...... 90 10.3 The Stakeholders ...... 91 10.4 Public Participation Process...... 92 10.5 Attitudinal Attributes of the Population along the Proposed infrastructure project..... 93 10.6 Response to Public Concerns...... 93 10.6.1 Land Acquisition and Resettlement...... 93 10.6.2 Compensation...... 94 10.6.3 Employment of Local Labour Force...... 94 10.6.4 Siting of Borrow Pits and Quarries ...... 94 10.6.5 Noise and Safety Impact...... 94 10.6.6 Traffic Blocking ...... 94 10.6.7 General Security ...... 94 10.6.8 Movement of Site Workers ...... 95 10.6.9 Cultural Heritage ...... 95 10.6.10 Security of the Workers and Materials...... 95 10.6.11 Information Disclosure ...... 95 10.7 Concerns and Issues Response Form as captured during the 2016 review ...... 95 11 ENVIRONMENTAL MONITORING AND MANAGEMENT PLAN...... 99 11.1 Environmental and Social Management Plan...... 99 11.2 Environmental Monitoring ...... 99 11.3 Implementation of the ESMP ...... 99 11.4 Personnel and training...... 99 11.5 Institutional Responsibilities...... 115 11.6 Capacity Building ...... 115 11.7 Chance finds procedures ...... 116 11.8 Reporting ...... 116 12 CONCLUSION ...... 117 APPENDIX A LIST OF STAKEHOLDERS CONSULTED ...... 118 APPENDIX B REFERENCES ...... 119
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page iv LIST OF FIGURES
Plate 4-1: A Mango tree growing inside Idolu River (instream) ...... 44 Plate 4-2: Maize farm around Khoss bridge ...... 45 Plate 4-3: An example of Traditional Houses ...... 48 Plate 5-1: Vegetation closing in Idolu Bridge...... 52
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page v LIST OF TABLES
Table 2-1: Permit Procedures in Government of Republic of South Sudan ...... 24 Table 4-1: Description of “Livelihood Zones” in Southern Sudan ...... 34 Table 4-2: Population of Project Area ...... 39 Table 4-3 : Summary Statistics of Demographic Characteristics of the Sampled Household...... 39 Table 4-4: Population Distribution of Project Affected Household...... 40 Table 4-5: Education Status of PAPs...... 41 Table 4-6: Occupational Distribution among Respondents ...... 42 Table 4-7: Estimated Annual Income Distribution of Respondents ...... 43 Table 4-8: Household Farm Size ...... 46 Table 4-9: Livestock Ownership by Respondents...... 47 Table 4-10: Housing Types of the Sampled Household...... 48 Table 4-11: Knowledge on HIV/AIDS by Respondents ...... 49 Table 4-12: Information about HIV/AIDs in project area ...... 50 Table 4-13: Information Sources on HIV/AIDS along the Project Road...... 51 Table 5-1: Outcrops along Kapoeta-Torit road...... 54 Table 5-2: Proposed Sandpits along Torit -Kapoeta Road...... 54 Table 5-3: Proposed Water Points along Torit Kapoeta Road...... 55 Table 5-4: Specific Environmental and Social characteristics of the proposed sites for Bridges... 56 Table 8-1: Effects of mitigation measures during construction phase...... 79 Table 8-2: Enhancement measures for positive impacts ...... 80 Table 9-1: Environmental and Social Monitoring Plan for the proposed Bridges...... 84 Table 10-1: Concerns mentioned by specific stakeholders and response from developer ...... 96 Table 11-1: Environmental Management Plan for Bridges Project...... 100
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page vi EXECUTIVE SUMMARY
South Sudan is one of the countries in Africa that has experienced a civil war for over 21 years. January 9, 2005 marked the end of the 21-year civil war and signified a new era of peace, reconstruction and development for South Sudan. This was followed by the signing of a historic Comprehensive Peace Agreement (CPA) by the Government of Sudan (GOS) and the Sudan People’s Liberation Movement/Army (SPLM/A). The signed CPA called for a 6-year interim period for a Government of National Unity at the end of which a referendum would be held on the political autonomy of South Sudan. During the interim period, the parties to the CPA had agreed on a reconstruction and development program elaborated through the Joint Assessment Mission (JAM), which was comprised of the UN, the World Bank, the GOSS and the SPLM/A. The Government of South Sudan (GOSS), with the assistance of the World Bank, has prepared a Sudan Emergency Transport and Infrastructure Development Program (SETIDP) for implementation in three parallel phases over a period of about five years. The project development objective of SETIDP is to rehabilitate and develop critical national and rural roads and transport infrastructure. The Project is estimated to cost US $777 million. The GOSS has signed a Grant Agreement with the International Development Association, as administrator of grant funds provided by the MDTF, for the joint financing of the first phase of the SETIDP of a total amount of US$150 million. The GOSS intends to apply part of the proceeds of this first phase project for consultancy services towards the upgrading of Nadapal -Juba road to bitumen standard. The project was initially to be constructed under the MDTF program and the ESIA prepared in 2010. Recently the Government has agreed on the upgrading of the proposed Nadapal-Juba road with the World Bank and other funding organizations. Different financiers have committed to fund the proposed works as follow; Juba –Torit (114km) China Exim Bank Torit to Kapoeta (123km) African development Bank (ADB) Kapoeta- Nadapal (100.5km) World Bank The ESIA study was completed in 2013 and reviewed in 2016 to make a stand alone report for construction of the nine bridges between Kapoeta and Torit. The construction of the Kapoeta- Torit Bridges will precede road construction. The proposed upgrading program under the current arrangement, development Objective (PDO) of the South Sudan – East Africa Regional Transport, Trade and Development Facilitation Program is to enhance regional connectivity and integration of South Sudan with its East African neighbouring countries of Kenya, Uganda and Ethiopia. This would be achieved through increasing transport efficiency, facilitating trade and development, connecting Juba with fibre optics, and linking South Sudan to alternative seaports. It will subsequently connect to Mombasa and Djibouti ports and ultimately to overseas export markets. The proposed program will help the eastern part of South Sudan and north-western part of Kenya to boost export-oriented agricultural development by facilitating increased agricultural production along the Juba-Eldoret corridor, which is endowed with abundant natural resources, through improved access and development of export processing zones. The proposed program contributes to the overarching goal of integrating the economies of the countries in the sub region and helps them compete in the free market zone s of Eastern and Southern Africa, and the global market. The program will also contribute to the reduction of transport cost that will he lp lower
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 7 the cost of economic development, services delivery to the poor, and doing business, in the sub - region. The principal factors for focusing on the Kapoeta -Torit section and the larger Juba–Nadapal- Eldoret corridor, include: (a) the corridor opens up the massive agricultural, animal and mineral resources-rich area of eastern South Sudan, which is the closest to the regional and global markets, and the less developed Turkana region of Kenya; (b) the corridor crosses only one transit regime and will be the cost effective and shortest connection to Mombasa, in terms of truck turnaround time; (c) the project crosses flatter terrain, which will reduce vehicle operating cost and safer for driving; (d) the corridor opens access to an alternative sea port – Djibouti; and (e) the corridor offers the quickest route to the offshore submarine cables off the East African coast, with the fewest transit countries. SMEC International Pty Limited of Australia has been contracted to undertake a revision of its detailed design of the Nadapal-Juba road to reduce the scope of works to include only the 9 bridges on the Kapoeta-Torit section of the road and their approach roads up to subbase level, which assignment includes appropriate amendment of the Environmental and Social Impact Assessment presented in this draft report. Objective / Importance of Project The improvement of Kapoeta-Torit-bridges will contribute to the overall benefits of upgrading Juba – Kapoeta Road. The objective is to enhance regional connectivity and integration of South Sudan with its East African neighbouring countries through increasing transport efficiency, facilitating trade and development, connecting Juba with fibre optics, and linking South Sudan to alternative sea ports. Specifically the project aims to: improve nine bridges by replacing existing with one technically more superior and improved efficiency. Some bridges will be sited on new alignments to straighten road curves, for example Atiro, Locheriatum and Idolu bridges. This will improve transportation efficiency and road users’ safety. Additional benefits are; Reduce the cost of access to food and food production itself; improved internal and regional commercial and trade activity; to boost export of agricultural produce and promotion of agricultural and livestock production. Ultimately, it will contribute to the overarching goal of integrating the economies of the countries in the sub-region and helps them compete in the free market zone of Eastern and Southern Africa, and the global market. Project Description This report covers the construction of 9 bridges between Kapoeta and Torit, namely; Atiro (13.6m), Lokadoka, (13.6m), Locheriatum (13.6m) and Kugulu (13.6m), Kolinimum (13.6m), Khor Lomongoli (13.6m), Kidepo, (13.6m), Koss (24.0m) and Idolu, (13.6m). Settlements which will be affected by this bridge project are; Kapoeta Town, Komachi, CAMP 15, Chikudum near Atiro Bridge; and SPLA camp (near Khor Lomongoli Bridge) Terangore, New Kenya, Kheyala, Hovorere, Labalwa and Torit Town.
The design specifications for construction of the 9 bridges between Torit and Kapoeta will include the following; Design Speed of 100km/h, lane Width of 3.5m (both lanes), Shoulder Widths of 1.5m for approach roads and design life of 20 years. The proposed project works are: construction of the 9 bridges and construction of the approach roads up to sub -base level for the future road width of 10.0m; Affected Environments The project road crosses six counties (Juba, Torit, Kapoeta North, Kapoeta South, Budi and Ikotos) with a scarce and scattered population dominated by subsistence economy. There are over sixteen dotted
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 8 settlements known as Payams or Bomas situated linearly along the project road. The road project is principally within one state, Eastern Equatoria State. The Counties are inhabited by Toposa, Buya, Langi, Lotuka, Lukoya and Bari communities. The area is largely dominated by the pastoral communities– Toposa, Buya and Lotuka with a few small scale subsistence farmers growing mainly sorghum. Project Stakeholders Primary Stakeholders include all the Payams, Bomas and business enterprises along Torit-Kapoeta road that will be directly affected by the impacts created by the proposed project. The communities are the direct and indirect users who benefit from the services of the improved road network and are People Affected by the Project (PAPs) Secondary Stakeholders include all the county government agencies in the Equatoria State and NGOs operating along the Torit -Kapoeta road and adjoining settlements.
These include the following; 1. Ministry of Transport, Roads and Bridges: Directorate of Roads and Bridges, representing the Government of South Sudan (GOSS) as the executing agency in charge of sector policy and plans to expand the road network in the cou ntry. 2. Ministry of Environment: The regulatory agency tasked with protecting the environment and avoiding adverse environmental impacts on behalf of society. 3. The Ministry of Health, whose monitoring services are critical to detecting the spread of infectious diseases, in particular HIV/AIDS, and who could take an institutional role in HIV/AIDS Awareness and Prevention along the road. 4. The Ministry of Gender, Child and Social Welfare (MGCSW) who have responsibilities for enhancing and monitoring gender related issues. In particular to overseeing access to employment for women, advising on extramarital affairs, school drop outs and capacity building for local women. The Financing Bank which is African Development Bank (AfDB) or Implementers with the association of the Ministry of Transport, Roads and Bridges, as the agency responsible for the finance and administration of the road/ bridge construction . Purpose of ESIA Following the World Bank Operational Policies (OPs) and National Environmental and Social Screening and Assessment Framework (NESSAF), this Environmental and Social Impact Assessment was prepared to ensure that the construction of nine new bridges between Kapoeta and Torit is environmentally sound, socially accepted and sustainable by recognizing environmental consequences and identifying ways to prevent, avoid, minimize or mitigate adverse effects as well as enhancing the positive impacts. The primary purpose of the ESIA is to determine the characteristics of the existing social and bio - physical environments that may be impacted by this project. The secondary purpose was to provide the basis for the Environmental and Social Management Plan (ESMP), designed to prevent or mitigate potential negative impacts that may be caused by the project and enhance the positive ones.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 9 Results of public consultations During consultation with local communities, they identified their needs on the proposed project which included: The need for government to compel the construction company to consider the locals especially the youth for employment during the project execution; The need to preserve the mango trees as they are a very important source of livelihood for the local communities The need for the government to value any private properties that suffer unforeseen impacts in the project camps, workshop and office sites after the commissioning of the projects. The need for the government to compensate unforeseen impacts on properties which will be affected by the project; The need for the project not to interfere with any find of sacred trees, shrines and ancestral graves unless accompanied by the required rituals and authority; Other concerns are the location of camps, traffic accidents, local security and information disclosure.
Contractors should provide their own sources of water in particular by construction of reliable, all season boreholes for project use. Contractors should not interfere with the limited water supply available for local communities. In addition, 2016 consultation with government executives revealed the following concerns and cultural sensitivity, socio-economic support to women groups on income generation, capacity building and gender equality on employment. Alternatives considered Various options for alternatives were considered for the proposed bridge project as follows: The “No project” alternative will not improve the conditions of bridges between Torit and Kapoeta. Today, the bridges are old and obsolete, with low tonnage capacity/quality and cannot allow bypass of two vehicles and have no passage for pedestrians. For example, Kidepo Bridge has limited clearance and cannot allow sufficient water to pass through during rainy seasons because of sand deposits. Some bridges such as the ones across Atiro, Locheriatum Rivers are located on bends thus providing no efficiency for moving vehicles. Alternative I –was to use the existing road as it is today for Bridges and approach roads. The advantage are little disturbance of the environment such as soil erosion and clearing of natural vegetation as a result of widening. The disadvantage is that this approach will not make the road meet highway specifications for alignment and Design Speed so efficiency and safety will remain poor. Alternative II was the construction of all Bridges on a completely new road alignment and abandoning the current alignment. This option would result in adverse impacts on the environment. There will be high damage to the biological, physical environment and human environment. This will mean the cost of construction would be high. This is because of the high vegetation clearing and earthworks along the road. Alternative III was the creation of new realignment alternatives in selection section. The advantages were; the road and bridges will met technical requirement including national and international for highway particularly technical superiority, transportation efficiency and safety. On the other hand, realignment of the existing road may increase risk of unexploded land. Notably, , all old bridges will
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 10 be replaced by new and improved ones., all 9 bridges will allow double single carriage/ by pass way and each have 2.0m Walk way for pedestrians. More transport efficiency in particular increased speed. Realignment has corrected road curves where bridges are sited. The anticipated disadvantage are: a) disturbance to surrounding vegetation, soils and landscape and b) Land acquisition will be limited to the area needed by the new bridges. The Alternative III design is considered to have captured almost all important considerations to be accommodated within the surrounding environment. The design as it is should be adopted as the best alternative at the proposed sites. Generally, it has optimised technical, social, environment and safety criteria compared to Alternatives I and II. It makes the road infrastructure more technically efficient with higher safety. Review of Relevant Policies, Legal and Institutional Frameworks The consultant’s team reviewed policies, legal and institutional frameworks that are relevant to the proposed project to identify their significance to the project in the context of environmental sustainability. The policies include the interim constitution of Southern Sudan which advocates an environment protected for the benefit of present and future generations. Key policies are: The Constitution of Southern Sudan, The Interim National Constitution of Southern Sudan (ICSS), The Comprehensive Peace Agreement (CPA), The Transitional Constitution of the Republic of South Sudan, 2011 (TCRSS), Environment Policy (2010), Draft Environment Protection Bill (2010), Southern Sudan Land Act 2009, the Wildlife Conservation and National Parks Act, the Forest Commission Act and the Traffic Act, The Wildlife Forces Act, 2003, Wildlife Conservation and Protected Areas Bill 2010, Draft Forestry Policy, and the Forestry Commission Act of 2003. The World Bank Safeguard policies are also relevant to this project. Major Impacts and their Significance The bridge project may cause a wide range of environmental and social impacts on a number of receptors. The impacts are of both positive and negative nature. The significant environmental and social impacts identified include; Positive impacts: 1. Reduced travel or transportation time 2. Reduced transportation costs 3. Reduction in the cost of operating vehicles 4. Improved agricultural production 5. Improvement in regional economic output by commerce and trade activities 6. Creation of local employment for women and men through unskilled and semiskilled jobs 7. Increased access to medical services and medical facilities, and 8. Increased income to local communities due to road side petty bossiness or entrepreneurship.
Negative impacts 1. Impact on natural vegetation due to clearing of construction sites particularly at new road alignments and road diversions and camp and office sites. 2. Impact of Wildlife in Kidepo valley particularly along migratory corridor. 3. Diversion of River flow or abstraction during construction of bridges 4. Risk of unforeseen impact of human structures at camp, offices, and temporary roads. 5. Impact on agricultural land and crops at camps, offices, borrow pits, quarry, and diversions. 6. Air pollution by dust and emissions
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 11 7. Pollution of surface water by poor control of oils, hydrocarbons and waste water. 8. Pollution by solid waste especially plastics and steel/metal offcuts. 9. Spread of HIV/AIDs and STIs 10. Occupational Health and Safety 11. Traffic accidents and interference to vehicle movement, livestock, and death of wild animals. 12. Risk of unexploded land mines 13. Loss of employment at the end of construction and influx of job seekers 14. Extramarital affairs and school drop-out and child labour. 15. Loss of transport services due to road realignment or diversion
Mitigation Measures This ESIA study has proposed some workable mitigation measures to enable reduction of severe impacts and enhancement of the positive ones. These include: 1. Measures to protect wildlife in Kidepo valley; Improvement of ranger posts, provision of communication facilities and Installation of Iron Gate and accidents control. 2. The local community wants to be consulted in the identification of sites for workshops and office camps. Also involvement of community leaders in local employment. 3. The project is urged to involve local communities in the location of quarries and borrow pits to avoid unnecessary disputes. 4. The contractor is obliged to implement effective measures to avoid disturbance to vegetation and landscape. 5. In addition, watering of loose surfaces and stockpiles during construction to control dust pollution especially near settlements is important. 6. For safety reasons, equipment should be inspected regularly and maintained to reduce noise pollution and emissions. 7. Personal Protective Equipment (PPE) should be given to workers as part of safety measures. 8. To avoid excess speed leading to accidents (human, wildlife, and cattle), road signs should be put in appropriate places. 9. The project developer shall institute adequate measures against haphazard disposal of solid and liquid wastes at construction sites to avoid contamination of water courses in the project area. 10. Proper design and measures against abstraction of river flow at bridge construction sites. 11. More importantly, the developer will carry out effective measures against the spread of HIV/AIDS such as education, use of signs and warning posters at strategic locations and distribution of condoms to workers and neighbouring communities. 12. Proper valuation and compensation of properties if applicable (unforeseen impacts) by use of existing laws. This will include temporary roads, borrow pits and camps. 13. Implement environmental restoration or rehabilitation in affected sites by tree planting and natural regeneration. 14. Screen and approve working sites for land mines before works. Sensitize workers and road users about landmine risks. 15. Collaborate with MGCSW, Payams and Boma leaders regarding cultural interference, CPRs, extramarital affairs and child labour, 16. Establish camps away from communities and forbid alcohol drinking in camps. 17. Provide access (murram road) to main road for settlements or community affected by road realignment or diversions. Awareness creation about cultural sensitivity.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 12 Social-economic empowerment and capacity building projects MoRB is advised to do the following community support: Capacity building for local institutions including women’s associations by tailor made training. Support income generation activities (microcredit facility and community savings) and provision of social services such as water supply by boreholes. Environmental and Social Management Plan MoRB and the Contractor shall work closely with stakeholders including the community and local leadership at all levels, i.e. Equatoria States, Payams, Counties and Bomas to make sure the construction works are properly implemented. The ESMP clarifies the roles and responsibilities of different partners during the implementation period. Proposed Monitoring and Auditing Monitoring and auditing of project activities will be undertaken according to the activity plan and strategy. This plan is specifically targeted to ensure that no activity will be carried out without being audited. The Equatoria States, Payams, Counties and Bomas together with contractors and relevant organisations (CBOs /NGOs) will be responsible for monitoring and auditing the project activities. Resettlement This is spot construction of bridges on uninhabited sites except for new land take for new diversion. Unforeseen land and property associated with construction of camps, workshops and offices; detour roads will be addressed after a contractor is engaged and selection of sites suitably done. Therefore, the project is not expected to significantly trigger OP 4.12 thus resulting in preparation of a full RAP. It is most likely the project may involve limited resettlement and compensation that would require at least an abbreviated RAP. This is usually done when affected PAPs are less than 100. Conclusion The findings of the Environmental and Social Impact Assessment (ESIA) study indicate that, overall, the net socio-economic benefits of constructing nine new bridges between Torit and Kapoeta far outweigh the limited and site specific social and environmental costs. Today, the bridges are in a dire state of dilapidation. It is anticipated that in the long term there will be considerable economic benefit accruing to the areas of influence of the nine bridge project due to stimulated economic and social activities and improved traffic flow. In this project the environment at bridge sites and approach road sections have been considerably altered during the past wars in South Sudan. This resulted in complete neglect and deterioration of the structures along Torit –Kapoeta section. Additional disturbances due to construction will therefore be relatively minor. The implementation of the project at the chosen sites will cause some impacts, all of which are small and of no further relevance. Furthermore, some of them can be reduced by applying proper mitigation measures and practical environmental practices as proposed in the Mitigation Chapter. In addition, the ESIA process has indicated that local communities and other stakeholders are very positive about the proposed project and its immediate implementation in the project area is most welcome. Indeed the people feel that the project will solve many problems, including transport, livelihood improvement, trade and commerce within South Sudan and in neighbouring regions. The environmental sustainability of the investment project in the Eastern Equatoria States of Imatong and Namurunyang, as in many other Counties and Payams of South Sudan, is highly dependent on the institutional capability at all levels (i.e. training and provision of support to relevant socio-economic
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 13 services) to implement the proposed activities in the ESMP. In view of this, a focused training programme coupled with good institutional organisation, enhancement of gender issues and coordination will substantially enhance the capacity to implement the ESMP.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 14 1 INTRODUCTION
1.1 Background Information South Sudan is one of the countries in Africa that has experienced a civil war for over 21 years. However January 9, 2005 marked the end of the 21 year civil war and signified a new era of peace, reconstruction and development for South Sudan. Th is was followed by the signing of historic Comprehensive Peace Agreement (CPA) between the Government of Sudan (GOS) and the Sudan People’s Liberation Movement/Army (SPLM/A). The signed CPA called for a 6 -year interim period for a Government of National Unity at the end of which a referendum would be held on the political autonomy of South Sudan. During the interim period, the parties to the CPA had agreed on a reconstruction and development program elaborated through the Joint Assessment Mission (JAM), which was comprised of the UN, the World Bank, the GOSS and the SPLM/A. To facilitate the financing of the consensus emerging from the JAM process, some donors have made pledges of assistance. Some of these donors have agreed to pool their assistance and the se have been used to create separate Multi Donor Trust Funds (MDTF), one each for the North and the South. The Government of Sudan and the SPLM/A have asked the World Bank to be the Administrator of these two MDTF funds applying appropriate World Bank rule s and procedures. Subsequent to the JAM process, the Government of South Sudan (GOSS), with the assistance of the World Bank, has prepared a Sudan Emergency Transport and Infrastructure Development Program (SETIDP) for implementation in three parallel phas es over a period of about five years. The project development objective of SETIDP is to rehabilitate and develop critical national and rural roads and transport infrastructure, and improve critical urban infrastructure in the major towns that form the national and state capitals of South Sudan. It is also aimed at building capacity for planning, construction and sustainable operation, maintenance and management of the infrastructure in South Sudan. The Project is estimated to cost US $777 million. The GOSS has signed a Grant Agreement with the International Development Association, as administrator of grant funds provided by the MDTF, for the joint financing of the first phase of the SETIDP of a total amount of US$150 million. Although the project was initiated to be constructed under MDTF program and the ESIA completed in 2013, recently the Government has agreed on the upgrading of the proposed Nadapal-Juba road with the World Bank and other funding organizations. Different financiers have committed to undertake the proposed works as follow; Juba –Torit (114K) China Exim Bank Torit to Kapoeta (123KM) African Development Bank (ADB) Kapoeta- Nadapal (100.5KM) World Bank This ESIA is a stand-alone one for the rehabilitation and construction of nine bridges between Torit- Kapoeta. Bridge works will start first before commencement of road construction. The proposed upgrading program under the current arrangement, Development Objective (PDO) of South Sudan – East Africa Regional Transport, Trade and Development Facilitation Program is to enhance regional connectivity and integration of South Sudan with its East Africa neighbouring countries of Kenya, Uganda and Ethiopia. This would be achieved th rough increasing transport efficiency, facilitating trade and development, connecting Juba with fibre optics, and linking South Sudan to alternative sea ports. It will subsequently connect to Mombasa and Djibouti harbour ports and ultimately to overseas export markets
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 15 The proposed program will help the eastern part of South Sudan and the north western part of Kenya to boost export oriented agricultural development by facilitating increased agricultural production along the Juba-Eldoret corridor, which is endowed with abundant natural resources, through improved access and development of export processing zones. The proposed program contributes to the overarching goal of integrating the economies of the countries in the sub region and helping them compete in the free market zone of Eastern and Southern Africa, and the global market. The program will also contribute to the reduction of transport cost s that will help lower the cost of economic development, services delivery to the poor, and doing business in the sub- region. The principal factors for focusing on the Torit- Kapoeta section and the larger Juba–Nadapal- Eldoret corridor, include: (a) the corridor opens the massive agricultural, animal and mineral resources rich area in eastern South Sudan, the closes t to the regional and global market, and the less developed Turkana region of Kenya; (b) the corridor crosses only one transit regime and will be the cost effective and shortest connection to Mombasa, in terms of truck turnaround time; (c) the project crosses flatter terrain, which will reduce vehicle operating cost and safer for driving; (d) the corridor opens access to an alternative sea port – Djibouti; ; and (e) the corridor offers the quickest route to the offshore submarine cables off the East African coast, with the fewest transit countries. SMEC International Pty Limited of Australia has been contracted to undertake a detailed design of Torit-Kapoeta Road which includes the Environmental and Social Impact Assessment for Bridges presented in this draft report.
1.2 Description of the Project The Nadapal-Juba road has been identified by the GoRSS since 2003 as one of the priority roads for investment to speed up post-war reconstruction, add support to development and reduce the cost of transit transport goods into the country coming from Kenya. The Nadapal -Juba road is located in Imotong and Namurunyang Equatoria States. The total length of road is approximately 341.2 Km of unpaved road which provides transport connectivity between Juba and the district headquarters, towns and villages of Juba, Torit, Budi and Kapoeta Counties in Central and Eastern Equatoria states. The road is also an international corridor linking the hinterland of South Sudan with markets in Kenya and international markets through the port of Mombasa. This report covers the construction of 9 bridges between Torit and Kapoeta, namely; Atiro (13.6m), Lokadoka, (13.6m), Locheriatum (13.6m) and Kugulu (13.6m). In addition Kolinimum (13.6m), Khor Lomongoli (13.6m), Kidepo, (13.6m), Koss (24.0m) and Idolu, (13.6m Towns and villages which will be affected by this bridges project are ; Kapoeta Town, Komachi, CAMP 15, Chikudum near Atiro Bridge; and SPLA camp (near Khor Lomongoli Bridge). Others are; Terangore, New Kenya, Kheyala, Hovorere, Labalwa and Torit Town. The topography of the project area can be described as flat to undulating and hilly. The altitudes vary from an elevation of ……………………………………………………….. The climate in the project area is characterized by high temperatures, generally above 20°C, and the precipitation is low compared to the evaporation. The average annual rainfall increases from East to West. The main rivers crossed by the road are the Kidepo, Thingaita, Koss and Idou. Most rivers along the Kapoeta-Torit section are seasonal.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 16 1.3 Importance of the Project The improvement of the Torit-Kapoeta bridges will contribute to the overall benefits of upgrading the Juba – Kapoeta Road. The objective is to enhance regional connectivity and integration of South Sudan with its East Africa neighbouring countries through increasing transport efficiency, facilitating trade and development, connecting Juba with fibre optics, and linking South Sudan to alternative seaports. Specifically the project aims to: . Improve river crossings by replacing existing bridges, box culverts and drifts with new bridges . Reduce the cost of access to food and food production itself; . Stimulate commercial activity and self-sufficiency; . Facilitate the movement of Internally Displaced Peoples (IDPs) and other returnees; . Provide efficiency to humanitarian operations and economic assistance flowing into the country; . Open up South Sudan for rapid economic development; . Boost export of agricultural produce and promotion of agricultur e and livestock production; . Promote trade on processed goods inside and in neighbourhood countries ; and . Contribute to the overarching goal of integrating the economies of the countries in the sub-region and help them compete in the free market zone of Eastern and Southern Africa, and the global market
1.4 Requirement for an Environmental and Social Impact Assessment (ESIA) The project is a donor funded project of the GoRSS which applies appropriate World Bank rules and procedures in implementing projects of such magnitude. The World Bank’s Operational Policies (OP) are meant to ensure that operations of the Bank do not lead to adverse impacts or cause any harm to persons or groups. It is on this basis that an Environmental and Social Impact Assessment (ESIA) is required to consider environmental and social impacts of the proposed bridges project which will be financed by ADB. The ESIA should help identify more environmentally sustainable strategies for achieving the project goals; identify the potentially adverse environmental impacts of project interventions; ensure that adequate mitigating and enhancement measures are included to minimize adverse impacts; ensure that environmental monitoring activities are included in the project plan, including objectively verifiable indicators and means of verification; and finally, focus on the spectrum of most likely environmental impacts in order to facilitate their future ma nagement and help the project become a rational component of future development for the region and the entire South Sudan.
1.5 Project Component In accordance with South Sudan bridges/ road design standards and the existing road conditions, the following key elements shall be incorporated into the final design of bridges and approach roads. a) Design Speed - 100km/h in flat terrain; 85km/h in rolling terrain. b) Lane Width - 3.5m (both lanes) c) Shoulder Width - 1.5m d) Design Life - 50 years for bridges / 20 years for approach roads
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 17 The proposed project works will comprise the following: a) Construction of 9 bridges between Torit and Kapoeta; b) Improvement of the alignment of the bridge approaches; c) Construction of the approach road embankments up to subbase level to accommodate a future road width of 10.0m (including the shoulders);
1.6 Objectives of Environmental and Social Impact Assessment The fundamental objective of this environmental and social impact assessment is to ensure that the construction of the proposed bridge project between Torit- Kapoeta is environmentally sound and contributes to the development of environmental assets. It is also expected to provide a means whereby the overall environmental performance of this project can be enhanced through: . identification and evaluation of the potential impacts associated with project implementation and subsequent operation, and . Adoption of measures and mechanisms for their incorporation in the project to enhance beneficial impacts and to avoid, minimize or offset adv erse impacts. In this context, it should be noted that the term “environment” and its derivatives have been used in a wider sense, which covers not only physical and biological aspects, but also the human dimension.
1.7 Environmental Impact Assessment Methodology Bridges and road projects will create a range of direct and indirect impacts on physical, biological and human environment. Understanding the environmental settings and issues and constraints along the proposed upgraded road is essential for the design of road projects. The methodology adopted for the environmental studies is summarized below. It follows the conventional pattern for road and bridge project EIAs and meets the requirements of International Environmental Impact Assessment guidelines and procedures. This ESIA applies the methodology of focusing on key sites cover ing selected sections and reflecting the entire project area. Site investigation and collected data analysis are the primary methods for the assessment of social and economic impacts, as well as ecosystem impacts assessment. Analogy analysis method is applied for assessing acoustic environment and ambient air impacts. Extensive public consultation was conducted to understand and address the concerns from the directly affected public. The general Methodologies are discussed below: Scoping: A scoping exercise has been carried out to identify and highlight the key issues and impacts likely to occur during the construction and operation and maintenance phases of the project under consideration. The effort has focused on the most important aspects of impact identification. Collection of Available Information: The consultant collected and reviewed published regulations, guidelines, national policy papers, reports, documents, and Google Map data of 2013. Information on existing environmental conditions, necessary to provide the basic background for impact identification and assessment, has been obtained from these published sources. Approved and proposed national legislative/ regulations and institutional framework, policies, procedures, guidelines etc. have also been reviewed.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 18 Field Visits: Detailed site visit was carried out in 2009 and again in 2016 to gain first-hand knowledge of existing environmental conditions and also to put the proposed road designs and construction works into context. Recent field visits in 2016 were carried out to update and supplement the available information with emphasis on those areas identified as being of environmental interest during the scoping and ful l EIA process. During the trip, information on physical resources, ecological resources, economic development activities, socio -economic aspects, health, cultural and other values in the project area has been collected. Public Consultation: The field visits also included consultation with various stake holders along all sections of the proposed road. The purpose was to obtain supplementary information on social, socio-economic and socio-cultural conditions, and views on various aspects of the project. The consultation was also to obtain background information relevant to impact assessment and environmental management and, in particular, to identify any areas of specific concern which needed to be addressed. Individuals consulted are listed in the Appendices and in minutes of consultation meetings held during preparation of the ESIA for the overall road project (2013). A supplementary 2016 consultation was carried out to update stakeholders concerns about the project. Characteristics of the project: A review of the project designs and other relevant issues has been carried out with particular reference to establishing the form and scope of the works, probable construction methods and materials, and operational characteristics of the completed road, in order to identify potential sources of impact of the project on the environment. The characteristics of the project have been considered having regard, in particular, to: the size of the project, the use of natural resources, the production of waste, pollution and nuisance, and the risk of accidents. Description of the Existing Environment: baseline data on the physical, biological and socioeconomic environment of the project area has been collected and evaluated. Direct information was also obtained by visiting the project area. The Project Area comprises the area which will be under direct influence (i.e., where the environmental impacts of the construction activity can be felt) of the project and includes the specific Torit –Kapoeta road section and its influence area, quarry and borrow areas, etc. Identification of Environmental Impacts: Key potentially beneficial as well as adverse impacts on the physical, biological and socio-economic environments associated with the project construction, operation and maintenance phases of the project have been identified. Environmental Mitigation Plan: Feasible and cost effective mitigation measures that may reduce potentially significant adverse environmental impacts to acceptable levels and enhance beneficial impacts are recommended. Environmental Management and Monitoring Plan: An environmental management and monitoring plan has been developed to be fully integrated with the overall project management effort. A programme for monitoring environmental impacts during and after construction has been prepared Preparation of ESIA report: the final step was the preparation of an Environmental and Social Impact Statement which addresses items called for in the National concerned institutions, other international financing institutions guidelines, the local communities and their leaders .
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 19 1.8 Contents of the ESIA report The ESIA Report is structured as follows: An executive summary provides an overview of significant findings and recommended actions. . Chapter 1 gives overview of the project conception and the necessity for carrying out an ESIA; . Chapter 2 provide detailed information on the proposed project, briefly describes the project area, the proposed project features and justifications for the investment projects; . Chapter 3 summarises the policy, legal and administrative framework within which the ESIA was carried out, including the environmental and social impact assessment requirements; . Chapter 4 presents stakeholders consultation and public involvement; . Chapter 5 Presents alternatives considered in designing the project; . Chapter 6 discusses the detailed information on the identification, prediction and analysis of actual impacts; . Chapter 7 summarises measures that have been adopted to ensure that the mitigation measures are implemented and the impacts are in accordance with predictions; . Chapter 8 identifies expected residual effects and management of environmental hazards . Chapter 9 provides the proposed monitoring plan. It outlines the mechanisms for checking environmental performance during the project implementation; . Chapter 10 records the public consultations and opinions expressed; . Chapter 11 provides an outline of the environmental and social management plan during implementation, operation and decommissioning; . Chapter 11 Institutional Capacities and Strengthening Plan . Chapter 12 provides a summary and conclusion; and . Chapter 13 provides a reference list, including all literature and other sources of data used in preparation of the ESIA.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 20 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
2.1 Regulatory Framework for Environmental Management
2.1.1 The Constitution of South Sudan The constitution of South Sudan spells out in Section 2, that every person shall have the right to have the environment protected for the benefit of present and future generations, through reasonable legislative action and other measures that prevent pollution and ecological degradation; (b) promote conservation; (c) secure ecologically sustainable development and use of natural resources while promoting rational economic and social development so as to protect the bio-diversity. It acknowledges that social and economic developments may impact on the environment but emphasizes the need to minimize such impacts. Other policies that are relevant to the proposed infrastructure project area include the Constitution of South Sudan, The Interim National Constitution of South Sudan (ICSS), The Comprehensive Peace Agreement (CPA), The Transitional Constitution of the Republic of South Sudan, 2011 (TCRSS), Environment Policy (2010), Draft Envir onment Protection Bill (2010), South Sudan Land Act 2009, the Wildlife Conservation and National Parks Act, the Forest Commission Act and the Traffic Act, The Wildlife Forces Act, 2003, Wildlife Conservation and Protected Areas Bill 2010, Draft Forestry Policy, and the Forestry Commission Act of 2003.
2.1.2 The Interim National Constitution of South Sudan (ICSS) The ICSS is the supreme law of South Sudan which stipulates the legal aspects for the protection and management of the environment and natural resources. Part three, article 44 of the Interim Constitution of South Sudan (The Environment) has guaranteed every person or community the right to have a clean and healthy environment. The Interim Constitution also specifies land issues that are under National pow ers (Federal level) and those under the control of states as well as joint powers (concurrent powers) shared by the Federal and States institutions. The states manage issues related to State lands that are not under National control. These include: management, lease and utilization of lands belonging to States, town and rural planning and agricultural lands within the state boundaries. Articles of the Constitution that are of direct relevance to this project are the right to expropriate land and compensation to the owners, protection of cultural heritage and religious sites, as well as issues related to the safety and protection of the inhabitants, beside penalties incurred for environmental damage and pollution as well as respect of the International Envir onmental Agreements ratified by the Government of the Republic of South Sudan.
2.1.3 The Comprehensive Peace Agreement (CPA) The CPA provides the general framework and implementation modalities for addressing the management of the environment and natural resources as well as the regulation of land tenure and protection of national heritage and areas of Cultural and social significance.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 21 2.1.4 The Transitional Constitution of the Republic of South Sudan, 2011 (TCRSS) The TCRSS specifies that every person or community shall have the right to a clean and healthy environment. It speaks about the need to (a) prevent pollution and ecological degradation; (b) promote conservation; and (c) secure ecologically sustainable development and use of na tural resources while promoting rational economic and social development so as to protect genetic stability and bio-diversity. This policy is important to the project as regard to safeguard the environment.
2.1.5 Environment Policy (2010) The Republic of South Sudan has been in conflicts that led to the civil wars, causing millions of lives to be lost and serious damage to the natural environment. South Sudan is endowed with abundant natural resources which include vast land and water resources, oil, and a rich b iological diversity due to varying climatic patterns, undulating topography, diversified ecosystems and habitats. Among others, the Sudd wetland has been designated as a Ramsar site of international importance and must be protected so that the country cont inues to have the benefit of this resource. To make EIA legally binding the Ministry of the Environment is in the process of submitting a draft Environment Protection policy to the legislative house. Today (2016), it is at final stage in the office of the Undersecretary, Ministry of Environment. When approved, it will enable the requirements for EIA/ESIA to be more legally binding. The formulation of environmental policy is a step forward in promoting sustainable environmental management across all sectors in South Sudan. The effectiveness of this Environmental Policy will be continuously monitored besides being periodically reviewed to ensure that it remains pertinent and relevant. The Draft Environmental Policy has the following objectives: 1. Improve livelihoods of South Sudanese through sustainable management of the environment and utilization of natural resources; 2. Build capacity of the government at all levels of governance and other stakeholders for better management of the environment; 3. Integrate environmental considerations into the development policies, plans, and programs at the community, government and private sector levels; and 4. Promote effective, widespread, and public participation in the conservation and management of the environment. The policy when complete will be relevant to the proposed project.
2.1.6 Draft Environment Protection Bill (2010) The Draft Bill stipulates the need to undertake an Environmental Impact Assessment where and when the Lead Agency deems the project may have varied levels of im pact on the environment. The Bill recommends the EIA should be conducted by an expert retained by the Project Proponent whose name and qualifications are approved by the Ministry. The Bill is at final stage in the Ministry of Justice (2016). Subsequently it will be supported by new policy and regulation.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 22 2.1.7 National Environmental and Social Screening Assessment Framework (ESSAF) Currently the World Bank developed a National Environmental and Social Screening and Assessment Framework (ESSAF) for South Sudan as a guideline for all World Bank financed development projects during the ISN period including the major proposed Nadapal -Juba road upgrading project. AfDB can use this framework on the Kapoeta -Torit bridge project. The proposed bridges are located along the existing alignment except for some minor realignments and the expected impact is minimal, so this particular project falls under category B of the World Bank Environmental assessment category classification. This determines also the extent and depth of carrying out ESIA. The overall purpose of the National ESSAF is to provide pragmatic operational guidelines and procedures to the GoRSS to eliminate, mitigate the environmental and social risks associated with Bank-financed operations implemented during the ISN period; and to develop procedures for the effective environmental planning and management of selected development proj ects and their operation. The national ESSAF has been prepared in line with Bank operational policies and procedures for investment operations and the guidance note for crises and emergency operations for application of Bank safeguard and disclosure polici es. The ESSAF was prepared to provide the basis for simplifying the application of Bank safeguard policies and related provisions of the Bank’s disclosure policy to all Bank -financed operations in South Sudan during the ISN period. The Framework has been d eveloped within the context of National environmental policy and draft legislation and regulations and the Interim Constitution and covers all phases of the project cycle. Under section 4.3 Environmental Impact Assessment of the RSS environmental policy d iscussed that following the achievement of comprehensive peace in the Country and the upcoming development activities and investment coupled with other more intensive land use practices, the environment in South Sudan is inevitably going to be affected. Th e GoSS will require EIA, audits, monitoring and evaluation to mitigate adverse impacts and enhance environmental benefits. Therefore, the policy Guidance indicated: a) Make the EIA process legally binding to all proposed projects; b) Develop capacity to monitor the state of the environment in South Sudan; c) Ensure that EIA guidelines for all sectors are developed; and d) Ensure stakeholder participation during the EIA process right from the initial planning stages of the project.
2.1.8 Land Act 2009 According to the Land Act 2009 Chapter 2 Section 7 all land in South Sudan is owned by the people of South Sudan and its usage shall be regulated by the government. This land may be acquired, held and transacted through customary, freehold and leasehold by the people of South Sudan. Section 8 of this Act further states that every person in South Sudan have the right to acquire or own property as regulated bylaws and stipulated in Article 31(1) of the constitution. Chapter 3 classifies land in South Sudan as public, com munity or private. Section 10 further classifies public land as land owned collectively by all people of South Sudan and held in trust by the appropriate level of government. The above land regulations help organize land tenure. However, most of Sudan’s lands are organized by customary and traditional rules and regulations. Therefore land administration and management in South Sudan is based on the principle of decentralization, participation and transparency for the benefit of the people of South Sudan.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 23 Section 42 of the Land Act empowers the GOSS and State Government to manage the land of South Sudan through: . Intervention in rural and urban planning . Solving disputes arising from use of land . Resettlement, rehabilitation and reconstruction . Management and protection of historical sites of common interest for South Sudan . Control and restoration of the environment
Chapter Eleven Section 69 of the Land Act of 2009 provides for the protection of land by individuals, communities and organizations in order to keep it in a productive condition in which problems such as land degradation will be adequately managed with the provisions of Article 44 of the constitution. Section 70 makes provisions for any development activity undertaken in Sou th Sudan to be subjected to ESIA to ensure that the social, economic and environmental implications of the activities on the land are taken into consideration.. The act states that Social, Economic and Environmental Assessment be undertaken prior to any ac tivity that may impact on the environment and people as determined by law. The act provides for restoration of any degraded environment due to economic activities. It advocates that, GOSS, the State Government or a Private Company shall prepare a resettlem ent plan for the communities affected by the project. The GoRSS, State Government and any other public Authority may expropriate land for public interest/use subject to compensation and upon agreement with people affected as prescribed by the Act. For the purpose of this project GoRSS, State Government and any other public Authority may expropriate land for bridge or road construction, this is done according to Chapter 12,13 14 and 15 of the Land Act. The GoRSS has assigned responsibility for state and coun ty decision-making at the state, and local levels. The state, local and traditional authorities play important roles in land administration and management. Table 3 summarizes institutional arrangements and their mandates. Depending on the type and size of the projects to be implemented and according to the National and State legislation requirements, a number of approvals and permits may be required from various governmental agencies, Table 2-1. Table 2-1: Permit Procedures in Government of Republic of South Sudan Institution Mandate
National Level Entertain claims, arbitration and mediation, enforcement of law, South Sudan Land Commission State accept references and assess compensation Level Entertain claims, arbitration and mediation, enforcement of law, State Land Commission accept references and assess compensation Land allocation & mapping. Land measurement and quality evaluation. Land classification. Design land use & approval. Land record & statistics & registration. Land valuation. Assign land use State Land Administration right. Issue land Title deeds. Regulate land transfer and land lease. Control and protect land use. Protect customary land rights; regulate withdrawal or requisition.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 24 Institution Mandate Hold and allocate public lands with approval of State Ministry Physical Infrastructure and Planning. Make recommendation to the Concerned Ministry on gazetted land planning; advise concerned ministry on resettlement of persons in the County; facilitate the Local Level registration and transfer of interest in land; advise the local County Land community on issues related to land tenure, usage, and exercise Authority over land rights; protect community lands; chair the consultation process between community and State Government if required; and liaise with South Sudan Land Commission. Catchment characteristics Catchment parameter
2.1.9 Wildlife Conservation and National Parks Act 2003 The Act provides that powers to permit anybody to exploit the inherent resources in such protected areas are vested in the Director General of the Secretariat. However, there are specific animal species whose capture is prohibited and these are listed in Sche dules 1 and 2 of the Act (Annex 19). Section 27 provides that no person shall hunt with firearms or birds of prey or capture any animal listed in Schedule 2, except under a valid ordinary hunting licence or a special permit issued. This section exempts the species listed in Schedule 3 from such restrictions. The administration and execution of the policy shall be vested in the Secretariat of Wildlife Conservation Environment Protection and Tourism. The objective and functions of the Secretariat shall include: . The conservation, management and administration of parks, controlled areas and other protected game reserves. . The development, in cooperation with other competent authorities, of Tourism based on wildlife in South Sudan and the development of other forms of rational utilization of the wildlife and environment resources; . The promotion of education and the dissemination of information about wildlife resources in South Sudan, in cooperation with the competent authorities; . The development and carrying out of research on wildlife and environmental resources with a view of their optimum preservation, conservation, management and protection This Act is relevant as far as wildlife management is conce rned in the wildlife corridor in the Kidepo valley.
2.1.10 The Forestry Commission Act, 2003 The Forestry Commission Act establishes the Forestry Commission hereinafter referred to as “the Commission”. The Commission shall be responsible for the regulation, management and utilisation of forests and forestry resources of South Sudan and the co-ordination of policies in relation to them. The Commission shall, among others: . Educate the public on the effective and efficient utilisation of forests, forestry resources and matters concerning forests generally; . Cooperate and liaise with the national, regional and international organizations and agencies on matters of forests, conservation, utilization and environmental issues generally; The Directorate of Forestry in the MAFTACF takes responsibility for effective management of National Forest Resources in a formalized partnership with state Government and Local Communities.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 25 2.1.11 Wildlife Conservation and Protected Areas Bill, 2010 Currently, the MIWC is developing a Wildlife and Protected Area Policy, from which a new set of legislation will be developed to replace The Wildlife Conservation and National Parks Act, 2003. The Bill contains principles that introduces new concepts of: public participation, community - based conservation; participation of local and traditional leaders, cult ural and social benefits for conserving wildlife resources; recognition of indigenous knowledge Wildlife Conservation and mitigation of human-wildlife conflicts wherever they occur.
2.1.12 Draft Forestry Policy The first draft of the new forestry policy was produced in June 2006 and has been under discussion since then. The policy is in line with best practice in sustainable forest management and is based on guiding principles that include sustainable development, poverty eradication, equity, and community involvement.
2.1.13 Mines and Quarries Act 1972 GOSS is yet to develop a Mines and Quarries Act however currently the Mines and Quarries Act 1972 is operational and adopted by the government of South Sudan. According to this Act ‘quarried material’: means rock, stone (including limestone), gravel, sand and clay. 'Quarry': means any land, in, upon or under which operations are undertaken (whether by surface or opencast working or otherwise) for the getting of quarried material. In the Act ownership of mineral resources and quarried material as lying in, upon or under land vested in the Government which shall have the exclusive right of prospecting for and getting such minerals. The Acts through the Mines and Quarries Board provid es for issuing of Quarrying licences authorising the holder to get quarried materials from a quarry as provided for in the licence and to sell them in accordance with the provisions of this Act or any other Act. This particular project will involve extraction of rock and gravel materials from quarries and borrow pits. A result mining licences or leases from the GOSS - Ministry of Petroleum, Mining and Industry shall be issued to contractor.
2.1.14 Traffic Act The following paragraphs summarize some relevant provis ions in this Act; . No person shall drive or being the owner or the person in charge of a vehicle, cause or permit any other person to drive a vehicle on a road at a speed higher than such speed as may be prescribed as the maximum speed for that class of vehicle. . No person shall drive or being the owner or person in charge of the vehicle cause or permit any other person to drive any vehicle at a speed exceeding fifty kilometres per hour on any road within the boundaries of any village, town or city. Highway authority shall erect and maintain traffic signs to indicate to drivers entering or leaving such roads or areas where the fifty kilometres per hour speed limit restrictions begin and end. . Notwithstanding the provisions of subsections (1) and (3) the Commissioner may: Impose on any road such lower speed limit as he considers necessary by reason of repairs, reconstruction or damage to the road or the condition of the road, for public safety or to prevent damage to the road. Such lower speed limit shall be imposed only for such period as is necessary to carry out repairs or construction or until the condition of the road is satisfactory. Section 74 of the Traffic Act highlights the procedures for the Closure of Roads. It states that the highway authority or its authorized representative may for public interest, close the whole or part of
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 26 such a road to all vehicles or any particular type of vehicle at any time for any period it thinks fit. No driver, or person in charge of any vehicle shall drive or haul the vehicle or cause it to be driven or hauled over a bridge or any portion of a road which is closed to traffic and where a conspicuous notice is displayed to the effect that the road is closed, unless he has written permission from the highway authority.
2.1.15 World Bank safeguard policies triggered by the project World Bank as a major donor to many development projects with direct environmental implications, the World Bank has formulated several policies that ought to be strictly adhered to by any beneficiary. This section captures the relevant World Bank safeguard policies that apply for this project. a) 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 four categories: i) Category A –Full Environmental Impact Assessment; A proposed project is classified as Category A if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. ii) Category B – Partial Environmental Assessment; A proposed project is classified as Category B if its potential adverse 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. 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 the construction of the Kapoeta-Torit bridges. b) Natural Habitats (OP 4.04) This policy is triggered by the construction of a few of the proposed bridges and approach road sections, which will take place inside a potential wildlife corridor near Kidepo. In this zone there is a seasonal migratory route where animals cross to find food and water depending on the yearly season. The project may interfere or hinder the existing seasonal wildlife movements. This section of the road requires appropriate design/ planning measures and interventions to be implemented together with a robust monitoring program both during project construction and operation phases. Such monitoring program will be designed, based on the consultations with relevant stakeholders, including South Sudan Ministry of Interior and Wildlife. It was confirmed that the project will not have significant conversion or degradation of critical natural habitats, as the project activities entail existing road rehabilitation, with identified material sites away from any critical natural habitats. c) Involuntary Resettlement (OP 4.12) The Bank’s Policy on Involuntary Resettlement is intended to assist displaced people arising from development projects, in order not to impoverish any aff ected people within the area of influence of a 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. The construction of bridges on uninhibited sites except for new lan d take for new diversions, is not expected to significantly trigger OP 4.12 thus resulting into preparation of full RAP. Most likely an abbreviated RAP could be prepared. d) Physical Cultural Resources (OP 4.11)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 27 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. Investigations, Rescue, and the Chance Finds Procedures Plan are the most common instruments required in cases when the Policy is triggered. e) Indigenous People (OP 4.10) The objectives of this policy are dedicated to ensuring that the development process fully respects the dignity, human rights, economies and cultures of Indigenous people; ensuring that adverse effects during the development process are avoided, or if not feasible ensuring that these are minimized, mitigated or compensated; and ensuring that indigenous peoples receive culturally appropriate and gender and intergenerational inclusive social and economic benefits. The policy is triggered when the project affects the Indigenous Peoples in the project area. However, according to the National Environmental and Social Screening and Assessment Framework (NESSAF) and Interim Strategy Note (ISN) – FY13-15 all people in South Sudan are considered indigenous and Indigenous Peoples OP/BP 4.10 is triggered, but a separate Indigenous Peoples Plan is not required. A separate Social Assessment is being carried out by GOSS and the findings and mitigation measures should be issued separately from this ESIA. The social assessment is used to obtain the broad support of project affected communities through free and prior informed consultations. The consultations would also help to identify mitigation measures, how these communities could participate in the project development, and identify complaint redressing mechanisms. f) Bank’s Policy on Access to Information The Bank’s policy on Access to Information 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 public prior to project appraisal of the Bank. The disclosure shall be carried out in-country through the Ministry of Roads and Bridges and the Ministry of Environment at National, State and County levels within the project area, in a manner accessible to all project stakeholders. It shall also be made available at the World Bank Info-shop.
2.2 International Conventions and Treaties In carrying out an EIA, there are other important international treaties that must be considered. In most cases the recipient country is a signatory to these treaties. The important regional and international conventions and protocols on environment that might be applicable include:
DESCRIPTION ITEM The Convention on Biological Diversity has three goals. These are: the conservation of biodiversity; the sustainable use of the components of biodiversity; Biological Diversity and the fair and equitable sharing of the benefits arising from the use of genetic Convention. resources.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 28 DESCRIPTION ITEM The objective of the Convention is to combat desertification and mitigate the United Nations effects of droughts in countries experiencing serious drought and/or Convention to Combat desertification, particularly in Africa. Desertification (CCD This convention takes into account the fact that climate change has transboundary impacts. The basic objective of this convention is to provide for agreed limits on United Nations the release of greenhouse gases into the atmosphere so as to prevent the Framework on Climate occurrence of climate change. It also aims to prepare countries to minimize the Change. impact of climate change should it occur.
Bamako Convention on The Bamako Convention of 1991 plays a similar role at the level of the African Transboundary continent. Movement of Hazardous Waste. The basic objective of the Convention is to combat the negative impact on the environment and human beings resulting from ozone depleting substances by Vienna Convention reducing the amounts released and eventually banning their commercial use (ozone layer depletion). through internationally agreed measures. The Montreal Protocol entered into force in 1989 to facilitate the implementation of the Convention. The objective of the Basel Convention is to control and regulate the The Basel Convention transboundary movement of hazardous wastes.
The Stockholm The Stockholm Convention on Persistent Organic Pollutants by proclamation No. Convention 279/2002 designed to ban the use of Persistent Organic Pollutants (POP).
The Rotterdam Convention on Prior Informed Consent (PLC) relates to prior The Rotterdam informed consent in the context of international trade in specific hazardous Convention chemicals and pesticides.
2.3 Institutional Arrangements The government of South Sudan has five ministries that deal directly with utilization, management and conservation of natural resources i.e. Ministry of Environment (MoE), Ministry of Petroleum, Mining, and Industry (MPMI), Ministry of Agriculture, Forestry, Tourism, Animal Resources, Cooperative and Fisheries (MAFTACF), Ministry of Interior and Wildlife Conservation (MIWC), and Ministry of Electricity, Dams, Irrigation and Water Resources (MEDIWR). The MoE is the key ministry regarding EIA and works hand in hand with MTRB to ensure that environmental standards are achieved when implementing road projects. The institutions at National and State Levels responsible for the implementation and monitoring of compliance with national and international agreements include: . Council of Ministers; . County Land Authority; . Local government at the County level. . Ministry of Interior and Wildlife Conservation (MIWC); . Ministry of Petroleum, Mining and Industry . National and State Land Commissions; . Payam Land Council. State Land Administration and Authority; . State Ministries of Health, Industry and Agriculture; and, . Directorate of Environment The environmental acts and laws provide standards to be applied in assessing the probable environmental impacts of the project. State organs and local laws deal with issues at State or Local
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 29 levels, while the Federal Acts are more concerned with general directives and set limits and standards for environmental protection without going into details at the local level. Based on the provisions of these legal requirements and sectoral laws as well as policies of different departments, the impacts of the proposed projects are to be assessed and appropriate mitigation measures recommended. EIA is a requirement for most projects in South Sudan, especially those funded by international organizations and agencies. In most cases, EIA is being conducted by prominent local and international consulting firms and submitted to the ME for approval. At the ministerial level, only the Ministry of Roads and Bridges has established an Environmental Unit with guidelines for environmental protection. Beside the government institutions responsible for environmental management, there are also local institutions that play important roles in environmental management at local level. In the environmental field, such local institutions can play important roles in sanitation and garbage collection beside taking part in mobilization of local communities and providing direct links to t he locality for any issues related to village affairs.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 30 3 DESCRIPTION OF PROECT AND JUSTIFICATION
As stated elsewhere, the proposed nine bridges project will project will be implemented between Kapoeta and Torit, along which a relatively low-income community under subsistence economy lives. It will contribute to achieving the benefits of the proposed larger Juba- Nadapal project connecting South Sudan inland areas for transporting not only domestic goods but also goods to the regional harbour ports of Djibouti and Mombasa. Therefore, the Improvement of the road and bridges on this section is expected to improve accessibility of wayside residents to the daily traffic while contributing to smooth international cargo transport.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 31 4 DESCRIPTION OF PROJECT ENVIRONMENT
This chapter describes the existing environmental and social situation in the areas that might be directly or indirectly impacted by the proposed project.
4.1 Physical Setting
4.1.1 Location The Republic of South Sudan (ROSS) also known as South Sudan borders Ethiopia to the east, Kenya, Uganda, and the Democratic Republic of the Congo to the south, and the Central African Republic to the west. To the north lies Sudan . It includes the vast swamp region of the Sudd formed by the White Nile, here called the Bahr el Jebel. South Sudan consists of the ten states which formerly composed the provinces of Equatoria (Central Equatoria, Eastern Equatoria, and Western Equatoria), Bahr el Ghazal (Northern Bahr el Ghazal, Western Bahr el Ghazal, Lakes, and Warrap), and Upper Nile (Jonglei, Unity, and Upper Nile). It is estimated that the Southern region has a population of around 12 million, but given the lack of a census in several decades, this estimate may be severely compromised. This region has been negatively affected by the First and Second Sudanese Civil Wars for all but 10 years since Sudanese independence in 1956, resulting in serious neglect, lack of infrastructure development, and major destruction and displacement. The region has been struck by occasional famine. A 1998 famine killed hundreds of thousands, and a food emergency was declared in mid -2005. The 123km project between Kapoeta and Torit is a section of the 341.5km Nadapal - Juba Road, an interstate road that links The Central Equatoria and Eastern Equatoria states. The terrain along Kapoeta-Torit is typified by undulating terrain. There are villages, market centres, security camps lying immediately outside, within or proximity to the Kapoeta-Torit road. These settlements are; Kapoeta Town, Komachi, CAMP 15, Chikudum, SPLA camp, Terangore, New Kenya, Hovorere and Labalwa. The local inhabitants are Buya, Didinga and Machi communities.
4.1.2 Topography and Soils South Sudan is bisected by the Nile River which is surrounded by a gently sloping to flat basin into which the highlands of the surrounding countries drain. This gentle drainage pattern is typical across much of the country, with exceptions for hills and mountains in the extreme south and more broken topography in the southwest (Western Equatoria and Bahr el Jebel), and is directly related to the soil types. Seen from the agro-ecological perspective, much of South Sudan has “substantial areas of relatively high soil suitability ratings for rain -fed agriculture” (relatively flat topography, productive albeit occasionally heavy soils, and low intensity of cropland use). This potential improves generally on a gradient from north to south. The combination of the natural resources normally offer a wide range of crop producing opportunities with a growing season ranging from 150 days in the northern plains to 240 days in the Green Belt in the southern zone where double cropping is routinely practiced. One might characterize South Sudan as an agricultural frontier which has yet to benefit from more modern agricultura l technologies and inputs because of the disruptions of the past decades of Civil War. Despite past tendencies toward food insecurity as a result of a certain measure of drought -prone conditions, knowledgeable persons agree that the growing conditions hold great potential.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 32 Livestock rearing is this area is a major activity, but a significant amount of crop cultivation, mainly of millet, also occurs in parts of Central Equatoria and Eastern Equatoria States where land is fertile. Peanuts and sesame are grown as cash crops. The qoz sands are the principal area f rom which gum arabic is obtained through tapping of Acacia senegal (known locally as hashab). This tree grows readily in the region, and cultivators occasionally plant hashab trees when land is returned to fallow. Around Kapoeta South County and Torit Coun ty mangoes and bananas respectively grow well along the river banks. They are used as the major sources of livelihood for the communities living in this region. They underlie the extensive moist woodlands found in these provinces. Crop production is scattered, and the soils, where cultivated, lose fertility relatively quickly; even the richer soils are usually returned to bush fallow within five years.
4.1.3 Geology The geology of South Sudan is extremely diverse with a variety of metamorphic, igneous and sedimentary rocks. The intensity of deformation and metamorphism varies from place to place. Extensive studies carried out by several workers in Sudan proved that the central Sudan and Nile Valley metamorphic belt include relic structures of ancient basement whic h date back to Lower Proterozoic or even Archaean. The gravity, seismic and drilling data acquired in interior Mesozoic basins in central and South Sudan indicated that more than 30, 000 feet of clastic sediments occur within the deepest central trough of the three major rift basins. The project will traverse about 123km which has diverse geologic characteristics. However, most bridge sites will be located in the lowest altitude, the river valleys, thus may not have much diversity in terms of geological cha racteristics.
4.1.4 Rainfall and Temperature Total precipitation and periodicity are key components of the agro -ecological equation and nowhere in South Sudan can crop productivity be taken for granted. Rainfall is seasonal across most of the south, with a pronounced dry season lasting from January to April, coinciding with the hot season. This causes large scale migration of many of the pastoral people to wetlands along the river and elsewhere in pursuit of water and fodder for their herds. When the rains return (reportedly later in recent years), up until June, people return to the upland agricultural areas to graze their animals and raise some basic food crops. This seasonality is much less pronounced in the extreme south and in the hilly areas of Equatoria where better rainfall and good soils promote a more sedentary crop-based lifestyle and where the higher humidity is conducive to tsetse that limits livestock husbandry. Annual rainfall in the south western extremes and highland areas of Equatoria ranges from 1200 to 2200mm. Along the Nile, the lowland areas of Eastern Equatoria, Jonglei, Upper Nile, Bahr el Ghazal receive between 700mm and 1300 mm of rainfall per year. The most arid portions of South Sudan occur in the extreme southeast along the border with Kenya where rainfall may not exceed 200mm. The tropical climate in South Sudan occurs in the desert zones, where winter temperatures as low as 4°C (about 40°F) are common, particularly after sunset. Summer temperatures often exceed 43°C (about 110°F) in the desert zones and rainfall is negligible. Dust storms, called haboobs, frequently occur. High temperatures also prevail to the south throughout the central plains region, but the humidity is generally low. Equatorial climatic conditions prevail in South Sudan. In this region, the average annual temperature is about 29°C (about 85°F), annual rainfall is mor e than 1015 mm, and the humidity is excessive.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 33 4.1.5 Agro-Economical Zoning within South Sudan Up until quite recently, descriptions of the ecology and environment of South Sudan had to be compiled from older documentation, much of it citing earlier works which might no longer be entirely valid or which contained unverified data and information. The “livelihood” paradigm is also well suited to this type of environmental analysis. It is predicated on the notion that planning and development interventions need to take account of both the physical environment and how people use it to derive their livelihoods. It thus mirrors the environmental assessment technique of considering both direct impacts on the physical environment as well as the indirect socio-environmental impacts of a given activity. The livelihoods paradigm is also useful in that an understanding of it can serve to highlight how adverse impacts from the activities being assessed can affect how people cope with hardships inherent to where they live or how they survive from year to year. Conversely, it is the livelihoods approach that also aids in an understanding of how the intervention being considered in this case –the Kapoeta-Torit road actually benefits local people. South Sudan may be divided up into the seven broad “Livelihood Zones”” shown in Table 4-1 Table 4-1: Description of “Livelihood Zones” in Southern Sudan
Zone Description Households in the wetter south-western areas of the Greenbelt Zone rely almost exclusively on agriculture to meet their food needs. Here, surplus production is common Greenbelt Zone and households cope with dry years by increasing their dependence on root crops and exchange. In the Arid Zone, which occupies the south-eastern tip of the country, households practice a nearly pure form of pastoralism and there is almost exclusive reliance on livestock and livestock trade for food. Seasonal migrations in search of both water and Arid Zone pasture provide opportunities for substantial trade and exchange with neighbouring communities.
The Hills and Mountains Zone falls somewhere between these two Zone extremes (agriculture and pastoralism) with reliance on cattle, trade and root crops increased in Hills and Mountains difficult years.
In the Western Flood Plain Zone, livestock and agriculture, supplemented by fish and Western and wild foods, are the main food sources. Similar food sources are available in the Eastern Eastern Flood Plain Flood Plains Zone, but with an additional option of game hunting Zones Households in the Iron stone Plateau Zone are heavily dependent on crop production Ironstone Plateau and are well placed to access surpluses in the neighbouring Greenbelt. Apart from crops and livestock, wild foods and fish contribute significantly in the Nile and Nile and Sobat Sobat Rivers Zone. Fish and wild food are collected in varying quantities depending on Rivers Zone the season and the location. Source: SSCCSE 2006. Forests and Forestry development in Eastern Equatoria State is vital in modification of the climate within this region since it acts as a water catchment into River Nile. The state has woodland dominated by Acacia Senegal with substantial production potential of Gum Arabic.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 34 4.1.6 Drainage Pattern and Surface Water
4.1.6.1 Wetlands South Sudan has numerous wetland ecosystems. Wetlands are a common feature of the flat plain areas west and east of the Nile and the existing road system traverses them on countless occasions, often over causeways or raised roadbeds that were also expensive to build and which have disrupted the wetland ecosystem. The predominance of wetlands is vitally important as part of the land-use strategy among the agro-pastoralist society which retreats to them during the long dry season to sustain their cattle with fresh fodder and water. Wetlands also serve an important ecological function, absorbing the run-off from occasionally torrential rain storms, storing it and releasing it slowly later in the season regulating the flow of many streams and watercourses. In effect, wetlands act as natural sponges and serve as an edaphic buffer mitigating the erratic rainfall patterns typical of much of South Sudan. The wetlands also serve as habitat and refuge for many wildlife species including all of the main “threatened and endangered species” except the chimpanzee. Inherently environmentally sensitive as ecosystems, the difficulty of building or reconstructing roads through the wetlands is exacerbated by the lack of good data on their hydrological characteristics. In many cases, wetlands are rivers waiting to happen wherein upstream run-off in some years will come together to form a previously unknown stream or river.
4.1.6.2 Groundwater South Sudan possesses large areas of land underlain by rich aquifers. These water bearing formations are recharged by seasonal rainfall and river flooding and in some cases extend across international boundaries. Within the project site there is high potential of ground water some of which has been exploited through sinking of bore holes along the road. These boreholes serve as source water for domestic purposes and animals.
4.1.6.3 Rivers The longest river in the world, the Nile flows for 6,737 kilometres from its farthest headwaters in central Africa to the Mediterranean. There are seasonal rivers and streams that originate and flow inside South Sudan namely the drainage of Eastern Equatoria plateau which comprises of R. Kineti, R. Kidepo, R. Thingaita, R. Koss, R. Idou, R. Kudo, R. Loma Yen, and R. Malen. Some of these rivers may from time to time dry up during the dry season. The Kapoeta -Torit road passes through several seasonal river beds.
4.1.7 Soil Erosion In South Sudan, like any other developing country, population growth has led to an increasing demand for basic needs such as food, employment, and cash income. Furthermore, in South Sudan, a large proportion of the population live in rural areas (90% of the total population), making them subject to rapid economic development such as logging and agricultural development, but also there are negative impacts such as deforestation, soil erosion and flooding. The Kapoeta–Torit road passes through areas with low to moderate elevations, and most bridges are located on relatively flat to undulating terrain making them less vulnerable to erosion. Soil erosion reduces the productivity of crops, range, and forest and as a result endangers food security, causes displacement of local people and degrades the quality of human life in the affected areas. There is a relationship between food security/insecurity and environmental degradation, resulting from inappropriate cultivation practices, overgrazing, excessive fuel wood cutting, burning,
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 35 and overstocking of animals and deforestation. This process of soil erosion has resulted in high levels of poverty.
4.2 Historic and Cultural Resources It has become commonly accepted that all the cultures of South Sudan are basically alike, and it is true that there are basic elements of culture common to many of the societies in the region. But it is also true there are many divergences among these people. Culture is usually regarded as "consisting of patterns, explicit and implicit of and for behaviour acquired and transmitted by symbols, constituting the distinctive achievement of human groups, including their embodiments in artefacts. The people of South Sudan have been classified and re-classified by scholars depending on a number of criteria. The most common criterion used by the majority of scholars has been cultural and linguistic features. According to cultural and linguistic similarities, there are three broad groups of people in South Sudan: . The Nilotics; the main groups include the Dinka, Nuer, Shilluk, Luo of Bahr el Ghazal, the Acholi, Lango, and the Pari of Lafon, (and probably parts of the Mundari). . The Nilo-Hamites; the main groups include the Bari-speaking, the Lotuko, Anuak-Murle, Didinga-Toposa groups, . The Sudanic, the main groups include the Zande, Muru-Madi, Baka, Mundu, Avokaya, Makraka, Bongo-Baka-Bagirmi-Balanda Most scholars until about mid-1950s used this classification, when a new classification of the above groups was adopted, which was: . The Central Southerners; (in place of Nilotics) . The Eastern Southerners, (in place of the Nilo-Hamites); . Western Southerners, (in place of the Sudanic groups). A new classification was adopted for the two groups, which were Nilotics and Para-Nilotics, suggesting that the groups of South Sudan were closely related, especially with regards to language and some cultural characteristics. However, the divisions of the people of the South are still commonly known according to the first classification. There are over 200 tribal groups in South Sudan. The distribution of these groups corresponds very closely with the physical geographical classification shown above. The Nilotics groups are generally found in the Central and Flood zones of the Nile, while the Nilo-Hamites and the Sudanic groups are concentrated in the Equatoria zone. The term Nilotics or Nilotes is sometimes used indiscriminately to describe all the people south of the Arabs and living near the Nile or its tributaries. But the term is now used more precisely to cover a group of people who display certain similarities of culture means of livelihood, physical type, and in particular language. They are now found widely distributed in South Sudan, Uganda and Kenya. The Nilotics and Nilo- Hamites groups have other common characteristics, and one of the most important is animal husbandry. Moreover, some of the words are very common to the majority of the people in these groups.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 36 4.3 Biological Resources and Ecological Analysis Natural vegetation in the project area is diverse but mostly of the lowland woodland, bush land, shrub land and grassland. These undulating plains are crossed by several perennial rivers namely: Kidepo, Thingaita, Koss, Idou and Kudo which forms a unique ecosystem. Plant species occurring within the locations of the bridges and the expected borrow pits will be prone to species disturbance during the bridges and road upgrade. The bird species diversity is also diverse. Animals, insects, amphibians and reptiles can be found along the road. The proposed Kapoeta-Torit road passes through a seasonal migratory route where animals cross to find food and water depending on the yearly season. In particular, Kidepo valley is a seasonal wild animal crossing corridor (from Kenya, Ethiopia and Uganda to Nimule National Park, Kidepo and Tigely National Parks) hence needs a special intervention to avoid and/or minimize impacts on wildlife. The road design will include provisions to minimize disruption of wildlife movement during construction and operational phases of the project. Such road design provisions will be done in consultations with relevant stakeholders. A separate budget will be allocated by MoRB for monitoring and relevant activities during scheduled road maintenance as part of ESMP.
4.3.1 Vegetation Description Observation shows that there are three distinct vegetation types along the Kapoeta-Torit section. These are within the GPS points between: . Torit to Kiyala; this is a purely closed woodland. . Kiyala to Kapoeta including luggas; more open wooded grassland. . Within townships and small settlements along the road; mostly exotic species. The first type is a more closed woodland dominated by tall trees which include: Sclerocarya birrea, Tamarindus indica, Lannea schweinfurthii, Balanites pedicillaris, Sterculia rhynchocarpa, Ziziphus abyssinica, Combretum collinum, Mangifera indica, Piliostigma thonningii, Azadirachta indica, Acacia polyacantha, Ficus lutea, Kigelia africana, Celtis wightii, Hyphaene coriacea. Vitallaria paradoxum, Ekebergia capensis, Milicia excelsa, Khaya grandifoliata, Entendrophragma angolense and Erythrophleum suaveolens. The resurgence of this vegetation type is as a result of the influence of forest species which marks the transitional zone between the high altitude species and the lowland woodland. The second vegetation type is more open lowland wooded grassland dominated by scattered trees and shrubs. It is well described as Acacia-Terminalia- Balamites open wooded grassland. The dominant species include: Terminalia brownii, Terminalia spinosa, Acacia polyacantha, Acacia tortilis, Dichrostachys cinerea, Dalbergia melanoxylon, Harissonia abyssinica, Tamarindus indica, Sclerocarya birrea, Berchemia discolor, Ficus glumosa, Kigelia africana, Acacia eliotior and Ximenia caffra. Species found within townships and small settlements along the road are mostly exotics. These include Azedirachta indica, Jatropha curcas, Tectonia grandis, Senna siamea, Ricinus communis, Parkinsonia anacantha, Ceiba pentandra, Prosopis chirensis, Carica papaya, Musa paradisiacal, Hibiscus rosa- chinensis and Mangifera indica. The indigenous species include Acacia nilotica, Salvadora persica, Acacia tortilis, Balanites aegyptiaca, Cordia sinensis, Kigelia africana and Hyphaene coriacea. The most dominant species with a wide distribution all along the road include: Sclerocarya birrea, Tamarindus indica, Kigelia Africana, Harissonia abyssinica, Flueggea virosa, Dichrostachys cinerea, Combretum collinum, Balanites pedicillaris, Piliostigma thonningii, Grewia villosa and Ziziphus abyssinica.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 37 The species that are of economic value include: Millicia excelsa and Khaya grandifoliata which produce good timber, Vitteraria paradoxum, called shea butter and whose seed oil is used commercially and Mangifera indica (Mango) whose fruits are a source of food for the local community. A number of species were reported to be used for food by the local communities especially during the drought periods. Birds recorded in the area include: Cattle Egret (Bubulous ibis), Black Egret (Egretta ardesiaca) Grey Heron (Ardea cinerea), Egyptian Goose (Alopochen aegyptiaca) and Black-chested-snake-eagle (Circaetus spilogaster) Chickens are common within townships and small settlements along the road. Reptiles and amphibians which are frequently observed in the project are; Red headed Agama (Agama agama), Gekko (Lygodactylus picturatus) , Nile Monitor Lizard (Veranus niloticus), Savannah Monitor Lizard (Veranus exanthemetics) Rock python (Python sebae) and Brown backed snake (Rhamphioplus oryrhynchus) The list of mammals includes: Kirk’s Dikdik (Rhynchotragus kirki) Egyptian mongoose (Herpestes ichneumon) , Olive baboon (Papio Anubis) , Vervet monkey (Cercopithecus aethiops), Bush squirrel (Parazerus ochraceus) and Thomson’s Gazelle, (Eudorcas thomsonii) The domestic animals seen along the road and within townships and villages are cats, cattle, donkeys, dogs and goats. There is no available information concerning the conservation status of plant species in South Sudan. It is therefore impossible to determine the species endemism, threats or the vulnerability. Therefore, it is envisaged that there will be no major ecological impact that will negatively affect the proposed bridges and road project between Kapoeta and Torit.
4.4 Socio Economic Baseline Results and Discussions
4.4.1 Social Environment The project road crosses six counties (Juba, Torit, Kapoeta North, Kapoeta South, Budi and Ikotos) with a scarce and scattered population dominated by a subsistence economy. There are over sixteen dotted settlements known as Payams or Bomas situated linearly along the project road. The road project is principally within one state, Eastern Equatorial State. The Counties are inhabited by Toposa, Buya, Langi, Lotuka, Lukoya and Bari communities. The area is largely dominated by the pastoral communities– Toposa, Buya and Lotuka with few small scale subsistence farmers growing mainly sorghum. Table 3 below shows the population composition of the affected Counties.
4.4.2 Religion The inhabitants of the project region practice three religions, namely Christianity, Islam and African Traditional Religion. Nearly 30% of the households from Juba to Torit are Christian, over 50% are traditionalists and very few are Muslims. From Torit to Kapoeta, it is estimated that over 80% of the household are Christians with very few the pockets of Muslims and traditionalists. Of the Christians, over 70% were estimated to be Catholics.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 38 4.4.2.1 Population and Demographic Characteristics The 2008 South Sudan census figures for the study area are shown in Table 4-2. From the sampled households, there are on the average 5 persons per household Table 4-3. Lyangari Boma had the highest fertility rate with an average household size of 6.7 with Torit town having the least average household size of 1.5. The household size is low in Torit town because most resident adults are business persons whilst a majority were still youth and single. Although gender composition of the sampled households is on average balanced, Torit town and Lopiri Boma had very skewed gender distribution with males recording 79.59% and 33.33% respectively. Most residents of Torit town are business persons and government workers who are either single or had their wives and children staying in the rural areas. Lopiri Boma had the reverse experience to Torit town. Most of the male members of the households had migrated to the nearby towns and trading centres for wage employment or businesses leaving behind women in the villages to work on farms and graze livestock. The project area is male dominated with 80% of the households being headed by men. Even where a respondent was a single mother, she still indicated that either her elder son or a close male relative was the household head. The culture and traditions followed by most households in the project area does not allow women to be the head of household. Khiyala and New Kenya were exceptional and 50% of households were headed by women. Table 4-2: Population of Project Area County Male Female Total Torit 50,644 (5 1%) 49,096 (49%) 99,740 Kapoeta North 53,269 (52%) 49,815 (48%) 103,084 Kapoeta South 42,402 (53%) 37,068 (47%) 79,470 Source: Census Report 2008 Table 4-3 : Summary Statistics of Demographic Characteristics of the Sampled Household Average Gender Composition Male Average Boma household of Households Headed Years of formal size Male Female Households education Ebalanyi 4.5 51% 49% 67% 2.5 Gikokwe 4.6 54.17% 45.83% 70% 2.8 Khiyala 5.7 50.42% 49.58% 50% 0.6 Korjip 6.3 47.93% 52.07% 68% 2.8 Kudo 6.3 43.39% 56.61% 84% 1.9 Liria 2.7 64.92% 35.08% 100% 1.5 Lobira 6 45.46% 54.54% 80% 1.2 Lopiri 4.3 33.33% 66.67% 66% 4.6 Lyangari 6.7 42.76% 57.24% 66% 4.2 Napotpot 3.7 65.28% 34.72 100% 2.1 Narus 5.7 55.65% 44.35% 100% 3.6 New Kenya 5.5 52.93% 47.08% 50% 3.5 Nhuelere 6 51.36% 48.64% 100% 2.5 Obule 5.3 50.56% 49.44% 100% 0.6 Olere 6.3 53.57% 46.43% 80% 3.2 Toirt town 1.5 79.59% 20..41% 90% 1.4 Source: Field Data
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 39 4.4.2.2 Demographic Profile and of Population Distribution of PAPs The project affected households survey registered and counted the households within the proposed project road corridor. The demographic variables that were considered included: Population distribution by sex; Household Size; Education status of the ho usehold head; Primary occupation of the household head; Household expenditure patterns; and Household sources of income. The census of PAPs revealed that a total of 180 households with a total population of 1218 will be adversely affected by the project. Of the affected population, 50.5% were male and 49.5% female. The average household size was found to be 6.76 persons. The population composition of affected household is presented in Table 4-4. Table 4-4: Population Distribution of Project Affected Household Payam Total HH Male Female Total Average Ngony 49 181 (56%) 144 (44%) 325 6.7HH Size Loriyok 81 250 (48%) 274(52%) 524 6.4 Liria 8 26(59%) 18(41%) 44 6.2 Narus 33 123(46%) 144 (53%) 267 8.1 Kiyala 9 35(60%) 23 (40%) 58 6.4 603 6.76 Total 180 615 (50.5%) 1218 (49.5%) Source: Field Study, 2010
4.4.2.3 Social Infrastructure Most of the Payams dotted along the project road lack basic social infrastructure such as accessible roads, electricity, public and private hospitals, dispensaries, hotels and petrol stations. The entire project area further lacks a dedicated transport system so it takes residents using public transport more than two days to cover distances more than 100 kilometres.
4.4.2.4 Education There is a very limited number of schools in the project area and this explains why over 70% of the respondents had no education with the rest having very few years of formal schooling. As shown in the Table 4-5 below, Lopiri Boma households had the highest average schooling years of 4.6 years which by even the East and Central African Standard is very low. Obule and Kiyala Boma had most of its residents having no education at all. The low figures of years of schooling in the project area is due to over twenty years of civil war which adversely affected education. The few who had primary and secondary education revealed that they got their education from Uganda, Kenya and Khartoum. It is only Kudo and Torit town that had new permanent buildings for primary schools with the rest having temporary structures or children being taught under trees. The project area has only one secondary school situated in Torit town. The average schooling years for the PAPs is 1.64 years. A mong the PAPs, 86 percent have no education while only 10 percent have secondary education. The literacy status of female PAPs is worse as their average schooling years is 1.3 years. The low literacy levels are as a result of the project area being a “war zone” during the 20 years of civil war and children were exposed to frequent displacements with the majority of the school going ages joining the army. The low literacy rate means that approximately 86 percent of the PAPs cannot read and write which is likely to affect their understanding of issues pertaining to land acquisition impacts. 6 provided the education status of the PAPs.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 40 Table 4-5: Education Status of PAPs Average Schooling Average Female Payam Total PAPs Years PAPs Ngony 325 2.76 2.4Schooling Years Loriyok 524 0.99 0.45 Liria 267 2.48 0 Narus 58 1.52 0.51 Kiyala 44 0.95 0 Total 1218 1.64 1.3
4.4.2.5 Water Supply Most respondents depend on boreholes for water supply. Communal boreholes were constructed by NGOs operating along the project road and are being maintained by the communities benefiting from them. However, local communities complained that borehole water was not enough for both domestic and livestock need.
4.4.2.6 Electricity Individually owned diesel generators provide most of the electricity requirements to businesses in the project area. It is only in Torit town when the county government supply residents with electricity and it is limited to between 6.00p.m. and midnight. Most of the households use lantern lamps and candles for lighting their houses.
4.4.2.7 Roads Before the improvement of the Kapoeta-Torit road and bridges to an all-weather road, most of the areas in the Eastern Equatoria will remain highly inaccessible. There are virtually no good roads feeding into the proposed road project. Over 90 percent of the respondents cited poor roads as a big obstacle to development and therefore the upgrading of this road to bitumen standard will be a big boost to economic development in the entire South Sudan.
4.4.2.8 Transportation The transport system within the project area is very chaotic with the majority of passengers relying on trucks from Kenya, few ill suited 14 seater minibuses, motorcycles (Senkes) and bicycles. Most of the respondents indicated that most of the time they are unable to travel to other areas served by the road either due to lack of public transport or it being extremely expensive. The upgrading of the road/ bridges is expected by many respondents to transform the transport system wit hin the region into a modern transport industry which is expected to grow rapidly, improving comfort for travellers and reducing travel time and costs.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 41 4.4.3 Economic Environment
4.4.3.1 Occupational Distribution of the Respondents The primary occupations of the residents within the project area are farming, trading and grazing livestock. As shown in Table 4-6 farming activities on average account for 63.54% of the recorded economic activities. Trading, which included shop keeping, hotel business, and charcoal burning for sale, selling of grass, alcohol brewing for sale, and hunting game meat for sale account for only 16.67% of economic activities within the project area. Grazing as an economic activity accounted for only 3.13% as Khiyala and Napotpot were the only Bomas with large numbers of livestock along the project road. Government employees accounted for 7.29% and were mainly Payam administrators. Torit town and Narus town being administrative centres had the largest concentration of Public servants which accounted for 33.33% of the occupational activities. Farming activity in the project area is small scale and in most cases is below the subsistence level as most household lacked enough food stocks to last them up to the next harvest period. Most of the youth in the project region are engaged in raiding and stealing of live stock from other neighbouring communities as well as hunting and selling game meat as their major income generating activities. Most respondents cited the lack of gainful employment opportunities for the youth as the major cause of insecurity along the project road. Table 4-6: Occupational Distribution among Respondents Boma Farming Grazing Trading Public servant Ebalanyi 50.00% 33.33% 16.67% 0.00% Gikokwe 83.33% 16.67% 0.00% 0.00% Khiyala 16.67% 50% 33.33% 0.00% Korjip 50.00% 0.00% 33.33% 0.00% Kudo 33.33% 0.00% 16.67% 50.00% Liria 66.67% 0.00% 16.67% 16.67% Lobira 66.67% 0.00% 16.67% 16.67% Lopiri 83.33% 0.00% 0.00% 16.67% Lyangari 66.67% 0.00% 33.33% 0.00% Napotpot 33.33% 50.00% 16.67% 0.00% Narus 16.67% 0.00% 50.00% 33.33% New Kenya 50.00% 0.00% 50.00% 0.00% Nhuelere 100.00% 0.00% 0.00% 0.00% Obule 100.00% 0.00% 0.00% 0.00% Olere 83.33% 0.00% 0.00% 16.67% Torit 0.00% 0.00% 66.67% 33.33% Project Area 63.54% 3.13% 16.67% 7.29% Source: Field Data
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 42 4.4.3.2 Income Distribution of the Respondents The minimum income among most respondents was below 1000 Sudanese Pounds. Table 4-7 should be taken cautiously as the project area had several economic activities such as farming, hunting and livestock keeping which are always treated as non-cash items and as such could have led to an underestimation of incomes in the project area. Overall, the income distribution among the sampled households reflects high levels of poverty with over 35% of the respondents reporting incomes below 1000 Sudanese Pounds a year. Lopiri and Olere households are the poorest with over 66% of the households living in chronic poverty. High levels of income were reported in Torit and Liria towns. This could be explained by the fact the two towns are the major business centres along the proposed road project. Table 4-7: Estimated Annual Income Distribution of Respondents
Income Below1 1001 - 2001 – 3001- 4001- 5001 – 6001 – 8000 - 10,000 - above1 (SDP)B 000 2000 3000 4000 5000 6000 7000 10000 15000 5000 oma
Ebalan 33.33% 16.67% 16.67% 0.00% 0.00% 16.67% 0.00% 16.67% 0.00% 0.00% yi
Gikokw 33.33% 0.00% 16.67% 16.67% 0.00% 16.67% 0.00% 16.67% 0.00% 0.00% e 0.00% Khiyala 33.33% 33.33% 16.67% 0.00% 0.00% 0.00% 16.67% 0.00% 0.00% 16.67% Korjip 33.33% 16.67% 0.00% 33.33% 0.00% 0.00% 0.00% 0.00% 0.00%
0.00% Kudo 16.67% 33.33% 16.67% 16.67% 0.00% 16.67% 0.00% 0.00% 0.00% 33.33% Liria 16.67% 16.67% 0.00% 0.00% 0.00% 0.00% 16.67% 0.00% 16.67% 0.00% Lobira 16.67% 16.67% 16.67% 0.00% 0.00% 33.33% 0.00% 0.00% 16.67% 0.00% Lopiri 66.67% 16.67% 0.00% 0.00% 0.00% 16.67% 0.00% 0.00% 0.00%
Lyanga 50.00% 16.67% 33.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% ri
Napotp 33.33% 0.00% 16.67% 16.67% 0.00% 0.00% 0.00% 0.00% 16.67% 16.67% ot 16.67% Narus 50.00% 0.00% 0.00% 16.67% 0.00% 0.00% 16.67% 0.00% 0.00%
New 16.67% 0.00% 33.33% 16.67% 0.00% 0.00% 0.00% 0.00% 16.67% 16.67% Kenya
Nhueler 50.00% 0.00% 16.67% 0.00% 0.00% 16.67% 0.00% 0.00% 16.67% 0.00% e 16.67% Obule 50.00% 16.67% 0.00% 0.00% 16.67% 0.00% 0.00% 0.00% 0.00% 0.00% Olere 66.67% 0.00% 16.67% 0.00% 0.00% 0.00% 0.00% 16.67% 0.00% 16.67% Torit 0.00% 0.00% 0.00% 0.00% 0.00% 16.67% 16.67% 16.67% 33.33%
Project 35.42% 11.46% 12.50% 7.29% 1.04% 8.33% 4.17% 4.17% 7.29% 8.33% Area Source: Field Data
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 43 4.4.3.3 Land Use and Agricultural System The economic land use in the project area is farming during the rainy season and grazing. The settlements are dotted and crowded together with a small and large Boma consisting of 20 and over 50 households respectively. Some of the large settlements were provided with primary schools and dispensaries sponsored by UNICEF. The main sources of water for domestic use are boreholes. These boreholes are constructed by NGOs operating in these settlements and provide clean and suitable water for the community. The project area has several mango trees along river banks. These mango trees are an important resource for the local communities. See Plate 4-1 Mangoes are harvested and sold within the local markets and to outside markets within the region. The mango trees were not planted by the current residen ts in these communities and the ownership arrangement is communal with all the members having the harvesting rights. An estimated 80% of the mango trees are within 20m of the present road centreline and are thus targets for felling during construction.
Plate 4-1: A Mango tree growing inside Idolu River (instream)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 44 Plate 4-2: Maize farm around Khoss bridge
Farming System The farming system in the project area is farm rotation with multiple crops which includes maize, sorghum, cassava, groundnuts, peas, simsim and beans. Plate 4-2 shows maize cultivation around the proposed Koss River Bridge. The long spell of war in South Sudan was concentrated in the region covered by the proposed road project and this greatly affect ed agricultural production. The landmines and explosives planted during the war have forced local households to maintain a minimum subsistence level of agricultural production in this vast area with extremely high production potential. Although the current road condition makes it difficult for the farm produce to be delivered to markets, upgrading the project road to asphaltic concrete standard has obliged the GoRSS (with the assistance of the UN)to carry out a demining exercise in the country to demine within 26m of the ROW of the existing road from Juba to Nadapal.
Most farm labour is communal in nature and Boma member’s work on all the farms owned by the households. The household whose farm is worked on has to provide food and drinks as compensation to the workers. The farms are relatively small and over 60 percent of the sampled households owned farms with an average size below 0.25ha as shown in Table 4-8. The smallest farms are found in Obule, Narus and Napopot. These Bomas consists of households that are mainly pastoralists. Medium farms are relatively few and were found in Gikokwe and Olere. The residents originally feared that landmines are still buried in the ground and hence they would not risk extending their farms away from the existing road. However, they have now been reassured by the MoRB, Torit State and UN demining agencies that such fears are unfounded. The UN is currently undertaking demining exercises in South Sudan. During the survey, demining operations were in progress around Idulo and Koss bridges.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 45 Table 4-8: Household Farm Size
Over 2.0 Ha Boma Below 0.25 Ha 0.25 - 1 Ha 1.1 – 2.0 Ha 0.00% Ebalanyi 50.00% 50.00% 0.00% 33.33% Gikokwe 33.33% 16.67% 16.67% 16.67% Khiyala 66.67% 16.67% 0.00% 0.00% Korjip 66.67% 16.67% 16.67% 0.00% Kudo 50.00% 33.33% 16.67% 16.67% Liria 33.33% 16.67% 33.33% 0.00% Lobira 83.33% 16.67% 0.00% 16.67% Lopiri 50.00% 16.67% 16.67% 16.67% Lyangari 16.67% 50.00% 16.67% 0.00% Napotpot 83.33% 0.00% 16.67% 16.67% Narus 83.33% 0.00% 0.00% 0.00% New Kenya 66.67% 33.33% 0.00%
0.00% Nhuelere 66.67% 33.33% 0.00% 0.00% Obule 100.00% 0.00% 0.00% 33.33% Olere 33.33% 33.33% 0.00% 0.00% Torit 0.00% 0.00% 0.00% 9.38% Project Area 60.42% 21.88% 8.33% Source: Field Data
Livestock Table 4-9: Livestock Ownership by Respondents below shows the distribution of livestock ownership along the project road. Most of the livestock herds along the project road comprised either cows, goats or sheep. Most households had a combination of at least two livestock types with only 15% having all three of them. Of the sampled households, 19% had cows, 44% had goats and 24% had sheep. The intensity of livestock ownership and type is not uniform along the road project and is tribe- dependent. Most of the Bari speaking tribes owned only goats and sheep while the Latuka and Toposa- speaking tribes owned most of the cows and the goats. From the table below, it is evident that most of the cows and goats along the road will be found in Khiyala and Napotpot.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 46 Table 4-9: Livestock Ownership by Respondents Sheep Boma Cows Goats 26.00 Ebalanyi 0.00 3.33 42.67 Gikokwe 0.00 26.17 1.67 Khiyala 50.00 83.83 6.00 Korjip 5.83 37.33 2.50 Kudo 1.00 5.00 1.67 Liria 5.00 3.00 2.50 Lobira 1.50 6.67 7.33 Lopiri 4.83 13.83 3.33 Lyangari 1.67 1.83 3.00 Napotpot 157.33 250.00 0.00 Narus 0.00 7.83 0.00 New Kenya 0.00 7.83 3.17 Nhuelere 34.67 1.50 0.00 Obule 10.00 83.30 3.00 Olere 3.33 1.87 0.00 Torit 0.00 0.00 Source: Field Data In most of the Bomas, livestock movement is quite extensive with several goats having the habit of wandering along the project road. Accidents between vehicles and livestock are expected and mitigation must include the installation of warning signs erected at selected points along the road and the construction of temporary routes or crossings to be used by goats and cattle crossing the road.
4.4.4 Community Health Status
4.4.4.1 Housing The settlement dotted along the project road is unplanned and houses are built indiscriminately without giving any consideration for proper drainage. Over 80% of the housing units are either semi- permanent or temporary in nature and are built using grass, mud and sticks (see Plate 4-3: and Plate 4-3: An example of Traditional Houses Table 4-10). Permanent houses (concrete and corrugated sheets) were found mainly in Torit town and Kapoeta.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 47 Plate 4-3: An example of Traditional Houses Table 4-10: Housing Types of the Sampled Household
Temporary Boma Permanent Semi-Permanent
83.33% Ebalanyi 0.00% 16.67% 66.67% Gikokwe 0.00% 33.33% 50% Khiyala 16.67% 33.33% 20.00% Korjip 0.00% 80.00% 40.00% Kudo 0.00% 60.00% 50.00% Liria 0.00% 50.00% 50.00% Lobira 16.67% 33.33% 50.00% Lopiri 0.00% 50.00% 66.67% Lyangari 0.00% 33.33% 83.33% Napotpot 0.00% 16.67% 50.00% Narus 0.00% 50.00% 50.00% New Kenya 0.00% 50.00% 100.00% Nhuelere 0.00% 0.00% 66.67% Obule 0.00% 33.33% 66.67% Olere 0.00% 33.33% 16.67% Torit 83.33% 0.00% 56.38% Project Area 7.45% 36.17%
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 48 4.4.4.2 Water and Sanitation Boreholes serve as the only source of clean water to communities along the project area. Most respondents indicated that this water source is grossly inadequate. Sanitary conditions are pathetic with over 80 % of the respondents having no toilets at all and defecate directly in the surrounding bushes. The health implication of such a practice is the frequent serious outbreak of cholera and other communicable diseases during rainy seasons.
4.4.4.3 Knowledge of and Attitude towards HIV/AIDS The ESIA team investigated the knowledge of HIV/AIDS amongst the communities living along the project road and their attitude towards the disease. Of the respondents 73% indicated that they had heard about the disease and correctly answered questions about how the disease is spread and ways to protect against infection. However, 27% of the respondents revealed total ignorance about HIV/AIDS. Table 4-11 below shows the distribution of respondents’ knowledge by their respective Bomas. Table 4-11: Knowledge on HIV/AIDS by Respondents Significant Total Lack of Knowledge Boma Knowledge 66.67% Ebalanyi 33.33% 0.00% Gikokwe 100.00% 0.00% Khiyala 100.00% 50.00% Korjip 50.00% 50.00% Kudo 50.00% 0.00% Liria 100.00%
0.00% Lobira 100.00%
16.67% Lopiri 83.33%
50.00% Lyangari 50.00%
33.33% Napotpot 66.67%
0.00% Narus 100.00% 33.33% New Kenya 66.67% 66.67% Nhuelere 33.33%
33.33% Obule 66.67% 33.33% Olere 66.67% 0.00% Torit 100.00%
27.08% Total 72.92% Source: Field Data
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 49 Table 4-12 above shows that all respondent from six Bomas (Gikokwe, Khiyala, Liria, Lobira, Narus and Torit) had perfect information on issues relating to HIV/AIDS. A further interview with those who had perfect knowledge revealed that most of the households in these Bomas were returnees from Kenya and Uganda. The Bomas recording lack of knowledge by a majority of its households consisted of those who migrated and settled in the mountains along the road project during the war and hence could not easily access any education and information. Table 4-13 below reveals a very worrying scenario along the project road as over 47% of the female respondents claimed total lack of information about HIV/AIDS and how it is spread. Most male respondents revealed significant knowledge HIV/AIDS and discussed the subject freely with the interviewers. Table 4-12: Information about HIV/AIDs in project area
Significant Total Lack of Gender Knowledge Knowledge 13.70% Male 86.30% 47.37% Female 52.63% 27.08% Total 72.92% Source: Field Data Radio and friends were the major sources of information about HIV/AIDS revealed by respondents, with 46.15% and 53.85% of the respondents indicating that they regularly get informed about the disease byradio andfriendsrespectively. Table 4-13 gives adetailedsummaryof the percentagesof respondents from sampled Bomas by the information source. The Bomas with strong ties and good social connections easily accessed information about HIV/AIDS from friends. In most of the tradingcentres, amajorityoftherespondentshadradiosandhencecouldeasilyaccessinformation through the media as opposed to most Bomas away from the trading centres with few radios. Most of those respondents who had some knowledge on HIV/AIDS did not favour condom use as a way of protection against contracting the disease. They all advocated for serious sensitization programs on the need for total abstinence among the youth who are unmarried. Of these respondents, 100% believed that social interaction between project employees (most of whom are likely to come from Juba, Kenya and Uganda ) and the residents is a potential avenue for transmission of HIV/AIDS and other social infections, especially considering the influence of money,. HIV/AIDS control should therefore be a major undertaking under the project that should particularly focus on the small trading centres and Torit town in addition to areas which will be of social and economic concentration within the project corridor. The activities in this regard should be geared towards awareness creation, training and preventive measures. It would be recommended as follows; Review the activities of the road construction to integrate with HIV/AIDS campa igns. Develop appropriate training and awareness materials for information, education and communication about HIV/AIDS, Identify and partner with other players on HIV/AIDS prevention, for enhanced collaboration. Develop an intervention strategy compatible with the road construction programme to address success of the HIV/AIDS prevention and provide peer educators for sustainability in collaboration with stakeholders,
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 50 Integrate monitoring of HIV/AIDS preventive activities as part of the road construction sup ervision. Basic knowledge, attitude and practice are among the parameters to be monitored, and particularly on provision of condoms, status testing and use of ARVs. Table 4-13: Information Sources on HIV/AIDS along the Project Road Friends Name of Boma Radio 60.00% Ebalanyi 40.00% 83.33% Gikokwe 16.67% 16.67% Khiyala 83.33% 0.00% Korjip 100.00% 60.00% Kudo 40.00% 33.33% Liria 66.67% 16.67% Lobira 83.33% 100.00% Lopiri 0.00% 100.00% Lyangari 0.00% 100.00% Napotpot 0.00% 50.00% Narus 50.00% 0.00% New Kenya 100.00%
75.00% Nhuelere 25.00% 66.67% Obule 33.33% 75.00% Olere 25.00% 40.00% Torit 60.00% 53.85% Total 46.15% Source: Field Data
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 51 5 DETAILED DESCRIPTION OF THE PROJECT
Since the signing of the Comprehensive Peace Agreement (CPA) between the Government of Sudan (GOS) and the Sudan People’s Liberation Movement/Army (SPLM/A) on 9 January 2005, the Nadapal – Juba road including the Kapoeta-Torit section has assumed a vital role in the supply of food and goods to the entire South Sudan. The road forms an extension of the Northern Corridor route from Mombasa, through Kenya and Uganda to South Sudan. It is a vital arterial road to South Sudan’s Western and Eastern Equatoria regions and serves several state capitals to the west of the White Nile River. The section between Torit and Kapoeta serves as the main transport corridor for many other towns, within Eastern Equatoria State. For the Torit – Kapoeta section, the design aspects of the bridges and roads are described in detail in the various engineering design reports. The width of the bitumen on surfaced carriageway will be 7.0m, with shoulders generally of 2.0m width, but possibly reducing to 1.5m in some places. The project road will follow the existing alignment as closely as possible, compatible with design standard requirements. However, some minimal realignment is foreseen, particularly in hilly and mountainous sections and at drifts. New drainage structures including bridges will be constructed and some existing ones will be extended, while junctions and accesses will be improved in line with the specifications for safety and capacity requirements.
5.1 Kapoeta –Torit Bridges Most bridges along the Torit-Kapoeta section are dilapidated and most are narrow and cannot allow two-way traffic. Such conditions make traffic movement along this road inefficient. Natural vegetation is invading the carriageway, reducing sight distances, as shown in Plate 5-1.
Plate 5-1: Vegetation closing in Idolu Bridge
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 52 The proposed bridges are designed as concrete decks supported by steel beams. They will have varying span lengths as indicated in Error! Reference source not found.. Construction will ensure they allow two-way traffic movement. Pedestrian walkways 1.5m wide will be provided separated from the travelled way by concrete parapets.
5.1.1 Road Condition between Kapoeta and Torit Overloading of axles from heavy goods vehicles plying the pr oject road has had a detrimental effect on the project road, including severe rutting and deformation of the carriageway and large deep potholes/mud holes along the greater part of the road length. Further, relatively high rainfall is experienced along the road exacerbates the effects of overloaded axles. This makes the road impassable by goods vehicles during wet seasons. Torit Kapoeta road is in poor condition, driving speed is low – 20-25km/ h, and some sections are impassable during rainy seasons. There is poor visibility because of vegetation on both sides of the road. This section of the road has many rock outcrops which are potential sources of road construction materials. In terms of settlements there are nine settlements along t he road some of which may be located on the edge of the 120m road reserve and hence may be demolished to make way for construction. None on the sites proposed for bridge construction affect settlements. Major settlements along this section include Labalwa (Army Barracks), New Kenya, Hiyala, Chalaming, Ilieu, Tahabak, Lobira and Loryork (Camp 15). Ground water and surface water are common along this section of the road. Most rivers along the road are seasonal such as Kidepo and Koss.
5.1.2 Activities Associated with the Construction of bridges and approach roads Some of the main activities that will be associated with road construction are outlined below: . Establishment of construction camps . Construction of temporary/permanent accommodation . Provision of sewage disposal facilities . Water abstraction at river crossings . Construction of workshops . Transportation of construction materials and equipment especially steel beam s and cement . Recruitment of the labour force . Earthworks or excavations . Construction of detours and access routes . Borrow pits and material extraction . Crushing screening, mixing, and stockpiling of aggregates . Construction of drainage structures, e.g. culverts, bridges, gabions . Excavation of side drains, mitre drains, and cut-off drains . Pavement construction up to subbase level . Construction of erosion protection works These activities will have various degrees of impact on both the biophysical and human environment. This Environmental Impact Assessment report includes a Management Plan that is intended to act as a guide in avoiding negative impacts, and mitigating those which are not avoidable.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 53 5.1.3 Sources of Construction materials for bridges project
5.1.3.1 Granular sub-base A number of exploited borrow areas have been observed on both sides of the project road. The materials are mainly of lateritic type.
5.1.3.2 Hard rock As described in the geological section, the hard rock may be encountered all along the project road, occurring as outcrops as illustrated in Plate 5-1 and Table 5-1. However, from observation of the eroded and rounded shape of the rocks, it will be of major importance to check their strength in order that sites comprising of weathered materials may be discarded. Table 5-1: Outcrops along Kapoeta-Torit road Chainage (km) Description/Location Outcrop 100m Off Road 126 + 200 RHS Outcrop 1Km Off Road. Potential Quarry Site 132 + 340 LHS Outcrop 50m Off Road Large and Wide Potential 176 + 200 Quarry Site Outcrop50 m Off Road Large and Wide Potential 187 + 246 Quarry Site
Outcrop but Land Mines Danger 268 + 800 LHS
5.1.3.3 Sand Sand is needed for concrete for all bridges and culverts. Borrow areas will be searched for in the beds of water courses crossing the road or in the sections mentioned in Table 5-2 below in the geological section. Otherwise, silty sand could be washed, or crushed sand could be used. Table 5-2: Proposed Sandpits along Torit -Kapoeta Road Chainage (km) Description/Location Near Kapoeta 90 + 200 RHS/LHS Lariok 135 + 700 RHS/LHS Kidepo Bridge 152 + 246 RHS/LHS Sand Pit 242 + 700 RHS/LHS
5.1.3.4 Water Depending on the time of year water may be obtained from a few rivers (especially Torit and Idolu Rivers) provided it does not interfere with or disturb the supply of locals, for agriculture and animals. A few ponds are encountered along the road, but the water from them would normally be used for cattle, and this priority should remain. Otherwise, as in many villages, water could be drawn from bored wells. Alternatively, where the water is very close to the ground surface, holes could be dug by mechanical shovels or excavator in order to extract groundwater (Table 5-3).
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 54 Table 5-3: Proposed Water Points along Torit Kapoeta Road Chainage (km) Description/Location Borehole at 35m off road 98 + 200 LHS Stream crossing 135 + 700 Borehole 135 + 900 Water available 152 + 246 Bore hole 10m off the road 188 + 700 Borehole 10moff the road 191 + 600 Kinate River (Torit Bridge) 236 + 870
5.2 Clearance for the Project At present, no environmental clearance is required to be undertaken for the proposed project sites. However, permission for the tree cutting will be taken by the MoRB from the forest department wherever required. Other permissions that are required include: . Permission for new alignment / diversion of road sections . Permission for fuel storage . Permission for water abstraction both surface and groundwater . Permission for opening new quarries for aggregate . Permission for setting up labour camp, workshop, batching plant and office sites . Permission for establishment of the crusher
5.3 Specific Environmental Characteristics of the Proposed Bridges A summary of Specific Environmental and Social characteristics of the proposed sites for Bridges is presented in Table 5-4.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 55 Table 5-4: Specific Environmental and Social characteristics of the proposed sites for Bridges
Name of Bridge Chainage S/n Road alignment Environmental description / (Span) (km)
New bridge on realigned road section. Typical arid area with scrub vegetation on the surroundings. Farming activity by people from prison department. Atiro Cultivation of sorghum. 105+685 New alignment 1 (13.6m) Livestock grazing around the bridge. Nomadic Community lives away from the site. Nomadic people are from Machi community. Nearest settlements are Komachi at km98+000 and Kapoeta Town (km91+000). Nomads have a few cattle enclosures around the bridge. New Bridge will be located alongside the existing road. Scrub/ bush vegetation Lokadoka 116+436 Original road Site is located far from community. 2 (13.6m) Livestock grazing or nomadic life Minor scattered cultivation. Proposed bridge will be located on new road alignment away from community. Semi arid area. Locheriatum Vegetation is a mix of scattered natural trees and dense bush. 124+793 New alignment 3 (13.6m) Nearby settlement is a security camp, CAMP 15 at km132+000 in Loryok Payam which also serves as a market centre. No settlement at the proposed site Bridge will be located alongside existing road, no diversion. Arid area. Kugulu Vegetation dominated by scrub (13.6M) 135+734 Original road Nearby settlement is a security CAMP 15 at km132+000 in Loryok Payam which also serves as market 4 center. Close to road Junction to Kimotong (22.0 Km down stream) Area dominated by cattle grazing or nomadic life.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 56 Name of Bridge Chainage S/n Road alignment Environmental description / (Span) (km)
Bridge will be located alongside existing road, no diversion. Semi arid area Kolinimum Natural vegetation is dominated by scrub. 138+832 Original road 5 (13.6M) Bridge is located near road junction to Chukudum (1.9km) on the upstream side. Nearest market place is CAMP 15 in Loryok Payam. The village of Buya is located away from the bridge. Bridge will be located alongside existing road, no diversion. Trees, shrubs and grass mix vegetation around the bridge. Some green riverine vegetation. Khor Lomongoli 148+393 Original road Riverine vegetation 3.0km away. 6 (13.6m) Scattered settlements nearby. A security Gate at a junction to SPLA camp at km147+000. Presence of wildlife especially small mammals. Bridge will be located alongside existing road, no diversion. Bushland and grass vegetation around the site. Kidepo Presence of wildlife especially small mammals. 152+246 Original road 7 (13.6m) Bridge near road junction to Ikotos Kitgum Uganda (km164+800). Local communities namely Buya and Didinga ethnic groups live away from the bridge. Livestock keeping and agriculture is practiced far away from the bridge. Proposed bridge will be sited alongside existing road, no major diversion. Big trees along riverbank e.g. Tamarindus, Kigelia and Acacia species. De-mining activity is ongoing around the bridge. Maize farming close to the river and bridge site. Koss Nearby settlements are Terangore (1.0km) and Hovorere (2.0km) villages outside the main road. 201+304 Original road 8 (24.0m) Major settlements are New Kenya at km196+500 and Kheyala at km192+000. Bridge site surrounded by livestock grazing and scattered cultivation of food crops. Seasonal river, water still flowing during month of May. Deforestation due to slash and burn cultivation around the bridge. Mud fish found along the seasonal river.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 57 Name of Bridge Chainage S/n Road alignment Environmental description / (Span) (km)
New bridge will be sited on slightly realigned road. It is located away from community, Nearest settlements are New Kenya village located 10km away, which is served by a junction at Idolu Minor diversion km196+500 and Labalwa about 15km away.. 210+496 9 (13.6m) from original road Vegetation is a mix of trees and bush. Riverine trees are Ficus, Mango, and Acacia species. The catchment area is in Rock Mountain located at km219+000 Demining activities are ongoing around the existing bridge. Mud fish found along the seasonal river. NB: Tree vegetation dwindles from Torit towards Kapoeta due to decreasing rainfall. Traditionally communities lives upstream in the upper area.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 58 6 PRESENTATION OF ALTERNATIVES CONSIDERED AND COMPARISONS
6.1 Project alternatives In the EIA process for new development projects, it is important to consider different alternatives, or options, which will achieve the project’s objectives. It is also important to include a consideration of what would happen without the project - that is the no project alternative. The environmental and social assessment for each alternative will be carried out, since each alternative is likely to have a different set or degree of impacts. During the assessment, consultations with stakeholders and site visits provided basis for identifying alternatives. The alternatives discussed during the consultations are as indicated below.
6.2 The “No Project” Alternative The no project alternative represents the scenario where the project is not implemented and the environment is left untouched or continues as it is. This alternative, however, entails missing all the positive impacts or benefits anticipated from the project such as improvement of trade, marketing of agricultural and livestock produce and easy access to towns. This alternative will deny GORSS access to easy import and export through the ports of Mombasa and Djibouti. Therefore, the negative socio- economic consequences of the no project alternative will be significant. The location of bridges has followed the direction of the existing road. Most will be located within or close to the existing RoW. The construction sites have already been determined through the land acquisition procedures and provisions stipulated under various legal frameworks such as GOSS legislation and policies regarding road and bridge infrastructure. The design team has considered that building new bridges adjacent to the existing ones will have more to achieve stability, strength and cost-effectiveness. The “No” project alternative will not improve the conditions of bridges between Torit and Kapoeta. Today, the bridges are old and obsolete, with low tonnage capacity/quality and cannot allow bypass of two vehicles and have no passage for pedestrians. For example, Kidepo Bridge has limited clearance and cannot allow sufficient water to pass through during rainy season because of sand deposit. Some bridges such as one across Atiro, Locheriatum Rivers are located on bends thus providing no efficiency for moving vehicles.
6.3 Alternative I – Use of Existing road route for Bridges and Approach Roads The GoRSS owns the ROW for the old route and bridge sites. Bridges would remain at the old locations. There will not be any impact on individual land or habitat. a) Advantage; Little environmental disturbance such as soil erosion and clearing of natural vegetation as a result of widening. b) Disadvantage; This approach will mean that the planned road would not meet design standards such as Design Speed and road safety, and would consequently be unacceptable.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 59 6.4 Alternative II – Construction of all bridges on New alignment Construction of all bridges on a completely new alignment and abandoning the current alignment is another option to consider. However, this option would result in increased adverse impacts on the environment. There will be high damage to the biological, physical environment and human environment. This will make the cost of construction high because of the increased vegetation clearing and earthworks along the road. For instance if a new road 10 metres wide is constructed it implies that the total area of vegetation to be cleared would be 123ha from Torit to Kapoeta assuming that vegetation covers the entire road. On the other hand, given that the current road width is approximately 7 metres, the road width will be increased by 3 metres. Therefore, vegetation loss will be 36.9 hectares. In this case, vegetation to be cleared will be much less compared to the scenario where a new road is constructed. The impacts will be minimal, the earthworks will be minimised and the overall cost of the project will be significantly less.
6.5 Alternative III – The realignment alternatives MoRB provides for the establishment of road reserves and for the maintenance of roads and future expansion. Road Reserve Area or ROW for highways is defined as an area bounded by imaginary lines parallel to and not more than 60M from the centre line of any road and no person shall, save with written permission of the road authority, erect any building or plant any tree or permanent crops within a road reserve. However, the RoW has neither been surveyed nor formally gazetted since their establishment by the Ministry and for this reason there has been encroachment upon them with time either knowingly or unknowingly especially in dense populated areas and near urban centres such as Torit and Kapoeta. Torit is 22km from Idolu Bridge and Kapoeta is 10.0km from Atiro. The engineering design for the Feasibility Study has considered realignment of the existing road in order to comply with requirements of the Road Design Manual and Environmental Guidelines for the Directorate of Roads and Bridges in the Ministry of Transport & Roads in the GoRSS or to improve the alignment for safety reasons, and different road type options for capacity/economic reasons. This difference is of little significance in terms of environmental impacts when assessed as outlined above. Nevertheless, the sites of new bridges have been carefully selected using technical, social and environmental criteria. They are not located in settlements and no displacement of properties is anticipated e.g. displacement of houses and business. Therefore, it will not cause any involuntary resettlement. The bridge sites will be widened to accommodate approach roads.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 60 6.6 Advantage a) The road and bridges will meet technical requirement including national and international standards for such highways. b) On the other hand, realignment of the existing road may increase risk of unexploded land mines that are planted in the ground thus more effort will be needed to clear those. c) All old bridges will be replaced by new ones. d) All 9 bridges will provide two traffic lanes. e) All have 2.0m walkways for pedestrians f) More transport efficiency in particular higher speeds and increased safety. The road curves where bridges are currently sited have radii below the minimum value required by the Road Design Manual of the Directorate of Roads and Bridges in the Ministry of Transport & Roads.
6.7 Dis-advantage a) Disturbance on surrounding vegetation, soils and landscape. b) Land acquisition will be limited to the area needed by the new bridges
6.8 Quarry and borrow pit sites In the design execution and approach to the project, various alternatives with regard to quarry sites were considered. The quarry sites were considered on the basis of proximity to the road, consent of acquisition, accessibility and minimal negative impact to the surrounding environment. Nine possible sources of gravel and two possible sources of rock for construction were found in the vicinity of the road.
6.9 Campsites Likewise, the establishment of campsites has to consider the availability of land, water and sanitation, and ease of access to a pool of labour force. Since the project road follows the existing alignment only, minimal disturbance of existing ecosystem/vegetation is anticipated. Availability of space and public acceptance of this project was also considered. The equipment to be used in the entire project was carefully selected for compliance with hygiene regulations especially in terms of air and noise pollution.
6.10 Results of comparison of alternatives Alternative III design which provides realignment in 3 section and replacement of all 9 bridges with new ones is considered to have captured all important considerations to be accommodated within the surrounding environment. The design as it is should be adopted as the best alternative at the proposed site. Generally, it has less impact on social and physical environment compared to Alternatives I and II. It makes the road infrastructure more technically efficient with increased safety.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 61 7 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS
This section provides an overview of the relevant environmental and social issues and potential impacts that will be caused by the proposed bridges project. The description is based on stakeholders’ concerns as gathered during the study and a general overview of generic potential impacts. As mentioned elsewhere in the text, the project is expected to have positive impacts upon the stakeholders as well as negative impacts. A simple matrix with the following ratings was used to determine significant impacts.
Level of Impact Ranking High positive impact 3 Moderate/Medium positive impacts 2 Minor positive impact 1 No impacts 0 Low Negative impact -1 Moderate/Medium Negative -2 High negative impact -3
7.1 Positive Impacts or Project Benefits The most significant and long lasting impacts result from the bridge construction giving year round access for presently disadvantaged communities to regional and district facilities. Stakeholder consultation shows that they expect the project to bring a number of positive benefits
7.1.1 Improvement of Internal and Regional Trade The project will contribute to the expansion of commercial activities and trade within the project area. It will improve access to internal and external markets for agricultural and livestock produce to centres in the major towns of Torit, Kapoeta, Nadapal and Juba City. In addition, access to markets in the neighbouring countries of Uganda, Kenya and Ethiopia. Commodities traded will include food (maize, sorghum) and other commercial goods. According to the Governor of Equatoria State, Kidepo valley has a high potential for agricultural development while the Kapoeta area is a good source of meat. He also expects the road and bridge project to generate revenue for GOSS. Improvement of bridges will promote investment along the Juba-Kapoeta corridor. Regional trade will include cattle sales, mining products and cross-border trade of consumable commodities. The road will link South Sudan to the ports to Djibouti and Mombasa. Notably, the area has potential for mining deposits such as gold. This impact is rated as Very High Positive (+3).
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 62 7.1.2 Improved access to social services due to availability of reliable and faster road transportation The project will improve access to social services such as hospitals and distribution of medical supplies. In addition, it is expected to facilitate the distribution of educational materials, and improve deployment of government staff including schoolteachers to the rural areas. The greatest expectation by women may include reduction in maternity deaths for pregnant women and a lower rate of infant mortality. This impact is rated as High Positive (+3)
7.1.3 Employment creation and income improvement During construction phase, the project is anticipated to generate income to the local population though employment and petty trade for both men and women. There will be job opportunities for semi-skilled and unskilled people. Men and women including youth will have equal access to employment, for example, vending of food to workers by women. Youth from nearby communities such as Chukudum, New Kenya, Ibalany and Labalwa Bomas will be able to access jobs as individuals or associations/ groups. This impact is rated as Medium Positive (+2)
7.1.4 Other benefits mentioned by stakeholders Other benefits mentioned by stakeholders included: Reduced travel time and transportation costs and increased haulage (tonnage) due to the improved road condition. Reduced vehicle operation and maintenance costs due to the improved road conditions Reduced accident related costs due to improved road conditions Improved deployment of agricultural extension and education workers.
7.2 Biological Environment
7.2.1 Climate change The construction of bridges will not have any impact on climate change since it will not produce carbon or noxious gases that contribute to climate change. The proposed project will not generate any fumes which lead to increased Greenhouse Gases (GHG) in the atmosphere. Therefore, the project activities will not contribute to climate change. The impact is rated as none (0).
7.2.2 Natural vegetation Clearing for bridges sites and approach roads will affect natural vegetation at each bridge site location. Riverine vegetation at Idalo and Koss bridges has relatively greener and high vegetation including mature trees of Mango. These may be affected by the planed works such as Camp workers if not well informed or warned may accidentally start bush fire and affect natural vegetation. Realignment of
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 63 bridges will clear vegetation along the new route to pave the way for new alignment and bridge siting. This will affect Atiro, Locheriatum and Idolu sites. The effect will take place during preparation of sites (camp, workshops, and offices) by clearing during the construction phase. It will be confined to proposed sites. The effect is not permanent as rehabilitation measures will re-establish vegetation while camps may serve for permanent use by local community or government after the end of construction period. Overall, the impact is considered Medium Negative (-2).
7.2.3 Wildlife Kidepo Bridge is located in the Valley of Kidepo River which is within a wildlife corridor. The Ministry of Wildlife and Tourism (MoWT) has established two Wildlife Ranger out-posts to monitor the wildlife movement in the area. The construction activities for Kidepo Bridge will threaten the migration of animals in the area. Presence of workers if not well planned and controlled will affect wild life in the area, for example through accidental bush fires and traffic accidents (see Traffic impact sub section). The risk of wildlife poaching and trade in game meat may also occur or increase due to construction activities if not well managed. The effect on wildlife may be deleterious or irreversible and will occur during construction and operation phases. Overall, in the absence of mitigations, the impact is considered Medium Negative (-2).
7.3 Physical Environment
7.3.1 Interference with natural flow of rivers and sedimentation The contractor is expected to divert the natural course of water flow inside the original channel to pave way for bridge works. This will impact on the vegetation in the original route due to reduced soil moisture. As a result, some of the natural vegetation will dry up and die. Excessive cut will disturb river banks thus triggering erosion and sedimentation downstream. There is a large deposit of sediments at Kidepo Bridge which has resulted in a rising river bed level thus restricting water flow under the bridge. A number of the rivers crossed by the bridges along the Kapoeta-Torit road are seasonal. Therefore, the impact of reduced flow will occur during the rainy season and around the construction site. It will be limited to the construction phase. However, sedimentation effect can be felt far downstream. The impact on river flow is short lived and confined to construction phase. Overall, the impact is considered Low Negative (-1).
7.4 Human Environment
7.4.1 Impact on Settlement or Houses Settlements in the project area are located far from the road especially in the hills. Ground survey did not reveal any structural property that will be affected by the proposed project. The impact is considered None (0).
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 64 7.4.2 Loss of Agricultural land and crops The project may take land from individuals and communities as a result of road realignment, for example on the following realignments: Atiro (moderate), Locheriatum (major) and Koss (minor) bridge sites. However, this will be covered under the larger road construction project. The approach road for bridges will all require additional land to a greater or lesser extent. Camps and sites for project offices will be located close to the road or construction sites. In addition, the contractor will require land for borrow pits and quarrying activities. Land in South Sudan is owned by GOSS, communities and Chiefs. Therefore, no compensation on vacant land is anticipated. The study team observed maize cultivation a few metres from Koss Bridge. Scattered and shifting cultivation is also practised near Idolu Bridge. Therefore, the project may affect crops during land clearance for construction works. Permanent crops are not in the area with the exception of a few mango trees. The impact is short term, limited to a few short realigned segments of road and confined to the construction phase. The impact is considered Low Negative (-1).
7.4.3 Pollution of Air Quality During construction there will be loose earth material generated from soil excavation, filling and levelling at bridge and road sites during the construction of bridges and their approach roads. Dust will be generated from land clearing, extraction, transportation, offloading and stockpiling of spoil and construction materials at borrow pits, sand pits, aggregate crushers, and along the road whilst spreading fill and pavement materials. This will affect the air quality around the project area. Another source of air pollution will be the exhaust fumes from operating construction machinery, equipment and vehicles. In addition, there will be clouds of dust due to movement of vehicles and construction machinery. This impact is considered as direct short term. Transportation of uncovered truckloads of loose material inside settlements will affect people’s health. This may result in respiratory diseases. Long distance transportation of bridge materials and equipment (for example steel beams and cement) will generate dust. The impact is however confined to the project area and controllable. It is also limited to the construction phase. The impact is considered Low Negative (-1).
7.4.4 Pollution of Surface Water As the bridge works will be undertaken across rivers, pollution of surface and underground water may occur due to accidental spillage of oils and other hydrocarbons. In addition, the effect may occur due to poor handling of chemicals like paints. Workers, workshops and Office Camps will be sources of wastewater and effluent and human excreta. If uncontrolled, the liquid may find its way to natural waterways and pollute river water thus affecting wildlife and population downstream. The effect may also affect the quality of soils. The impact will be insignificant if key workers stay in nearby towns, workshops, and offices are sited there also. The effect will be confined to workers’ camps and offices during the construction phase. Therefore, the impact is confined to the construction period, which is short, and it will be controlled by project design and management. The impact is considered as Low Negative (-1).
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 65 7.4.5 Pollution by solid waste, and hydrocarbons The project will generate solid waste such as cement bags, wood, plastic and steel and metal off-cuts. There may be poor disposal of bolts and nuts. The impact is especially sensitive near Kidepo game reserve. This will be a nuisance to road users and visitors to the game reserve if not controlled. Ingestion of plastic material by livestock and wildlife may cause health risks. Generally, the impact will be localised to project sites and confined to the construction phase. Generally, the impact is rated Low Negative (-1)
7.4.6 Spread of HIV/AIDS and other diseases Construction of infrastructure projects involves labour movement and sometimes long implementation periods. The influx of external workers may bring in people with infections that may pass on to local communities and vice versa. The most significant health risk associated such projects is HIV/AIDS epidemic. It is well-known that truck drivers have played a significant role in the spread of HIV/AIDS in East Africa and thus the improvement of roads by construction of new bridges and the subsequent carriageway could pose a significant threat to health in the region. Considering the local economy, which is subsistence and clearly poverty stricken, as well as geographical characteristics of the project area, there exist a number of problems that may either increase the infection rate or affect efforts to combat the pandemic. For example, the problem of low incomes among young women is an HIV/AIDS risk factor, which can negatively influence the infection rate in the project area. At the same time, the lack of paved roads into villages along the project hinders the dissemination of awareness information. Most people in the rural areas of Imotong and Namurunyang in Equatoria State live a nomadic and agricultural life in the upper areas outside the main road. Local people and State Executives in Imotong and Namurunyang Equatoria State and Torit Township were concerned about the influx of people into the area who will be coming in as job seekers. They are concerned about increased social interaction between the well paid workers and local women. This would lead to increased spread of HIV/AIDS and other communicable diseases such as STDs and TB in the absence of control measures. Lack of proper management and rehabilitation of borrow pits and quarrying sites could create breeding grounds for mosquitoes potentially increasing the prevalence of Malaria. The effect of HIV/AIDS and spread of other diseases if not controlled can be life threatening or irreversible and will impact directly or indirectly, long term and far beyond borders of the project area. Generally, the impact is considered High Negative (-3).
7.4.7 Occupational health and safety There are health and safety risks associated with this type of project. Works should be conducted in accordance with best engineering practices. Expected effects at working sites include dust inhalation, body injury due to lack of protective equipment (PPE) and respiratory diseases as a result of inhalation of dust and emissions. Steel work such as welding and paint spraying may affect people’s health This impact will occur during construction phase and at work places affecting mostly the project workers. Impact related to safety is rated as Low Negative (-1)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 66 7.4.8 Traffic accidents, interference of motor movement The project vehicles may cause traffic accidents in settlements because of speeding or reckless drivers. Children and elderly people are more vulnerable to this risk. The same may interfere with other vehicle movement along the road. Detour roads if not well designed and the stockpiling of excavated soils or material at bridge sites may also inconvenience road users and pedestrians. The road is frequently used to move hundreds of cattle from Kapoeta to distant markets located in Torit and Juba thus animal deaths may be caused by road accidents. A large population of livestock numbering many hundreds is kept or moved along the Kapoeta-Torit- road due to the nomadic life in the area. Consequently, consideration should be given during construction to the retention of the existing road and bridges wherever they are not obliterated by the new construction, for use by herders, pedestrians and NMT modes. Animals prefer gravel roads to bitumen surfaced ones because bitumen roads get much hotter so are less comfortable for animals to walk on. Adequate measures should be instituted to ensure the construction works do not disrupt traffic flow, movement of cattle and entrance to properties or villages along the Kapoeta-Torit road. This impact applies to the construction and operational phases, so is long-term. Wildlife deaths may occur at the wildlife corridor along the Kidepo valley during the construction of Kidepo Bridge if concerted road safety measures are not instituted. The Kidepo valley is inhabited by wild animals from Kidepo Game Reserve making traffic accidents a potential risk for deaths of wild animal in the area during the operational phase. Aggregates dropping from uncovered trucks may damage the windscreens of other vehicles and may cause injury to other road users. Long-distance transportation of equipment and materials for bridges will increase the risk of traffic accidents if not well supervised. The delayed removal of materials stockpiled along roads or near bridges may cause accidents to motorists and pedestrians. Impact related to humans, livestock and wildlife are localised, but could be fatal or life threatening and will occur during construction and operational phases if not well managed. The traffic count between Torit and Kapoeta is low thus reducing the risk of this impact during construction phase. The impact is considered as Medium Negative (-2).
7.4.9 Security threats due to landmines Project workers at camps, worksites and whilst moving along the Torit-Kapoeta road may be subjected to security risks. Cases of attacks including kidnappings of passengers for material and financial gains have been reported along Juba – Torit road. From the consultations with Imotong State authorities, the Mission was informed that the Torit-Kapoeta road has had incidences of insecurity especially attacks from armed thugs hence one should not travel along the road without security guards. In addition, the road between Torit and Kapoeta has risks due to unexploded landmines from previous internal wars. Demining is ongoing, but some areas still pose higher risk of these landmines. The impact due to land mines could be stretched along the entire Torit –Kapoeta road. It is even higher at bridge crossings as manifested by demining operations at Idolu and Koss Rivers. The risk of landmines is higher along the Torit-Kapoeta road and its impact on workers lives could be fatal or irreversible. During the field visit and through interaction with the communities and the PMT, it is clear that landmines still pose a safety risk to the public. Unexploded landmines are still of concern along a number of sections of the road. Work to clear unexploded ordinance and mines has been on-going with signs being observed on sections of the road indicating the presence of mines
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 67 Generally, during construction the impact is expected to be High Negative (-3), but this impact is inherent to the area rather than being project-specific. The project is expected to remove the threat of land mines and reduce the threat from armed gangs since police response time will be greatly reduced and regular patrolling will be much easier on completion. Therefore, the project impact will be High Positive (+3).
7.4.10 Poor access to Employment and Influx of job seekers The construction of roads and bridges near urban centres is usually accompanied by an influx of job seekers and speculative businesses as well as expansion of business areas. The influx of people into the project area may exacerbate the vending and theft / problems in the project area. Influx of job seekers may interfere with local food security and health services if not controlled. Local people in the project area have high expectations for local employment. However, their wishes may not come true if safeguard measures are not put in place. This will involve transparency in job advertisement and public education about the project. The Contractor should liaise with local leadership regarding local employment of unskilled or semi-skilled labour. This impact is considered direct and short term confined within the project construction phase. It is therefore rated Low Negative (-1)
7.4.11 Extramarital affairs, child labour and school drop-outs It has been evident that most development projects trigger engagement of children less than 18 years to work contrary to the national and international laws, which prohibit child labour. Experience from similar projects elsewhere in the continent shows that schoolgirls in local schools may be attracted to men with good wages thus increasing the occurrence of dropouts. The presence of paying jobs and men with higher incomes than those of local men may result in extramural affairs or luring of local girls thus early and unplanned pregnancies. Stakeholders in Torit expressed theirs concern about possible impact of external workers as there is high cultural sensitivity in the rural communities hence calling for early control by project proponents. Additionally, while the Project preparation team was meeting with the communities in Ibalany and Labalwa Bomas, near Torit, there were strong reservations from a cross-section of men who had fears that road workers could engage in sexual relations with their women. This concern calls for sustained awareness and sensitization campaigns by MoRB against extramarital sexual relations and consequently to achieve a harmonious co-existence between the community and the project personnel. The impact of this nature (extramarital affairs / school drop-out) can be controlled by workable measures. It is confined to the project construction phase and localized. However, the effects say of children born or dropping out from school could be long term. The magnitude of this problem could however be low due to population scarcity and remote location of settlements from main road. The above impacts are rated as Medium Negative (-2)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 68 7.4.12 Loss of Transport services due to road alignments Road diversions away from community: During consultation with stakeholders at Torit, they expressed the concern that the some road sections have been diverted away from communities as result of realignment and now pass away from local settlements. In particular, four bridges will be constructed on realigned sections thus denying the communities markets for their goods, petty business and direct access to transport services. The sites which will be affected most are Atiro (moderate) and Locheriatum (significant) bridge sites. Employment loss: On completion of the construction, phase local people employed by the contractor may lose their jobs and employment opportunities in support services will disappear. Few may continue to work for operational phase say for maintenance and repair services. The former situation will threaten the security of their livelihood and could create negative thoughts of losing their good relations with family members thus creating psychological stress. Impact associated with job loss and cut-off from main road is rated Low Negative (-1).
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 69 8 MITIGATION OR ENHANCEMENT MEASURES AND COMPLEMENTARY INITIATIVES
The identification of appropriate mitigation measures is an important aspect of the ESIA. Many of the potential impacts identified in the preceding chapter can be eliminated or reduced through the implementation of appropriate mitigation measures at a strategic planning level or when applied to specific project tasks and activities. The costs of implementing these measures shall wherever possible have been estimated and presented in the Environmental and Social Management Plan. Since this formal ESIA has been undertaken at the Detailed Engineering Study Phase, appropriate mitigation measures have been incorporated in the detailed design including incorporation in the specification, drawings and bills of quantities. Many of the mitigation measures put forward are nothing more than good engineering practice required by Standard Specifications for Road Works Much of the mitigation proposed for the Bridges project can be considered under a range of general commitments and will be applicable for road subprojects.
8.1 Information and Awareness Raising An important mitigation measure throughout the project is raising awareness by providing consultation and enhancing the availability of information. Many of the impacts and problems predicted may be associated with insufficient or inadequate information being provided to the affected communities. Whilst provision of information for the project has already started as part of the EIA consultation process, it is important that this continues throughout the project both from the contractor and from the developer (MoRB). During the construction phase, information and awareness creation will be an important component. Key issues to be raised and addressed are: . Nature and details of construction works and programme, control and management; . Technical issues such as management of dust, vehicular movement and safety issues; . Social issues such as restrictions, termination of public activities, information relating to working areas, progress and project timing; and . Indirect risks from construction such as HIV, AIDS, TB, STDs, other communicable diseases, traffic safety, etc. The availability of information to the local communities and affected people will be an important component in the successful implementation of the project.
8.2 Project Design The EIA has identified that the proposed construction may have an impact on a number of aspects of the areas surrounding the project road. It is important that suitable processes are adopted which will ensure that the implementation of the planned design and future use of the road are guaranteed to have minimal negative impacts and maximum positive impacts. The bridges design ensured that negative impacts are minimised.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 70 8.3 Management of Construction Sites It is important that the construction sites including camps, workshops, borrow pits and quarries are managed appropriately, both from a health and safety perspective as well as with regard to impacts on the physical, biological and human environments. A responsible person will be appointed to manage the construction site and follow the instructions given in the project manuals developed specifically for site procedures. This will include the following topics: . Control of managing the site including workshops; . Securing (hoarding/fencing) and management of the working area; . Working hours; . Management of solid and human waste; . Stormwater runoff management; . Control of noise and dust; . Liaison with local communities and residents e.g. identification of labour; and . Landscape restoration. Following completion of the construction works, appropriate consideration will be given to the decommissioning of the construction site. This will ensure that no significant impacts are caused in the end process during withdrawal of construction workers and equipment. For example, clearing of contamination, waste or damage made during the completion.
8.4 Physical Environment
8.4.1 Climate This ESIA study envisages no impact on climate change because of the nature of the project. Bridges will be constructed on nine spots and the task will be short term say 2-3 months. Nevertheless, the climate risk has been taken into account in project design. In particular, the designs have been done based on the hydrological dynamics of the rivers (seasonal) and in line with their projected flood return regimes which eliminates risks of the road being flooded or of being washed away by floods. The developer will carry out environmental rehabilitation or restoration works at the end of the construction phase. This will include stabilisation of river banks through natural regeneration of disturbed landscape. Other will include monitoring of land use changes in the upper catchment areas. MoRB will liaise with relevant sectors such as Ministry of Environment (MoE), Ministry of Agriculture, Forestry, Tourism, Animal Resource, Cooperative and Fisheries (MAFTACF) and Ministry of Electricity, Dams, Irrigation and Water Resources (MEDIWR). Climate change should be closely monitored and available lessons learned or best practices from environmental sectors should be copied and put into application to safeguard the bridge infrastructures against floods
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 71 8.4.2 Diversion of River flow and Sedimentation of Rivers Careful design of the water diversion around work sites and any pavement and bank stabilisation works will ensure proper direction and collection of river water/ rain and lead it away from the construction sites to the original course downstream. The contractor is obliged to control river flow and any collect stormwater and ensure protection to existing soils and natural vegetation. Temporary channels and culverts should be carefully designed to allow smooth flow of water. The contractor is obliged by the specifications to direct surface water flow to properly designated channels and existing natural drainage. He is also required to construct sufficient water outlets and discharge points depending on the runoff water from the catchment areas. Special emphasis should be given to areas with restricted water flow such as the existing Kidepo Bridge which is blocked by sand. However, much of this sand deposit will be used in the works, which will have a positive impact on the river hydraulics provided it is carefully controlled. The construction of detour roads and river diversion/ obstruction should observe local conditions and the slope of the site. In addition, camps for offices should be carefully located to avoid interference with natural waterways. Additionally, the contractor will construct proper channels to control the speed and volumes of stormwater at sensitive terrains. He will also carry out regular monitoring of the effects of stormwater on individual properties and immediately implement any temporary corrective measures necessary. Measures that are more practical and permanent will be put in place prior to further heavy rainfall.
8.4.3 Landscape and soil erosion The following are mitigation measures necessary protect the landscape and prevent erosion; . All borrow pits and quarries shall be rehabilitated and proper landscaping done, including planting and natural regeneration after completion of the road construction. During construction, the environmental officer on site shall liaise with the local communities to determine what future uses they will prefer to be implemented at borrow pits and shall design rehabilitation measures accordingly. These might include woodlots, mango plantations, water holes, or simply re-establishment of indigenous flora, as appropriate to the conditions prevailing after completion of abstraction of construction materials. . the collection of sand from river beds for project works shall be controlled, to prevent environmental degradation particularly deepening of river beds and sedimentation downstream and/or interference with agricultural activities in farmland. . The topsoil at borrow pits shall be stockpiled for later use in reinstating the pits. . inflow velocities in side drains shall be accommodated by appropriate linings where necessary to prevent erosion. . Avoid unnecessary disturbance of soil cover. . Stabilize all disturbed or cleared land by re-vegetating with natural vegetation.
In addition, silt curtains should be used to minimize sediment suspension and transport while working near water crossings. Obtaining sand from valleys and riversides must be well investigated to avoid accelerated land degradation and pollution of water sources and/or interference with agricultural activities in farmland.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 72 Where construction materials such as gravel and rock are to be obtained from village lands, the material shall be purchased and this will be officially negotiated with villagers and/or village governments, to avoid conflict.
8.5 Biological Environment
8.5.1 Wildlife The MoRB shall facilitate monitoring of wildlife movement around Kidepo valley to ensure the proposed project, which will lead to increased road traffic, does not negatively affect the wildlife migratory corridor. The measure could be in the form of construction of two permanent ranger posts and gates across the road. The intervention will control poaching and illegal trading of wildlife products, especially game meat. Suitable game fences should be erected on both sides of the road to oblige wild animals to use the Kidepo River Bridge to cross the road. MoRB should assist construction of two ranger posts including two permanent gates for Kidepo Game rangers at Kidepo at Longiro I and Longiro II. The posts will serve to monitor wildlife movement along the corridor. Monitoring should be intensified in the months of April and May a peak period for wildlife migrations and when they come back. This will include provision of sanitary facilities and permanent potable water supplies. Provision of water means construction of boreholes for adequate water supply. The boreholes will also benefit local communities, especially women who endure long walking distances to collect water for domestic use. The establishment of the two ranger posts will facilitate surveillance and regular checks on illegal hunting and illicit trade of game meat. Project could also construct separate pit latrines in the two Ranger Camps check points for use by the travelling public, especially when buses and transportation vehicles are stopped during times wildlife is crossing the road. The MoRB should collaborate with MoWT to ensure the installation of permanent gates at check point and improvement of communication facilities. In addition, is also important to clearly establish which animals are involved in the migration. The MoRB should ensure that measures are implemented to prevent accidental bush fires around campsites, offices and working sites. This is aimed at protecting animal and plant habitats. Other mitigation will include: awareness creation and installation of warning signs for motorists.
8.5.2 Management of natural vegetation To avoid loss of vegetation in the project area, close supervision of earthworks shall be observed in order to confine land clearance within the lines demarcated by the Engineer. The impact of loss of vegetation for the proposed bridges is considered as minimal. The bridges will be constructed on spot areas unlike linear or polygon development projects. Important mitigation measures are; . At new alignment sites (Atiro, Lokadoka, Locheriatum and Kugulu bridges), the old route should be retained for use by animal herders and its use enhanced by the planting of appropriate indigenous species to provide shade cover to the old road. This will retain a valuable infrastructure resource and partially compensate for vegetation clearing along the new road alignment. . Any trees that will be uprooted or felled to make way for construction works should be given to local people for own use as fuelwood or construction material.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 73 . The Contractor should stockpile topsoil for reinstating flora along the road or in the areas which have been cleared of vegetation. . Removal of vegetation, especially trees, should be restricted and when it is not avoidable, it should be replaced by indigenous species soon after completion of construction works. . All machines, vehicles and equipment shall be contained within the construction corridor and approved areas to avoid damaging trees. . MoRB should encourage natural regeneration to take place on the disturbed sites by collaborating with the Environmental Officers from Ministry of Environment and local governments (Payams, Bomas). There should be advance consultation with Environmental Officers prior to any clearing of trees or natural vegetation. MoRB together with Engineers from States and Payams will carefully negotiate with any individual owners and subsequently reach consensus about the fate of affected properties inside the construction site if any.
8.6 Human Environment
8.6.1 Protection of Landscape and natural vegetation The following measures are proposed to avert or minimise impact on natural landscape and vegetation; . Cleared plant material and topsoil shall be stockpiled so as to assist in environmental rehabilitation; . Restore or reinstate all sites disturbed around bridge sites and at borrow pits and quarries by blending to fit the surrounding landscape environment; and . Integrate landscaping into the rehabilitation of borrow pits. The contractor shall plant suitable soil stabilisation plants particularly vetiver grass to stabilise areas disturbed by construction works including river banks.
8.6.2 Loss of Land and crops The proposed bridges rehabilitation and construction has been designed to follow the existing road alignment except for few diverted sections. The design has avoided displacement of structures and properties. Nevertheless, the road reserve and site designed for new bridges have no man-made structures. In addition, there are no cattle enclosures, business kiosks that will be directly affected by proposed works. The establishment of alternative motor, pedestrian route if implemented may affect private land to a small extent. For example, at Koss River bridge where maize farming is practised only a few metres from the bridge. Where construction materials such as gravel and stones are to be extracted from identified suitable sites, it will be the contractor’s responsibility to arrange for access modalities with the rightful land owner or custodian. Such access to those materials may require some legal or formal arrangements with the original occupier. The impact is also not be ruled out on office and camp sites; also borrow pits and quarries. These will be identified when the contractor is selected. Subsequently the sites will be approved by the Engineer in collaboration with MoRB or Engineers from Imotong and Namurunyang Equatoria States. During the clearing of sites for offices, camps and quarrying, individual land and crops may be affected. These sites will be selected by the contractor according to site and material suitability.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 74 Compensation for loss of property if any is an important issue that should be carried out carefully by a valuer from GOSS or Imotong and Namurunyang Equatoria States. If appropriate, compensation should be paid for trees / crops with reference to rates provided by the Ministry of Agriculture and Forests. Compensation must by law be made prior to implementation of the project. Failure to implement a compensation plan can result in friction with local communities that can cause delay to the construction schedule.
8.6.3 Air Pollution This impact will be mitigated through the following measures as required by best engineering practice for road works. During construction, the Contractor should undertake the following: . Use water to suppress dust on all working sections including areas of cutting and filling, haul roads, in the borrow areas and quarries, and any sections of existing road travelled by construction equipment or trucks; . Selection of good machinery and vehicles, lubricants for regular service and lubrication of construction equipment to reduce fumes or emissions; . Cover sand and gravel during transportation, and provide workers with masks to prevent them from inhaling polluted air. . Switching off the machines and vehicles when not in use which will help to minimize the exhaust fumes. . Control dust associated with long distance transportation of steel beams and cement for bridges.
8.6.4 Pollution of Surface water The following are mitigation measures against water pollution; . In case of accidental spillage, the contractor shall exercise every effort in order to minimize the associated risks. . Good housekeeping i.e. provision of Spill tanks and Secondary containment at vehicle maintenance yards. . Placement of enough sanitary facilities/toilets for men and men e.g. septic tanks and soak pits at the campsite depending on the number of staff and labourers present; . Immediate clean-up of local spillage to soil; . Avoid use of chemicals especially herbicides in vegetation clearing.
8.6.5 Pollution by solid waste and hydrocarbons The solid wastes produced from the camp sites and at the construction sites should be separated and collected in a specific container/bag labelled either organic or inorganic wastes, the contractor shall link with States and Payams administration to dispose off the site any solid waste into sites approved by government. Otherwise, advice should be sought from State Engineers. Sewage will be collected into the soak away pit and thereafter collected by cesspit emptier and be disposed off into approved sites. Uprooted trees will be given to the local communities for firewood. The hazardous waste, such as used batteries, will be recycled or collected and disposed off through incineration. Used hydrocarbons including oils, lubricants will be put in drums and containers for disposal at the authorised dumping places. Domestic effluents at the campsite will be treated using soak away pits and septic tanks.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 75 The waste generated including plastic bags, empty tins, metal or steel off-cuts will be avoided and reduced prior to reusing materials on-site in order to minimize the off-site waste disposal as far as practicable. Others; . Contractor will be required to carry out refuelling only in areas and in a manner approved by the Engineer which will not contaminate water or soil; . Construct bunds with concrete pads for spillage containment in the filling stations/workshops; . The drains provided with de-silting chamber to reduce siltation into the water bodies. . Fuel storage tank(s) at the campsite will be installed in a concrete containment. . Fuelling stations, equipment service bays and pits will be concrete paved and provided with drains . Refuelling at campsite will be done by pumps . Chemicals such as paint, solvents, and concrete additives shall be stored in a locked utility shed or secured in a fenced area. Paint and solvents containers shall be tightly sealed and properly stored to prevent leaks or spills.
8.6.6 Prevalence of HIV and STIs The project shall, therefore, incorporate in its documentation awareness and prevention programs against the spread of HIV/AIDS/STI and TB. In addition, the project shall ensure that contractors rehabilitate borrow pits and other material sources to ensure they do not become breeding grounds for mosquitoes. Other mitigations are: Contractor is obliged to carry out educational awareness campaigns during the construction phase to prevent further spread of HIV/AIDS due to construction activities. Stagnant water should be avoided by backfilling potholes to discourage breeding site for disease vectors. The contractor will be required to have a mechanism which will allow his employees to get information on HIV/AIDS alleviation programs. For example, have a program for workers morning talks before works Distribution of condoms. HIV/AIDS awareness and prevention programs also work in local communities along the road network. These programs can serve as models for awareness raising programs that should be part of the planned bridge construction activity. More importantly, there is need to coordinate with and involve local communities and relevant State Departments in particular, the Ministries of Health and Gender, Child and Social Welfare. Social departments at Payams, Bomas and Women Associations in above stated mitigations.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 76 8.6.7 Occupational health and safety; and landmines insecurity The construction works involves several activities which may cause safety risks to the labourers at different phases. In order to avoid these risks the contractor should conduct training for construction workers on occupational health and safety. The contractor should ensure that the project employees are complying with the requirements of GOSS and International labour laws (ILO). Additional measures are:
. During construction, the contractor shall ensure that the campsite is fenced and hygienically kept with adequate provision of facilities including waste disposal facilities, sewage, firefighting equipment and clean and safe water supply as per best engineering practices. . A well-stocked First Aid kit (administered by medical personnel) shall be maintained at each work site, quarry and campsite. . The medical personnel shall also be responsible for primary treatment of ailments and other minor medical cases as well as providing some health education to the workforce. . Provision of sufficient PPEs to workers . Training on safety/ health . Provide food vendors especially women groups with sufficient sanitary facilities for men and women . Provision of appropriate shelters for food vendors and workers . of the contractor shall erect signboards to notify the public about the potential dangers, markings, and access restrictions. MoRB and the contractor should undertake a crucial role of sensitizing project workers about insecurity caused by landmines around the project area. A special team or unit should be trained and assigned this role. Issues of landmine risks have been included in the Environmental and Social Management Plan (ESMP).
8.6.8 Traffic accidents and disruption of traffic movement To avoid human, livestock and wild animal deaths as a result of speeding and reckless driving, signboards will be appropriately posted to notify the public about the potential dangers. In addition, speed restraining humps will be installed near settlements. Establishment of alternative routes for pedestrians and livestock movement is important thus should be well designed and approved by the Supervising Engineer. In general, the old road and any diversions built during construction should be retained for this purpose. The traffic management plans shall be developed by the Contractor. In addition, the followings should be implemented: . MoRB/contractor will ensure that the traffic flow, pedestrian and livestock movement is not interrupted during the whole construction period. . No total closure of the road will be allowed. . Provision of diversions and deploy a person responsible for traffic safety. . Clear separation of working area and traffic area by marking and fencing as well as speed restriction. . Keep in mind the risk of unexploded landmines. Provision of sufficient PPEs to workers, for example, face masks, gloves, dustcoats, gumboots and helmets.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 77 . Supervise long-distance transportation of project equipment and material along trunk roads, both inside South Sudan and in neighbouring countries. Schedule of activities will minimize wildlife and livestock death. It is important to coordinate activities with the Ministry of Wildlife Conservation and Tourism (MoWCT) and Management of Kidepo Game Reserve in order to avoid interference with wildlife movement along migratory corridor. Wild animals tend to move during certain hours of the day, which the contractor needs to be aware of.
8.6.9 Security threats due to Landmines To counter insecurity caused by landmines around the bridges, MoRB in collaboration with relevant Departments is obliged to ensure areas are cleared and approved before workers are allowed to go in MoRB in collaboration with Payams/ counties and State administration should ensure the project workers and road users are protected during project implementation. Other measures have been discussed in the foregoing section about occupational health, safety, and management of traffic accidents. Alternative access roads and routes for livestock around working sites should be carefully designed to avoid risks from landmines. In case of any accidental injuries, workers affected should be compensated according labour laws.
8.6.10 Loss of employment and Management of job seekers The impact of job loss as the project ends should be mitigated by signing fixed-term contracts at the beginning so people are aware that after a certain period their contract will expire. Employees being laid off should be helped to find other employment. Secondly, they should receive a certificate of performance or reference which can be used as a supporting document when searching for another job in different companies or projects. Skilled and unskilled job opportunities arising from project activities should be given to affected people as a first priority. The MoRB should liaise with the Labour Ministry in Imotong and Namurunyang Equatoria States and local administrations to safeguard local employment for both men and women including youth. The Ministry of Infrastructure Roads and Bridges is obliged to implement the following mitigations: . Open publicity about job opportunities and on public notice boards . Education/awareness creation about project works . Protect school children from school drop outs . Sensitization about child and underage employment. . Abide by International and National labour laws . NGO to monitor women and underage employment . Provide terminal pay to the workers on time . Establish and promote village banks
To underscore the issue of gender the MoRB is obliged to facilitate the availability of good working environments including high sanitation facilities around business areas. For example, provision of appropriate and permanent market shelters at road junctions such as CAMP 15 and near the Wildlife Ranger Post at Longiro. This provision will allow women to access business and income opportunities in the long run. Women can continue to sell food, fruits and art works to passengers or road users and Wildlife ranger security people even after the end of the construction works.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 78 The MoRB shall implement measures to ensure food security and capacity building for women in income generation activities. This may be in the form of agriculture support (improved seeds) and entrepreneurship education. To remove the language barrier between contractors and local community, the MoRB should hire a community liaison person. This measure will also serve in managing conflicts related to cultural and traditional conflict including extramarital affairs.
8.6.11 Extramarital affairs child labour and school absenteeism Conflicts resulting from interference on traditional norms and cultural interaction as a result of incoming work force could be avoided by the following measures: . Establish workers camp away for community (at a safe distance) . Involve MoGCSW and local leaders (Counties, Payams & Bomas) in the employment process . Involve local elders and local government in resolving any social disputes. . Forbid alcohol drinking in workers camps. In addition, the project if not well managed will result in interference with food security and community water resources. To prevent child labour recruitment and employment must be carried out in accordance with GOSS and ILO laws and policies. The contractors will involve MoGCSW and local governments or chiefs during employment of local people to ensure that those who qualify for construction works are above 18 years of age.
8.6.12 Summary of Mitigation measures for Negative Impacts This section presents a summary of mitigation measures based on stakeholders’ input, expert analysis, experience with similar or related projects and best practice. The proposed mitigation measures on each anticipated impact and phase are presented in Table 8-1. Table 8-1: Effects of mitigation measures during construction phase Environmental Parameters or Impact Impact Without With S/No. Impacts Phase Mitigations Mitigation High Positive 1 Creation of local employment C, O High Positive (3) (3) None 2 Climate change C, O No impact (0) None 3 Natural vegetation P, C Medium Negative (-2) None 4 Wildlife C, 0 Medium Negative (-2) None 5 Diversion of River flow C Low Negative (-1) None 6 Settlements and houses C No impact (0) None 7 Agricultural land and crops C Low Negative (-1) None 8 Air pollution C Low Negative (-1) None 9 Pollution of surface water C Low Negative (-1)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 79 Environmental Parameters or Impact Impact Without With S/No. Impacts Phase Mitigations Mitigation
None 10 Solid waste and hydrocarbons C, Low Negative (-1)
None/ Low 11 Spread of HIV/AIDs and STIs C High Negative (-3) Negative
None 13 Occupational Health and Safety C Low Negative (-1)
Traffic accidents and vehicle C, O Medium Negative (-2) None 14 movement None 15 Landmines threat C High Negative (-3) Loss of employment and job O Low Negative (-1) None 16 seekers
Extramarital affairs and school C Medium Negative (-2) None 17 absenteeism
Loss of transport due to road O Low Negative (-1) None 18 realignment
8.7 Enhancement measures for positive impacts The proposed enhancement measures for some positive impacts are outlined in Table 8-2. The intention is to maximise the project benefits during implementation. Table 8-2: Enhancement measures for positive impacts ENHANCEMENT MEASURES POSITIVE IMPACTS Contractor will give employment priority to local people, especially for unskilled labour during Creation of temporary employment for local construction. people including women and men during Contractor will give equal employment construction. opportunity to both women and men. Contractor will provide shelter, water supply and sanitary facilities to the food vendors particularly Women and youth groups to ensure that they sell food to construction workforce in a Increased income generation activities due to clean and hygienic environment. local people selling food and other items to Training for capacity building for local leaders construction workforce. including Women and Youth Training Community leaders on microcredit facilities (VICOBA and SACCOS)
MoRB to support construction of access to main roads in settlements affected by road alignment. Local authority will encourage local investors to introduce commuter transport plying between Improved access to Transport and other social the settlement centres and townships. services for local people living in settlements close to the road. The road design will ensure provision of bus bays in appropriate locations.
Support construction of boreholes close to local communities.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 80 ENHANCEMENT MEASURES POSITIVE IMPACTS Local authorities should promote establishment Improved access to internal and external of agricultural and livestock markets along the markets for agricultural and livestock produce main road. Local authority should promote investment in Expansion of commercial activities and trade commercial activities and trade in the project within the project area area. Contractor will provide shelter, water supply and sanitary facilities to the food vendors particularly Women and youth groups to ensure that they sell food to construction workforce in a Increased income generation activities due to clean and hygienic environment. local people selling food and other items to Training for capacity building for local leaders construction workforce. including Women and Youth Training Community leaders on microcredit facilities (VICOBA and SACCOS)
The benefits of the proposed bridge project have been discussed above. However, there is a need for further effort to enhance the expected benefits so that the project delivers outcomes as expected and is able to sustain the good results. Proposed enhancement measures will be: . Sharing the project information with key stakeholders at all levels . Ensure Public Participation and involvement in all project cycles/ levels. . Liaison with local leadership and elders about project landscape/ location of borrow pits or quarrying sites . Consultation with local communities about employment and available vacancies/ suitable candidates . Consult about security issues, theft and land mines . Training and capacity building for local facilitators
8.8 Institutional Capacity building The MoRB shall design special measures to build institutional capacity for affected communities. The capacity should aim to counter any social impacts. Some of the expected impacts may not occur directly during the construction phase but at later stages when the project has phased out. The following are important interventions that could sustain livelihood in the communities; . Identification of social workers from each State, Payams and Bomas to work with the project personnel; . Support training on community mobilization and organization; . Training on rural planning and management for Community Development; . Training and management of Saving and Credit Cooperative Society (SACCOS); . Village Community Banks (VICOBA); and . Training on entrepreneurship, agriculture / horticulture and animal production
8.9 Expected residential effects and environmental hazards management The risk of HIV/AIDs spread if not well mitigated could have a residual effect in the project area. The effect is considered direct and indirect therefore workable measures to control it should be implemented.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 81 Opening up of new alignment combined with new nine bridge siting will create a visual impact by making a permanent scar on the project environment. This will be an eye sore for local people and road users. The areas most affected are new alignments at Atiro (moderate), Locheriatum (significant) and Koss (minor). Environmental restoration by tree planting and natural regeneration may minimise the impact yet will remain in the environmental setting for a long time. Nevertheless, the expected results of straightening the road to improve transportation efficiency and safety will far outweigh the residual impact. Any pollution of soil and surface resource by oils and hydrocarbons if not well managed will create a residual impact in the environment. Soils and water pollution by degradable materials such hydrocarbons, paints and oils are difficult to correct hence may cause residual effect on environment. Other residual effects are cultural interference such as children born out of wedlock, early pregnancies and school drop-outs as a result of extramarital affairs and influx of workers. Rehabilitated quarry sites and borrow pits may continue to create breeding sites for mosquitoes and water borne diseases thus affecting project communities in the long run. Concerted measures should be undertaken timeously at an early stage of project construction otherwise they will remain much longer after the construction work has been completed.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 82 9 MONITORING PROGRAM
9.1 Environmental and Social Monitoring Monitoring of the anticipated environmental and social impacts in the receiving environments is important. It helps in determining the effects of the project activities on the environments enhancing understanding of cause-and-effect relationships between human activities and environmental changes, and verifies the accuracy of prediction about the environmental impacts. It ensures compliance with regulatory measures and understanding of the degree of implementation of ESPM and its effectiveness. The monitoring results are also used extensively during the environmental auditing. The monitoring plan for the bridge construction is given in Table 9-1
9.2 Environmental Audit Environmental audits determine the long-term effects of adopted mitigation measures. It is recommended that environmental audits be carried out on the project as part of the on-going maintenance programme after the completion of construction. The audits will unveil the actual performance of mitigation measures and will allow effective measures to be included in future projects based on the legislation in force. As per operative documents of GOSS, environmental audits would be a responsibility of the developer (Payam, States) and the Ministry of Environment.
9.3 Monitoring Parameters The selection of the parameters to be monitored is based on the high likelihood of occurrences of the selected parameters. Monitoring of these parameters will be done in various stages of the project as follows: Pre-construction stage – Monitoring of the parameters at this stage is meant to establish the baseline information of the target parameters in the project area. Construction stage - Monitoring at this stage is meant to establish the pollution levels that arise from the construction activities. Operation stage - Monitoring at this stage is meant to check on the impacts that might arise as the result of normal use of the infrastructure, for example monitoring of Wildlife movement along the Kidepo migratory corridor.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 83 Table 9-1: Environmental and Social Monitoring Plan for the proposed Bridges Pre-construction stage
Sampli Target Responsibi Annual costs Monitoring Measurement Parameters ng Method level/ lity for estimates frequency Units Area Standard monitoring (USD) Project SO2 Detector tubes 500 site Payam, Project NOx Detector tubes States/ 500 Once before the site WHO/ World Environment Air quality construction starts Project Bank (Env) PM10 Mini-Vol Sampler site standards Supervisor 500 Project CO2 Detector tubes 500 site
Sampling and Nitrate mg/l analysis 30 600 (Spectrophotometer) Sampling and Lead mg/l analysis 0.05 400 Undergr (AAS) Payam, Once before the ound Sampling and States/ Sulphate construction work water at mg/l analysis 600* Water pollution Env. 400 starts bridge (Spectrophotometer) Supervisor sites Sampling and Turbidity NTU analysis 35 500 (Spectrophotometer) Sampling and Hydrocarbons Mg/l analysis 600 (HPLC) pH - pH meter 6.5-9.2 100
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 84 Rate of compensation MoRB, for land and Once before Contractor properties for Once before the Project File records and construction begins - Payam, - Compensation unforeseen construction starts site inquiry. States/ properties (Camp, office sites) Construction stage
Responsibilit Annual costs Monitoring Samplin Measurement Target level/ Parameter Method y for estimates frequency g Area Units Standard monitoring (USD) Sampling and Nitrate Three times a year mg/l analysis 30 1800 (Spectrophotometer) Sampling and Lead Three times a year mg/l analysis 0.05 Contractor/ 1200 (AAS) MoRB/ Sampling and States/ Sulphate Three times a year mg/l analysis 600* Payams 1200 Water pollution (Spectrophotometer) council/ Project Sampling and Env. Turbidity Three times a year site mg/l analysis 30 Supervisor 1500 (Spectrophotometer) Sampling and Hydrocarbons Three times a year mg/l analysis 1800 (Spectrophotometer) pH Three times a year pH Meter 6.5-9.2 300 MoRB/ States/ Once in three month project Payams Soil erosion/ for construction Level of erosions Site inspection _ 5000 area environment Sedimentation period al officer/ Contractor
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 85 MoRB/ illness of Once per month for States/ Project Frequency of illness of construction the construction Number of cases Health records - Payams 2000 site construction workers workers period Health officers Percentage of local MoRB/ construction Number of local States/ Project Records, inquiries Employment labourers Three times a year people employed in - Payams N/A site and observation opportunity including the project councils women and youth Number and type of safety equipment such MOE as mask, MoRB/ helmet gloves Project Number of safety Records, inquiries States/ Once a year 3000 Safety and health risks and ear plugs. site measures provided and inspection Payams Health and Council/ sanitation Contractor facilities in camps. Included in the Project Frequency of water Inquiries and Minimum Contractor Water sprinkling Twice a week contract lump Dust site sprinkling observation dust emission sum Project Road signs and site. Zero accident number of Traffic Accidents and sufficient Traffic Road accidents Monthly accidents Records, inquiries against human beings Kidepo number of police/ BOQ and roads signs and inspection / livestock/ Wild valley road signs as Payams Number of animals animals for per design killed/ injured wildlife Number/ types MoE/ Kidepo of animals Ministry of valley Maintained Wildlife movement moving across Twice during Number and type Recording by Ranger Wildlife and at number/type BOQ along migratory road in migration season of animals` Posts Tourism Ranger of movement corridor migratory (MWCT))/ Posts season MoRB
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 86 Operation stage
Responsibi Annual costs Monitoring Sampling Measuremen Target level/ Method lity for estimates Parameter frequency Area t Units Standard monitoring (USD) Twice every month SO2 Project site Detector tubes BOQ for the first two years Contractor MoRB/ Twice every month BoQ NOx Project site Detector tubes WHO/ World States/ for the first two years Bank/ AfDB Payams Air pollution Dust pollution Twice every month Project site Mini-Vol Sampler standards. Council/ BOQ (PM10) for the first two years Env. Twice every month CO2 Project site Detector tubes Supervisor BOQ for the first two years Nitrate Three times a year 30 BOQ Sampling and Lead Three times a year mg/l analysis 0.05 BOQ (Spectrophotometer) Contractor, Sampling and MoRB/ Along major BOQ Sulphate Three times a year Rivers mg/l analysis 600* States/ /streams (AAS) Payams Water pollution Sampling and Council/ and shallow BOQ Turbidity Three times a year wells near mg/l analysis 30 Env. the project (Spectrophotometer) Supervisor sites Sampling and Hydrocarbons Three times a year mg/l analysis BOQ (Spectrophotometer) pH Three times a year pH Meter 6.5-9.2 BOQ MoRB/ Once in three month Level of States/ Soil erosion / erosion for construction project area Site inspection - BOQ erosion Payams Sediment period council
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 87 Road signs Three times a year Project site. and number of Zero accident Traffic Accidents Traffic Road accidents for the project life Kidepo accidents. Records, inquiries and sufficient against human beings police/ BOQ and roads signs span valley for and inspection no of road / livestock/ Wild Payams animals wildlife Number killed/ signs injured MoE/ Number/ type of Ministry of animal moving Number and Maintained Wildlife movement Ranger Recording by Ranger Wildlife and across road in Annually type of number/type Future Budget along migratory Posts Posts Tourism migratory animals` of movement corridor (MWCT))/ season MoRB
Total monitoring costs
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 88 9.4 Institutional arrangements and reporting procedures MoRB, Eastern Equatoria States and Payams, assisted by environment specialists, will be responsible for reviewing civil works contracts in accordance with the ESIA report; coordinating the implementation of the ESMP among the contractors, local environmental authorities (e.g., Ward Development / Gender Committees); monitoring the implementation of the ESMP and the civil works contracts in collaboration with MoE and Payams, States and Bomas; and preparing annual environmental / Social development progress reports. The purpose of environmental and social monitoring is to quantitatively measure the environmental effects of the project. The environmental monitoring program will operate through the preconstruction, construction, and operation phases. It will consist of a number of activities, each with a specific purpose, key indicators, and significance criteria. The monitoring of mitigation measures during design and construction will be carried out by an Environmental/Social Specialist. He/she will conduct mitigation monitoring as part of the regular works inspections. The responsibility for mitigation monitoring during the operation phase will lie with the Environmental Section in MoRB or MoE / States/ Payams and Bomas. MoRB/ States/ Payams council will provide Payams, States and MoE with reports on environmental compliance during implementation as part of their annual progress reports and annual environmental monitoring reports. Depending on the implementation status of environmentally sensitive areas of the project, MoE will perform annual environmental reviews in which environmental concerns raised by the project will be reviewed alongside project implementation.
9.5 Capacity building and Training programmes Inadequate knowledge based and technical manpower in environmental and social impacts, in both the private and public sectors, will hinder the pace of its effective use in projects such as this. The efforts to build capacity in environmental and social impacts amongst people who will be involved with the project in one way or another should go hand-in-hand with awareness-raising amongst decision makers at various levels in the project area, project implementers and stakeholders about its importance, usefulness and value of using this tool to make the project environmentally friendly and cost effective on the environmental grounds in the long run.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 89 10 SUMMARY OF PUBLIC CONSULTATION AND OPTIONS EXPRESSED
Stakeholder consultations are an important element of an ESIA since it ensures that all the Interested and Affected Parties (I&APs) are involved in the project. It also enhances collaboration between the developers and affected people throughout all the phases of a project. This section provides a description of the Stakeholder Engagement Process conducted for the ESIA for the proposed project. The public consultation process in the Imotong and Namurunyang Equatoria States was conducted in accordance with GOSS regulations. The GOSS and AfDB policy and regulatory framework for environmental and social safeguards emphasize the need f or stakeholder participation and involvement in the development process. This document therefore informed the consultation programme designed for this ESIA .
10.1 Public Consultations The EIA team has carried out a public consultation program between April 27, 2 009 and May 16th 2009 to understand the opinions and concerns of the public in the proposed road section from Nadapal to Juba covering including the Torit – Kapoeta section where 9 bridges will be constructed under AfDB funding. Additional fieldtrips were made in April 2013 and May 2016 to update the 2009 information. Recent consultation was aimed to update information and to collect specific data and opinion for Kapoeta-Torit Bridges. The public consultation has been carried out at various sampled points a long the proposed road and bridges project. The consultation focused on the affected people and entities, including schools, residential areas, village committees, township s and government agencies. Public consultation was conducted in major Payams/Bomas w ith an objective of seeking a variety of information about the socio-economic implications of the proposed road upgrading to paved (bitumen) standards. Payams and Bomas included Lopiri, Gikokwe, Olere, Lyangri, Jikokwe, Nhuelere, Kudo, Ebalanyi, Lobira and Korjip. This was done through use of questionnaires, interviews and public meetings/hearings at the commissioner’s office. The ESIA team first briefed members of the public on the project information, such as works description, alignment, possible benefits to people and negative impacts. The focus was placed on the collection of concerns from the roadside residents and organizations .
10.2 Objectives of Public Consultation The overall objective of Public consultation was to disseminate information to interested parties, solicit their views and consult on sensitive issues. Specific objectives included: . To identify community needs and ensure that those needs are documented before the project commences. . To avoid conflicts by addressing issues promptly. . To ensure that any suspicions or uneasiness about the Kapoeta -Torit bridge project are fully addressed. . To avoid misunderstanding about new locations for bridges and realignment of some road sections . To inform communities about and discuss the nature and scale of adverse impacts of the project on their livelihoods in a transparent and direct manner and seek their participation in the project cycle.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 90 . To identify and discuss mitigations of the impacts that may arise from the proposed project for brides. . To give Project Affected People (PAPs) chance to have a say and express their views in the planning and implementation of those aspects of the project that affect them directly. . To obtain qualitative as well as quantitative information on viable income gen eration and livelihood interventions which PAPs could engage themselves in to restore their income and livelihoods in a self-sustaining manner. . To inform local authorities of the impacts, agree on a cut -off date, solicit their views on the project and discuss their share of the responsibility for the smooth functioning of the overall project operations.
10.3 The Stakeholders Primary Stakeholders These include all the Payams, Bomas and business enterprises dotted along the Torit-Kapoeta road that will be directly be affected by the impacts created by the proposed project. Secondary Stakeholders These included all the county government agencies in the Equatorial State and NGOs operating along the Torit-Kapoeta road and adjoining settlements. The main secondary stakeholders could include all of the following depending on how the road segment construction is contracted: . Ministry of Transport, Roads and Bridges: Directorate of Roads and Bridges, representing the Government of South Sudan (GOSS) as the executing agency in charge of sector policy and plans to expand the road network in the country. . Ministry of Environment: The regulatory agency tasked with protecting the environment and avoiding adverse environmental impacts on behalf of society. . The Contracting Agency: this is African Development Bank (AfDB) or Implementers with the association of the Ministry of Roads and Bridges, as the agency responsible for the finance and administration of the road and bridge construction. . The Consulting Engineers or SMEC: Contracted to do assessment of proposed bridges and to produce the basic design documents. . The Construction Company: Being the successful bidders who will carry out the road rehabilitation activities on the road segment in question. . The Supervising Engineers: Working at the behest of the contracting agency, this entity monitors the construction efforts and is responsible for quality control and insuring compliance with standards and specifications. They are also responsible for preparation of regular progress reports which will include the degree to which environmental management expectations and goals have been achieved which are shared with the Ministry of Environment.
In addition to these secondary stakeholders, the environmental guidelines and oversight system takes into account the need and interests of other stakeholders, including the following:
. Representatives of local government at the State, County and Payam level, who have a role in representing the local people living in communities affected by the road
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 91 rehabilitation activities and who should be the vehicle for transmitting messages related to health and safety along newly constructed roads. . The Ministry of Health, whose monitoring services are critical to detecting the spread of infectious diseases, in particular, HIV/AIDS, and who could take an institutional role in HIV/AIDS Awareness and Prevention along the road or bridges system. . The Ministry of Gender, Child and Social Welfare (MGCSW) wh ich has responsibility for enhancing and monitoring gender related issues, in particular overseeing access to employment for women, advising on extramarital affairs, school drop outs and capacity building for local women. . The communities: they are the direct and indirect users who benefit from the services of the improved road network and whose views are generally sought to ratify the social acceptability of the road construction activities.
10.4 Public Participation Process The surroundings of the proposed bridges belong to the communities. Therefore, their participation is useful especially in the gathering of local information regarding land tenure, existence of Cultural Property Resources (CPR) and understanding the likely impacts, determining community and individual preferences, selecting project alternatives and desi gning viable and sustainable mitigation and compensation, if any. Public participation was ensured around the proposed bridges. It involves all communities living in proximity to the bridges. Prior to any consultation process, the ESIA team made an advance visit to Bomas and made arrangements with the Sultan (head of the Boma) and Boma members to ensure that all the relevant parties were well informed in advance of the purpose of the visit and the background information on the road and bridge upgrading process. The participation by the public included door–to-door personal interviews, focus group discussions, and stakeholder’s consultation sessions. In all the public meetings, the following groups were represented: . Payam administrators; . Opinion leaders; . Traditional leaders (e.g. landlords, rain makers); . Youth representatives; . Women representatives; . Traders along the project road; . Community members; . Schools along the project road; and . Public Transport operators Public participation was highly influenced by cultures, educational levels and political consciousness. During all the public meetings, a number of individuals were interviewed to ascertain their responses to specific questions concerning possible socio -economic impacts of the project road during construction and operation. Special attention was drawn to their knowledge of ensuring healthy socio-economic benefits of the project road. The communities identified their needs on the proposed road upgrading project and these included: . The need for government to compel the construction company to consider the locals especially the youth for employment during the project execution; . The need to preserve the mango trees as they are a very important source of livelihood of the local communities
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 92 . The need for the government to evaluate any unforeseen private properties in the project camps, workshop and office sites after the commissioning of the projects. . The need for the government to compensate unforeseen properties which will be affected by the project; . The need for the project not to interfere with any find of sacred trees, shrines and ancestral graves unless accompanied by the required rituals and authority. Contractors should explore own sources of water in particular construction of reliable/ all season boreholes for project use. Contractors should not interfere with limited water supply available for local communities. During the consultative meetings, the communities along the road were very enthusiastic about the upgrading of road infrastructure including bridges. Most of the community members revealed that this is a rare opportunity that will give them a good road for first time in history. They indicated that as a result of the impassable roads during the war period and bad roads during this peace time: they had lost lives due famine and lack of access to medical service s; they had been discouraged from large scale farming due to inadequate marketing opportunities and the presence landmines. They are however being sensitized to go back into large scale f arming after the completion of the demining exercise by the UN. This may take some time but it is expected that the productive youths who migrated to Juba due to rural-urban migration will return once the road upgrading is completed.
10.5 Attitudinal Attributes of the Population along the Proposed infrastructure project Social-economic survey revealed that 66.7% of the respondents identified poor road infrastructure as their major problem and viewed the proposed road /bridges project as a vital step towards the opening up of the area to development and thus a source of economic growth to the marginalized South Sudan. During all the public consultative meetings, this project was unanimously seen by the communities along the road project as the immediate source of employment for the idle local youths and stronger members of the community. It is therefore evidenced that this proposed road project will be a valuable asset to the local communities along the road as a whole.
10.6 Response to Public Concerns The public consultation shows that the local people are very supportive of the Project and want the project to be completed as soon as possible. The people surveyed understood the Project contents well and had most concerns related to the traffic safety. Concerns raised by the affected public have been recorded by the EIA team, and together with the design team responsive mitigation measures have been developed and included in th is report. The following are the major public concerns and responses:
10.6.1 Land Acquisition and Resettlement Land acquisition may be associated with any road project. The roadside residents understand the necessity of land acquisition particularly to those living within and/or on road reserve. If some structures need to be demolished, the compensation house should be of higher quality than the old one and should be provided within the village. If appropriate, a resettlement team need s to be constituted to prepare a project RAP. The team must be comprised of relevant government officials and affected communities.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 93 There is a need to safeguard the public interest based on the national laws and applicable AfDB policies. Every effort will be made to ensure that the compensation will be distributed to the affected public in the most efficient way possible.
10.6.2 Compensation Since land is communally owned, the compensation for acquired land either for the road/ bridge sites or quarries should be two-fold. Individual members’ compensation should be limited to the private structures and crops at the market replacement cost. The communities should be compensated for land in the form of construction of schools, hospitals, boreholes and other social infrastructures to be agreed in the RAP.
10.6.3 Employment of Local Labour Force The public and government wanted the project to employ local labour so that they could have more income opportunities from the project construction and operation. The ESIA team has transferred the requirements by the public to the government/construction company to give full considerations of employing labour (men and women) from local sources. The locals can be used for semiskilled and unskilled labour and after training for jobs requiring more skills.
10.6.4 Siting of Borrow Pits and Quarries The quarries and borrow pits should not be sited on farmland/grazing land. The sites of deposit and borrow pits will be carefully selected during the construction phase to avoid occupying farmland/grazing land. Soil conservation and restoration will be carried out immediately after the construction by the contractor according to contractual provisions after the soil borrowing operation is completed. Landscaping of these sites was proposed from the consultation. It was suggested that the quarry/borrow site may be filled up with topso il or be carefully converted to watering point for animals/water pans at the end of the project.
10.6.5 Noise and Safety Impact The public is concerned that construction activities near schools, hospitals and villages could cause noise disturbance. Increased traffic on the upgraded road during the construction and operation could be a safety concern particularly to school children. Therefore, local Counties will carry out an environmental monitoring program during the construction and operation phases. The ESIA team has worked with the design te am to develop mitigation measures against noise. Warning signs will be erected on construction sites.
10.6.6 Traffic Blocking The public is concerned that construction activities could close the roads and impede the traffic. As a result of this, diversion routes will be opened in areas where construction activities will be carried. On the other hand Warning signs like "construction ahead, reduce speed, deviation ahead” among others will be installed by contractors on their road section . A staff member will be designated by the contractor to guide traffic when necessary.
10.6.7 General Security Since the area covering the project is prone to insecurity, the local administrations at both County and Payam level should be directly involved in security issues concerning the sections of the road project within their local boundaries. The ESMP will provide specific recommendations to protect
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 94 the health and safety of the communities along the road, the health and safety clause will be part of the civil works contract.
10.6.8 Movement of Site Workers The movement of site workers and their interaction with local communities should be restricted by the contractor in order to avoid insecurity and to control and minimize AIDS transmission during the construction period.
10.6.9 Cultural Heritage The cultural heritages of the people need to be considered and preserved where possible. Concerns were raised in case of any graveyards being found in a settlement. The affected people must be consulted on the way forward and where necessary be allowed to perfo rm some cleansing rituals according to their beliefs.
10.6.10 Security of the Workers and Materials Concerns were raised on general security from the beginning to the completion of the project. It was noted with a lot of concern that the general security along Tor it – Kapoeta road is poor. Therefore, security of the workers needs to be provided from the beginning to the end of the project. If possible, full time security personnel need to be attached to the project.
10.6.11 Information Disclosure This Environmental and Social Impact Assessment and the Environment and Social Management Plan reports will be disclosed to the public once completed. In view of the difficulties in distribution of information in such region between Torit and Kapoeta, the ESIA team carefully proposes the means for information disclosure. The team proposes that once finalized and approved the report be distributed to the relevant government offices that are located within the project site; at the Commissioners’ offices in different counties for publi c review and reference.
10.7 Concerns and Issues Response Form as captured during the 2016 review A summary of important issues mentioned by consulted executives during the review period and response from the developer is provided Table 10-1.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 95 Table 10-1: Concerns mentioned by specific stakeholders and response from developer
Name Concern or issued raised Response from MoRB - Some proposed roads not directly serving the community, section of population cut off from designed route H. Exc. Nartisio Loluke - People not consulted about Manis, Governor diversions. Imatong State - There is high cultural sensitivity in the project area. Hon Betty Smoya - Interaction with women is a Angasi sensitive issue in the community. Client will review design Project workers should keep away to ensure project benefits Minister Physical from women. 1 the community. Infrastructure Roads - Government will provide security to and bridges - Eastern workers. Equatoria State (E.E.S) - Office and residential accommodation available. Ben Mohamed Ophedes - Kidepo valley is potential for Ag. /D.G Transport agricultural development. Roads and Bridges, E.E - Kapoeta is a good source of meat. State - Road and Bridge project will generate revenue for GOSS. - Name all road junctions to the settlements
Eng. Michael Thon - Ministry of - 5 Bridges are on new alignments 4 Infrastructure Roads while 5 are on the original route. and Bridges
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 96 Name Concern or issued raised Response from MoRB - People consulted about the road project through workshops and meetings. - Project risk increased spread of communicable diseases e.g. HIV/AIDS. - Alcohol drinking should not be allowed in camps. - Risk of haphazard waste disposal - Ensure adequate and clean sanitary facilities in camps/ offices. - Control smoke emission from Martin Koce Moyi vehicles and equipment. - Director of - Provide sufficient potable water in Accommodate workers 5 Environment Ministry camps. away from community. of Health, EES - Draft Bill of Environmental - Director of Gender EES Protection at final stages of approval. - Sex with underage (below 18yrs) and school girls is forbidden. - Involve local elders and Chiefs in resolving social disputes. - Provision of PPEs to workers. - Risk of air pollution at work sites. - Gender equality is well practiced in the EES, there are women heads of Households. Women hold high posts e.g. Paramount Chief, Deputy Governor and Executive committees. - The project may affect women; they fetch water away from homes. Will put HIV/AIDS - Pay compensation for damaged intervention in ESMP properties and affected land. Collaborate with - Influx of workers will affect women community leaders on Rev. Johnson Sebit and spoil girls. employment. Ministry of Education, - Risk of HIV/AIDS prevalence Will encourage women’s Gender, Child and Social - Project should improve women’s employment. 6 welfare. livelihoods through employment. - Women will be food vendors. Workers/ labour Mr. Guma Pail Miela - Involve Women Associations in management. - Ag. D/A/F EES awareness creation. Respect employment - Risk of increased school dropout, laws. which is common in Torit. Work closely with LGAs - Incoming work force may change local attitude. - Involve MoGSW in social mitigations
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 97 Name Concern or issued raised Response from MoRB - The Bill on Environmental Protection is at final stage in the Ministry of Joseph Africano Bartel. The Project Developer will Justice. liaise with Wildlife - Some proposed road works not Undersecretary Ministry to control impact 7 direct in populated areas Ministry of on wildlife around Kidepo - Kidepo valley is sensitive because of Environment Bridge. wildlife values. - Technical Environmental team will review the ESIA report. - Project may impact cultural and ethnic groups - The project caused major road realignment e.g. at CAMP 15. - Construction of Kidepo Bridge may affect wildlife. - Need for 2-wildlife posts to manage effect on wildlife. - Dialogue and education is important to mitigate social impacts. ESIA reports should - Employment for local people identify impacts and important. propose mitigations on - Ensure gender equality in sanitary cultural and ethic values. Eng. James Alam facilities. The road project is Ministry of Roads and - Project should benefit local women designed as Highway thus Bridges e.g. water supply. diversions are inevitable - Torit – Kapoeta section has water Construction of access scarcity. roads from affected - Borrow pits and quarry sites will be settlements to new available at free cost. alignments. - Royalties can be paid for borrow pits and Quarry sites. - Land in the area is owned by Community and local Chiefs they give it free of charge for government use. - There is no compensation for vacant land. - RoW of roads is about 120m according to existing old schedule.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 98 11 ENVIRONMENTAL MONITORING AND MANAGEMENT PLAN
11.1 Environmental and Social Management Plan The Environmental and Social Management Plan (ESMP) presents the implementation schedule of the proposed mitigation measures to both environme ntal and social impacts. For the proposed construction project for bridges, the ESMP for bridges is presented in Table 11-1. The ESMP also includes the associated environmental costs needed to implement the recommended mitigation measures. The engineering designs have already included some of the mitigation measur es recommended in this report. Additional recommendations are provided in the ESMP to enable the proposed facilities to be more environmentally friendly. The implementation steps will involve the contractor, MoRB, the Resident or Supervising Engineer, Stat es, Payams, road users and the local communities at large.
11.2 Environmental Monitoring According to the national EIA guidelines, the developer is required to prepare and undertake a monitoring plan and regular auditing. Monitoring is needed to check if and t o what extent the identified severe impacts are mitigated, benefits enhanced and unforeseen impacts/ problems are addressed. Recommendations for monitoring have been included in the ESMP. In addition, the ESMP has provided responsibilities for monitoring a ctivities. The local government or administration in particular Payams, Environmental/ Forest Officers and relevant committees will participate in the monitoring.
11.3 Implementation of the ESMP The environmental measures shall be included in the engineering d esign and will be attached to the Contract Documents. The Contractor shall take stock of the contents of the Environmental and Social Impact Assessment Statement of the Project. A competent environmentalist shall be appointed to assist the Resident Engineer to make sure that the environmental measures recommended in this report are reviewed before construction starts. He or she must be familiar with environmental impacts and mitig ations. He/ she shall liaise with the relevant public agencies or reputable Non-Governmental Organizations (NGOs) and will carry out the training scheme associated with this assignment.
11.4 Personnel and training The Environmental expert for the proposed bridges project and the supervision team will conduct on-job training of relevant Payams staff who will participate in the implementation of ESMP. This will strengthen their performance in participating in the implementation of the Action Plans (AP). The developer should commit and set aside a sufficient budget for this undertaking. The Payams Environmental Officer or outsourced Environmental Expert will design and deliver the environmental training packages.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 99 Table 11-1: Environmental Management Plan for Bridges Project.
Environmental Impact Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing / Issue for Implementation pa.
Pre-construction phase
Inform communities about schedule of works. Facilitate and support the creation of local Before the commencement of Contractor, Supervisor, MoRB Part of contractor’s budget Community Consultation committees on the following; construction Payams, Bomas, Contractor Health HIV/AIDS matters Local Employment Complete land acquisition for Camps, bridge approaches, detour roads, Before the commencement of Contractor, Supervisor, MoRB, Contractor’s budget Workshops, offices and entitlement construction Payams Council, Contractor framework Land acquisition and Replace land by land or pay cash relocation of houses according to the priority of the community Before of construction in terms of social services. Before the commencement of Provide a list of affected property owners Contractor, Payams Engineer Contractor’s budget construction
Clearances, Approvals Outsource materials from government Before the commencement of Contractor Contractor’s budget and Permits for quarries approved quarries and sand sources. construction and borrow pits
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 100 Environmental Impact Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing / Issue for Implementation pa.
Obtain consent for borrow pit operation from the government with prior approval of the rehabilitation proposal of the borrow Before the commencement of areas from the Supervisor Contractor Contractor’s budget construction Permits to clear vegetation at new alignments (Atiro, Locheriatum and Idolu Bridges)
Implementation of Contractor to prepare a revised Before commencement of Contractor/ Hired Environmental Environmental Management Plan and Contractor’s budget construction Environmentalist Management submit to supervising Engineer. Requirements Preparation of a Health and Safety Plan for workers and impacted communities addressing issues including: Induction of Health/HIV/AIDs committee Ministry of Health (MoH), on HIV/AIDS matters MoRB. Before commencement of Health (HIV/AIDS) and Measures to prevent the spread of Contractor, Payams HIV/AIDS BOQ construction Safety Issues HIV/AIDS such as free condoms Control Department, CBOs, Education of workers and impacted Payams Medical Officer. communities Provision of safety equipment (PPEs) for workers Prepare protocol for landmine risks. Recruit landmines clearing team Throughout the pre- MoRB/ Security Departments/ BoQ Landmines threats Identification and marking of landmine construction phase. Communities hotspots.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 101 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Construction Phase Before clearing the Supervising Engineer, Education about hazards of vegetation at working Contractor, Payams BoQ wildfires. sites Engineer Protection of Carry out rehabilitation of disturbed sites by tree planting or landscape and natural Supervising Engineer, revegetation. Towards the end of the vegetation. Contractor, Payams BoQ Planting of shade trees alongside construction period Engineer old road sections (Atiro, Locheriatum and Idolu Bridges) Prepare traffic management plan Construct or erect speed limit signs, bumps, and signboards in sensitive Contractor Traffic accidents and areas. Traffic police, community. interference to Quarterly BoQ traffic/ pedestrians Carry out awareness raising about movement risk and effects of traffic accidents for road users (motorists and cattle herders)
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 102 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Construction of 2 Ranger posts Construction of steel gates. Equipment of ranger posts with improved communication equipment. Awareness about wildlife protection; First 2 months MoRB and MoWT BOQ Wildlife protection illegal hunting and sale of game products.
Manage wildlife migratory corridor in Kidepo valley
Proper handling of potential sources of hydrocarbon pollution
Train work crews about safe handling of hydrocarbons.
Locate camps away from waterways Prior to commencement Pollution of surface Contractor BoQ water by waste water (>100 m). of construction
Provision of sufficient sanitation facilities.
Avoid use of herbicides in clearing vegetation.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 103 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Prepare detailed environmental plans for camps and other work sites, indicating safe disposal of all wastes, leakage of polluting Contractor/ Supervision Throughout construction BoQ materials. Engineer Worker’s Camp/ Approval of layout plans by MoRB / Office camps Environmental Officers (State, Payams).
Restoration of natural environment Last month of at camps/ officers, borrow pits and 1,750 construction phase quarries
Compliance with occupational health standards (SHE) Provide sufficient Personal Contractor/ Supervision Occupational health Quarterly 2,200 and safety. Protective Equipment (PPE). Engineer Compliance with best engineering standards/ contractual standards.
Safeguard to local Educate communities about project Contractor, Payams, employment for plans and involve them in the site Every 6months Community Development Contractor’s budget women and men and construction planning process. Officers/M0GCSW
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 104 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Liaise with communities regarding training and employment. Inform communities about employment and labour opportunities, especially for women Prior to commencement and youth. MoRB/ MGCSW/ Local of, and throughout Contractor’s budget Appoint community liaison persons. governments, NGOS construction Provide terminal pay to the workers on time Establish and promote village banks Education about job loss at the end of project phase. Skills improvement and on job Contractor, Supervision Training programs to locals for re- Every 6 Months Engineer. employment in other projects. MoRB, Contractors. Comply with labour laws to avert MGCSW, Ministry of school absenteeism/ drop outs for Every 6 Months Contractor’s budget Education, Counties, girls and under- age employment Payams and Bomas. Involve local leaders in the selection of sites for camps to avoid Every recruitment of extramarital affairs. MGCSW, Contractors, skilled and unskilled Contractor’s budget Ensure workers act in a responsible Counties, Payams & Bomas labour manner towards local people, culture and local resources/ services.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 105 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Careful design to minimise Prior to construction Contractor, MoE, Ministry Contractor’s budget / Damage to individual relocation and damage to phase of Lands, Design Engineer, (BoQ) properties (trees, structures. Payams and Bomas crops) Make agreements with property owners about the affected properties. Pay compensation for crops/property removed/ destroyed by deviations on inhabited land. Pay compensation according to tree/ crops in respect to rates provided by Ministry of Agriculture and Forestry, if required. Use the services of GoSS to value properties
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 106 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Locate, peg and seek approval from Throughout construction Contractor, Supervisor/ Contractor’s budget Workforce Camps the Supervisor for office, workshop States & Payam Engineers and camp sites.
Inspect and approve all correctly located camp sites.
Provide and maintain sufficient safe drinking water, worker’s health check up, and sewage and waste disposal facilities at the camps.
Recycle or properly dispose of solid waste.
Construct shelters for women food venders.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 107 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Sprinkle or cover vehicles delivering materials
Sprinkling or irrigation of loose material near villages/houses.
Regular maintenance or servicing of Beginning with and Contractor/ Supervision Pollution by dust and vehicles and equipment to control continuing throughout 1,750 Engineer emissions emissions. construction
Provision of face masks
Control dust associated with long distance transportation of steel beams and cement for bridges.
Education and awareness creation.
Warning signs about haphazard Supervising Engineer, Management of solid Construction phase 500 waste disposal of waste e.g. plastics Contractor.
Provision of dustbins,
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 108 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Establish coordination with stakeholders (State, Payams, NGOs) about HIV/AIDS mitigations
Hire NGOs or competent persons to carry out an awareness campaign. Contractor, Payams Periodically during the HIV/AIDS Control 3,000 HIV/AIDS and STI Educate workers about HIV/AIDS construction Department, CBOs and distribute condoms.
Prepare and distribute information to workers and villagers.
Distribute condoms Education and awareness about Pollution by solid hazards of solid waste. Contractor/ Supervision Construction phase waste and Engineer hydrocarbons Provision of sufficient garbage skips
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 109 Prepare protocol for landmine risks.
Recruit landmines clearing team
Identification and marking of landmine hotspots.
Assist reclamation of land affected by landmines so people can work on farms outside road away from the road project. Landmines threats Monthly GoSS/ MoRB, Contractor BOQ Educate workers about landmine risks.
Training for land mine team
Surveying, marking and approval of sites before work starts.
Openness and sharing of security information across sub-project and workers camp.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 110 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Capacity building/ training for community leaders
Socio-economic Establishment / support of micro MoRB, Contractors. support to affected credit facilities for women. Every 6 months MGCSW, Counties, Payams BOQ communities and Bomas. Provision of Water supply e.g. boreholes local community.
Construction of access roads to settlements affected by road diversion at bridges locations.
Loss of transport Construct short cut / access roads Last Quarter of service due to road between New bridge sites and MoRB/ Contractor BoQ construction phase diversion/ affected settlement. These could be realignment murram roads.
At major diversions e.g. , Locheriatum Bridge
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 111 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Collaboration with community leaders/ chiefs on issues of social interaction.
Establish camps away from communities. MoRB, Contractors. Culture and social Quarterly MGCSW, Counties, Payams BOQ interactions Employ community liaison person; and Bomas.
Stop work and report to authority in case of any find of cultural property Resource (CPR) e.g. artefacts and graveyards Operational Phase Bridges will require periodic maintenance e.g. removal of debris and vegetation clearance along RoW. Management plan for As required during MoRB, Payams Engineer, Payams budget maintenance of Prevent Climate change by operations MoRB bridges monitoring land use in the upper catchment areas. For example deforestation, overgrazing and soil erosion.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 112 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Monitoring of wildlife deaths by traffic accidents around Ranger posts.
Monitoring of any effect on wildlife migration along corridor. MoE/ MWT/ Kidepo Game Distribute awareness creation Every 5 years GoSS budget Wildlife protection Reserve, Traffic police material
Construct bumps to limit speed if shown to be necessary.
Install speed warning signs for motorists across Kidepo valley
Establish site revegetation plan. Immediately following Contractor, Supervisor, completion of Payams Engineer/ Part of contract Site decommissioning Involve local people in the provision construction work Environmental Officer of native plants for revegetation.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 113 Environmental Organization Responsible Estimated Cost (USD)/ Mitigation Measures Timing Impact / Issue for Implementation pa. Rehabilitate ancillary sites such as borrow areas, campsites, material storage sites with a cover crop and Environmental permanent vegetation as Within 1 month of final Contractor, Supervisor, rehabilitation for appropriate. BOQ borrow pits, quarry use of the ancillary sites Payams Engineer sites etc. Removal of structures, refuse, stockpiles and other temporary features.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 114 11.5 Institutional Responsibilities The institutional responsibilities for implementing mitigation measures and for monitoring various Environmental and socio-economic issues have been indicated in Error! Reference source not found.. During the Defects Liability Period the contractor will ensure that the bridges are completely serviceable, which entails ensuring optimal performance of all structures. During construction, the Supervising Engineer and Contractor will be responsible for implementing all the proposed mitigation measures. However, MoRB will assume the overall role of ensuring that proposed mitigation measures are implemented according to ESIA recommendations. Subsequent to the Defects Liability Period, responsibility for the maintenance of the project road will lie with MoRB. Therefore, certain parameters such as water flow across bridges and environmental restoration of camps and borrow pit/ quarry sites can be monitored by Equatoria States of Imatong and counties or Payams. This will take place during routine or periodic maintenance, or when carrying out annual maintenance and needs assessments.
11.6 Capacity Building The effective implementation of the Environmental Management Plan of this project will require capacity and awareness building. While the GoRSS through the MoRB must ensure that capacity and awareness creation, mitigation measures and monitoring concerns are implemented, actual training activities will be the responsibility of the Supervising Engineer, who may outsource the service of external consultants to carry out the trainin g component. The objectives of training will be: a) To develop awareness and capacity of State and Local government Engineers to integrate environmental issues into construction, operation and maintenance of bridges/road infrastructures. b) To create awareness and understanding of the environmental legal framework pertaining to roads. c) To develop skills for: i. Identification and assessment of environmental impacts of bridge projects. ii. Incorporation of mitigation measures at all stages of bridge development. iii. Reviewing ESIA reports and incorporating measures into the decision making process. Capacity building can be achieved by targeting specific groups for the necessary training. These target groups can be divided into five:
a) Group A Road Workers: This group consists of Engineers (Resident, County/State and Project) Contractors, Supervisors, Site Agents, Site Managers and the MoRB. These are the top management staff concerned with construction and maintenance of bridges and roads. b) Group B Road/ Bridge Workers: This group is comprised of foremen, headmen, skilled and unskilled labourers. c) Group C Road Users: This group is made up of people who use the road, including bridge infrastructure as an important part of their livelihood. They may include Truck Drivers Association, Public Service Vehicle drivers and Drivers Associations. d) Group D Road Users: this includes pedestrians and Non-Motorised Traffic and cattle herders. e) Group E Project Affected People (PAP): Business people including farmers. These people have businesses (kiosks, offices, schools among others) that can potentially be affected by the road/
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 115 bridges, or they live by the road. Any bridge damage or flooding thus severing of transport will affect them significantly.
11.7 Chance finds procedures The ESMP should address procedures to be followed in case any Cultural Property Resource (CPR) is found. CPRs will include historical and archaeological objects or sites, graveyards and artefact material. The contractor should follow the following steps . In case of any finding of artefacts or historical articles, works should cease and not restart without approval from the Antiquities Department. . Delineate the discovered site or area; . Secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive remains, a night guard shall be arranged until the CPR has been removed. . Notify the supervisory Project Environmental Officer and Project Engineer who in turn will immediately notify the responsible local authorities or relevant Ministry; . This would require a preliminary evaluation of the findings to be performed by the archaeologists from the relevant Ministry. . The significance and importance of the findings should be assessed according to the various criteria relevant to cultural heritage, namely the aesthetic, historic, scientific or research, social and economic values . Decision on how to handle the finding shall be taken by the responsible authorities and relevant Ministry. This could include changes in the site layout. . Implementation for the decision made by authority regarding the management of the finding shall be communicated in writing by relevant local authorities. . Construction work may resume only after permission is given from the responsible local authorities or the relevant Ministry concerning safeguarding of the heritage
11.8 Reporting Progress Reports should be prepared which summarize the results of all monitoring. The reports will give monitoring data in a standard format. Reports should emphasize any significant violations of contract provisions by the contractor or any failure to im plement requirements of the ESMP. Any significant incidents of environmental contamination should be summarized, along with actions taken to mitigate these and to prevent a recurrence. Progress Reports should be submitted to MoRB and MoE.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 116 12 CONCLUSION
The findings of the Environmental and Social Impact Assessment (ESIA) study indicate that, overall, the net socioeconomic benefits of constructing nine new bridges between Torit and Kapoeta far outweigh the limited and site specific social and environmental costs. Today, the bridges are in a dire state of dilapidation. It is anticipated that in the long term there will be considerable economic benefit accruing to the areas of influence of the nine bridge project due to stimulated economic and social activities and improved traffic flow. In this project the environment at bridge sites and approach road sections have been considerably altered during the past wars in South Sudan. This resulted in complete neglect and deterioration of the structures along Torit –Kapoeta section. Additional disturbances due to construction will therefore be relatively minor. The implementation of the project at the chosen sites will cause some impacts, all of which are small and of no further relevance. Furthermore, some of them can be reduced by applying proper mitigation measures and practical environmental practices as proposed in the Mitigation Chapter. In addition, the ESIA process has indicated that local communities and other stakehold ers are very positive about the proposed project and its immediate implementation in the project area is most welcome. Indeed the people feel that the project will solve many problems, including transport, livelihood improvement, trade and commerce within South Sudan and in neighbouring regions. The environmental sustainability of the investment project in the Eastern Equatoria States of Imatong and Namurunyang, as in many other Counties and Payams of South Sudan, is highly dependent on the institutional capability at all levels (i.e. training and provision of support to relevant socio-economic services) to implement the proposed activities in the ESMP. In view of this, a focused training programme coupled with good institutional organisation, enhancemen t of gender issues and coordination will substantially enhance the capacity to implement the ESMP.
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 117 APPENDIX A LIST OF STAKEHOLDERS CONSULTED
Contact Name Title H. Exc. Nartisio Loluke Governor Imatong State 1 Manis Hon Betty Smoya Minister Physical Infrastructure Roads and bridges - Eastern 2 Angasi Equatoria State (E.E.S) Ben Mohamed Ag. /D.G Transport Roads and Bridges ,E.E State 3 Ophedes 4 Eng. Michael Thon Ministry of Infrastructure Roads and Bridges 0955368494 5 Martin Koce Moyi Director of Environment Ministry of Health, EES 0956681713 6 Rev. Johnson Sebit Director of Gender EES 0955137927 7 Mr. Guma Pail Miela Ag. D/A/F EES 0955582553 8 Eng. James Alam Ministry of Roads and Bridges 0926616926 9 Eng. Adust Modit Ministry of Roads and Bridges 0955582553 10 Mr Joseph A. Bartel Undersecretary, Ministry of Environment
150616 | ESIA Report – Construction of Nine Bridges between Torit and Kapoeta | June 2016 Page 118 APPENDIX B REFERENCES
1. SSCCSE 2006. Southern Sudan Livelihoods Profiles-January 2006. South Sudan Center for Census, Statistics and Evaluation (SSCCSE) with the joint support of Save the Children UK and the USAID-funded Famine Early Warning Systems Network (FEWS NET) under the Livelihoods Analysis Forum, Rumbek, pp.- 67. 2. The Government of Southern Sudan, Laws of Southern Sudan; Land Act 2009 3. The Government of Southern Sudan, Ministry of Agriculture and Forestry; Forest Policy Framework. Submitted to Southern Sudan Legislative Assembly (SSLA) 10th October 2007. 4. The Government of Southern Sudan, Ministry of Energy and Mining; The Mines and Quarries Act 1972 5. The Government of Southern Sudan, Ministry of Water and Irrigation; Water Policy November 2007. 6. The World Bank, 1996: Environmental Assessment Sourcebook Update Number 17 – Analysis of Alternatives in Environmental Assessment. 7. The World Bank, April 1993, Environmental Assessment Sourcebook Update Number 1 – The World Bank and Environmental Assessment: 8. The World Bank, April 1993, Environmental Assessment Sourcebook Update Number 2 – Environmental Screening. 9. The World Bank, December 1996, Environmental Assessment Sourcebook Update Number 16 – Challenges of Managing the EA Process. 10. The World Bank, January, 1999 Environmental Management Plan - Operational Manual - O.P. 4.01 - Annex C 11. The World Bank, October, 1993, Environmental Assessment Sourcebook Update, Number 5 - Public Involvement in Environmental Assessment; Requirements, Opportunities and issues. 12. The World Bank, September, 1994, Environmental Assessment Sourcebook Update, Number 8 - Cultural Heritage in Environmental Assessment. 13. UNEP, 1996 - Register of International Treaties and other Agreements in the Field of the Environment. 14. Upgrading of Kaya- Yei- Juba Road From Gravel to Paved Bitumen Standards; Feasibility Studies, Detailed Engineering Design Preparation of Bidding Documents, Cost Estimates and Pre Contract Services; Social impact Assessment 2008. 15. USAID/SUDAN, 2006: Sudan Transitional Environment Program; Programmatic Environmental Assessment (PEA) of Road Rehabilitation Activities in Southern Sudan; Final report. A Publication of USAID/SUDAN.
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