- ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-t * FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA
E698 V. 1 Public Disclosure Authorized February 2003
ETHIOPIAN ROADS AUTHORITY
Public Disclosure Authorized ROAD SECTOR DEVELOPMENT PROGRAM SUPPORT PROJECTS - PHASE II
ENVIRONMENTAL IMPACT ASSESSMENT FINAL REPORT Public Disclosure Authorized
submitted by AFRICON INTERNATIONAL (SOUTH AFRICA) Public Disclosure Authorized 5 AM (: >: .MI
FEBRUARY 2001 L 17
13/02 '03 THU 19:40 FAX 514866 ERA GM OFFICE _ E00.
~~~~~~~~~~~QC
Mr. Serigne Omar Fye Sr. Environmental Specialist AFTES ., Washington DCf'
Fax:- 202 -473 - 8185 202 - 473 - 8326 , * _ C. 1 :; .V_ . . FILE (Colalp. &,Fnam;e Cr*/rURIIF LS o . ::
e-mail: [email protected] E - ) [email protected]
Subject:* Ethiopla - RSDPSP 11 Road. - Response to Bank Recommended Action for Disc osure
Dear Sirs;
We refer to the e-mail transmitted to us regarding the subject matter on February 12/2003 by Dr. John Riversion, Lead Highway Engine er attaching the comments from the Bank's Safeguards Unit for Disclosure.
We really appreciate for the useful and timely comme nts forwarded by the Africa Safeguards Unit which will help us in the finaliza' ion of the EA reports for disclosure as planned. It should be recalled that we have already publicised the findings of the EA report through different local ne /vspapers. We have kept each Administrative Councils influenced by the proje t roads fully informed. We will again disclose the revised version including i route map and a clear environmental impact management plan that incorpor ites your comments.
As you are well aware these project roads have passed through different phases of studies such as detailed feasibility, design, environmnental impact assessment, design review. and recently the Resettlement Action 'lan (RAP) preparation. In all these stages, environmental issues are carefully e nd adequately treated. All important aspects have been incorporated into the de sign review and RAP.
During construction, we will still be committed to IcDk closely and advise the construction team on what further protection is called for. Particularly if there 13/02 03 TU 19:41 FAX 514868 ERA GM OFUCE _ _ -u
are sensitive habitats or species that may require the realignment of the road or other construction mitigation measures.
We, therefore, hereby express our commitment to implementing the results of EA and submit all associated reports to your good cfFice for final review and clearance for disclosure. Please note that the locat on map, revised pages of the EA report and a brief text are attached to his letter. The detailed Resettlement Action Plan and the revised full eport incorporating your comments will be emailed shortly.
Sincerely yours,
eM~OA1qA? TOADS WTRO'R RSDPSP II Roads: Incorporation of Bank Recommended Actions for Disclosure of the Environmental Impact Assessment Final Report
1. BACKGROUND
Under the Road Sector Development Program Support Project Phase II, Africon of South Africa was appointed by the Ethiopian Roads Authority to undertake Environmental Impact Assessment (EIA) studies for seven roads proposed for upgrading and rehabilitation by the World Bank. The Consultant had identified several macro & micro impacts and the corresponding mitigation measures.
The road projects include: (1) Nekempte-Assosa (347 km), (2) Nazareth- Dodola/Shashamane-Goba (397 km), (3) Woreta - Woldiya (300 km), (4) Adigrat-Adi Abun (108 km), (5) Dera-Mechara (240 km), (6) Gondar-Mereb River (424 km), and (7) Dembi-Gambella (237 km). After the detailed feasibility study only the first 127 km of the Nekempte-Assosa (Nekempte- Mekenajo section), the whole routes of Woreta-Woldiya, Nazareth-Goba and Dera-Mechara and a section of Gondar-Mereb River (Shire-Adwa-83 km) became feasible whilst the Dembi-Gambella road exhibited a lower rate of return. As a result the fourth road project is changed to Adigrat-Shire, taking the Shire-Adwa (83 km) section that was originally studied under the Gondar-Mereb River road project.
Following the feasibility and EIA studies, the first five economically feasible road projects were selected for which the design review was undertaken by different consultants with close supervision of the Ethiopian Roads Authority and the Bank's project team.
The aim of the design review assessment was to incorporate the findings of ETA and feasibility study consultants. The Resettlement Action Plan (RAP) study is currently underway by two local consultants namely Abay Engineering and PANAF Consult plc and the draft final report has recently been submitted to the Bank for review and comment. Resettlement and land acquisition is being addressed as part of this study, which includes the location of property likely to be affected, compensation/mitigation measures and the associated costs.
Due to the reduced IDA allocation to a possible Grant Funding of US 120 million, it is further proposed to include only sections of the first five road projects under APL 1 program.
1 The Relationship between EA, Proposed RSDPSP II and APL 1 Projects are shown as follows (the difference in length between EIA and Feasibility consultants are observed).
No Original EA Roads Feasible Roads/Sections APL 1 Roads
Projects Length Projects Length Projects Length (in km) 1 Adigrat- Adi Abun/Adwa 192 Adigrat Adwa 108.87 Adigrat -Adwa 108 2 Woreta -Woldiya 300 Woreta - Woldiya 295 Woreta - Gob Gob 99 3 Nekempte -Assosa 347 Nekempte Mekenajo 127 Nekempte - Mekenajo 127 4 Nazareth - Dodola and 395 Nazareth - Dodola & 395 Nazareth - Assela 79 Shashamane - Goba Shashamane - Goba 5 Dera - Mechara 237 Dera - Mechara 237 Dera - Magna 119 6 Dembi - Gambella 237 I . 7 Gondar- Mereb River 424 Shire-Adwa 83.14 1 1
Existing S e and Pr posed Work No. Proposed RSDPSP II Length Location/R Existing Surface Proposed Work (APL 1 Projects) (Km) egion Type 1 Adigrat - Adwa 108 Tigray Gravel Asphalt 2 Woreta - Gob Gob 99 Amhara Gravel Asphalt 3 Nekempte - Mekenajo 126 Oromiya Gravel Asphalt 4 Nazareth - Assela 79 Oromiya Asphalt Asphalt 5 Dera - Magna 119 Oromiya Earth/Rural Gravel
2. ENVIRONMENTAL MANAGEMENT PLAN FOR RSDP II ROAD PROJECTS
The preparation of the Environtnental Management Plan (EMP) is based on the identified environmental and social impact due to the project roads. The EMP is a flexible program that can reasonably be adapted as unanticipated situations emerge during design, construction or operation phase of the projects. During the implementation of the EMP, several parties will be involved to ensure its success each of them playing their part either solely or in conjunction with others as the case may be.
The following table shows stakeholders that are responsible for each environmental or social impact. The impacts are classified as positive and negative macro impacts.
2 Positive Macro Environmental Impacts and Responsibility for Implementation of Mlitigation Measures
No. Positive Macro Responsibilit for Implementation of Mitigation Measures Environmental Impacts Consultant Contractor Client Others No Action required 1 Increased accessibility and trafficability. X 2 Reduced traveling times & VOCs X 3 Increased safety aspects X 4 Creation of job opportunities X X 5 Access to health and educational facilities X 6 Reduction of dust X 7 Economic factors X
Negative Macro Impacts and Responsibility for Execution of Mitigation Measures
No. Negative Macro Impacts Responsibilit for Execution of Mitigation Measures Consultant Contractor Client Others No Action required 1 Resettlement of people X X X 2 Unsustainable job opportunities X X 3 Social Implications X X X 4 Health issues X X X 5 Compensation for loss of produce or land X X X 6 Soil Erosion X X 7 Change in water regime X X 8 Noise levels X 9 Water for Construction X X 10 Construction Camp sites X X 11 Quarry& Borrow pits X X 12 Exhaust Emnissions X ROAD SECTOR DEVELOPMENT PROGRAM SUPPORT PROJECT (PHASE Il - APL 1 PROJECTS) LOCATION MAP ERITERA
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/\/ INTERNATIONAL BOUNDAY 100 0 100 200 Kilometers ETHIOPIAN ROADS AUTHORITY ROAD SECTOR DEVELOPMENT PROGRAM SUPPORT PROJECTS PHASE 11 ENVIRONMENTAL IMPACT ASSESSMENT: FINAL REPORT
TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY 4 1.0 INTRODUCTION 6 2.0 BACKGROUND 7 3.0 DESCRIPTION OF INDIVIDUAL ROADS 7 3.1 NEKEMPTE - ASSOSA ROAD (SECTION A) 7 3.2 DEMBI - GAMBELA ROAD ( SECTION B ) 8 3.3 NAZARETH - DODOLA AND SHASHEMENE - GOBA ROAD ( SECTION C) 8 3.4 WORETA - WOLDIYA ROAD ( SECTION D ) 8 3.5 GONDAR - MEREB RIVER ROAD ( SECTION E) 9 3.6 ADIGRAT - ADI ABUN ROAD (SECTION F) 9 3.7 DERA - MECHARA ROAD ( SECTION G) 9 4.0 PROJECT METHODOLOGY 9 5.0 GENERIC ENVIRONMENTAL IMPACT ANALYSIS 11 5.1 MACRO ENVIRONMENTAL IMPACTS IDENTIFIED 11 5.2 MICRO ENVIRONMENTAL IMPACTS IDENTIFIED 20 6.0 IMPACT MITIGATION 22 7.0 ENVIRONMENTAL IMPACT MANAGEMENT 27 7.1 CATEGORY: LOSS OF PLANT SPECIES, LOSS OF PLANT COMMUNITIES, FIRE RISK 30 7.2 CATEGORY: LOSS OF HABITAT, ALTERED HABITAT, AND INTERRUPTION TO ANIMAL MOVEMENT 32 7.3 CATEGORY: SOILS - LOSS OF TOPSOIL / EXPOSED SOIL / SOIL POLLUTION 34 7.4 CATEGORY: HYDROLOGY - WATER POLLUTION / ALTERED DRAINAGE PATTERNS / SEDIMENT DEPOSITION / MATERIAL SPILLS 37 7.5 CATEGORY: ENGINEERING 39 7.6 CATEGORY: SAFETY AND SECURITY 41
ETHIOPIAN ROADS: EIA Page- 1 - MAIN REPORT 7.7 CATEGORY: PHYSICAL ENVIRONMENT - DUST, AIR POLLUTION, NOISE, LITTER, REFUSE DISPOSAL 42 7.8 CATEGORY: LOSS OF ARCHAEOLOGICAL ARTEFACTS 45 7.9 CATEGORY: LABOUR RECRUITMENT, LOSS OF LIVELIHOOD, SEVERANCE, POST CONSTRUCTION GLUTS 46 7.10 CATEGORY: COMMUNITY DISSATISFACTION, SOCIAL DISRUPTION 48 7.11 CATEGORY: COMPENSATION 50 7.12 CATEGORY: HEALTH 52 7.13 EMP CONCLUSION 54 8.0 ENVIRONMENTAL STATEMENT 56 8.1 NEKEMPTE - ASSOSA ROAD 56 8.2 DEMBI - GAMBELA ROAD 59 8.3 NAZARETH - DODOLA AND SHASHEMENE - GOBA ROAD 60 8.4 WORETA - WOLDIYA ROAD 62 8.5 GONDAR - MEREB RIVER ROAD 64 8.6 ADIGRAT - ADI ABUN ROAD 66 8.7 DERA - MECHARA ROAD 67 9.0 CONCLUSION 71
ANNEXURES
SECTION A: NEKEMPTE - ASSOSA SECTION B: DEMBI - GAMBELA SECTION C: NAZARETH - DODOLA AND SHASHEMENE - GOBA SECTION D: WORETA - WOLDIYA SECTION E: GONDAR - MEREB RIVER SECTION F: ADIGRAT - ADI ABUN SECTION G: DERA - MECHARA
KEY CORRESPONDENCE
SUBMISSION OF INCEPTION REPORT FOR APPROVAL
COMMENTS RECEIVED FROM ERA ON INCEPTION REPORT
COMMENTS RECEIVED FROM THE WORLD BANK ON INCEPTION REPORT
SUBMISSION OF DRAFT FINDINGS REPORT
COMMENTS RECEIVED ON DRAFT FINDINGS REPORT FROM ERA
SUBMISSION OF DRAFT FINAL REPORT
ETHIOPIAN ROADS: EIA Page- 2 - MAIN REPORT ABBREVIATIONS / ACRONYMS
AIDS - ACQUIRED IMMUNO DEFICIENCY SYNDROME
BoWUD - BURO OF WORKS AND URBAN DEVELOPMENT
DoPED - DEPARTMENT OF PLANNING AND ECONOMIC DEVELOPMENT
DoWUD - DEPARTMENT OF WORKS AND URBAN DEVELOPMENT
EIA - ENVIRONMENTAL IMPACT ASSESSMENT
EMP - ENVIRONMENTAL MANAGEMENT PLAN
EPA - ENVIRONMENTAL PROTECTION AGENCY
EPE - ENVIRONMENTAL POLICY OF ETHIOPIA
ERA - ETHIOPIAN ROADS AUTHORITY
ERRP - EMERGENCY RECOVERY AND RECONSTRUCTION PROJECTS
HIV - HUMAN IMMUNO DEFICIENCY VIRUS
IDA - INTERNATIONAL DEVELOPMENT ASSOCIATION
RR50 - GRAVEL RURAL ROAD STANDARD
RSDP - ROAD SECTOR DEVELOPMENT PROGRAM
UNDP - UNITED NATIONS DEVELOPMENT PROGRAM
ETHIOPIAN ROADS: EIA Page- 3 - MAIN REPORT EXECUTIVE SUMMARY
Africon was appointed by Ethiopian Roads Authority to undertake the Environmental Impact Assessment Studies on seven individual proposed road upgrading projects in Ethiopia. The roads contained in this study are the following:
*: Nekempte - Assosa Road, *: Dembi - Gambela Road, *: Nazareth - Dodola and Shashemene - Goba Roads, *: Woreta - Woldiya Road, *: Gondar - Mereb River Road, *: Adigrat - Adi Abun Road and *: Dera - Mechara Road.
The total road length contained in the study is approximately 2 250km. The proposed engineering designs of the respective upgrading works were previously undertaken by other consultants. Design documentation was reviewed and a study scoping and inception report was compiled. This was followed by a field study trip involving all the different road sections. Except for two short sections of road, namely the last approximate 15 km of the Gondar - Mereb River Road as well as 50 km on the central section of the Dera - Mechara Road, all the other roads were physically travelled and inspected during the field trip. The section not inspected near Mereb River was inaccessible due to military activities in the area at the time while the section on the Dera - Mechara Road could not be reachd due to flooded rivers and the absence of altemative access points to the area.
Environmental impacts noted were classified as being either macro or micro impacts. Macro impacts were identified as impacts on a regional or national level whereas micro impacts are those that impact more on the local environment.
A total number of 1 420 micro impacts were listed during the field trip. These impacts were subsequently all considered in terms of the potentially affected environmental components as well as their impact characterisation. The cost to the communities as well as that to the project, associated with the perceived impact and due to the current design proposals were rated and an evaluation of impact significancy, without mitigation, was derived for each potential impact noted.
Mitigation actions were proposed for each of the impacts, macro as well as micro. The final assessment on the micro impacts noted were then based on the cost to mitigate, again split between the cost to the communities and that to the project, and an impact significancy rating was derived for the post mitigation scenario on each impact.
Environmental management plans were developed for each of the generic categories of collective impacts.
Finally an environmental statement was prepared for each respective road. Under the environmental statement section the respective roads were firstly evaluated in terms of positive and negative macro impacts. Secondly this was followed by a synopsis of the perceived negative micro impacts. Finally an environmental statement was compiled for each road.
ETHIOPIAN ROADS: EIA Page- 4 - MAIN REPORT The main positive macro impacts noted on the projects are the following: * Accessibility and trafficability of the regions are increased dramatically, * Travelling times and costs are reduced, * Newjob opportunities are created, * Health and educational facilities are enhanced, * Macro economic factors are achieved, * Control of the erosion processes in certain critical areas, and * Increased traffic safety aspects along especially the Dera - Mechara road. The most important macro negative impacts noted on the respective projects are as follows: * Resettlement of people, * The creation of unsustainable short term job opportunities, * Health issues, * Social implications * The use of scarce water resources for construction purposes on the projects in the northem parts of the country, and * Compensation to people for loss of produce and agricultural land. A large number of micro negative impacts were also noted during the study. These micro impacts can however be adequately mitigated as detailed in the accompanying mitigation schedules and none of the potentially high negative impacts noted can not be mitigated to adequately improve the perceived impact thereof. The final conclusions reached are that the negative impacts identified can be adequately mitigated on all of the road sections excluding the central section of the Dera - Mechara project. The following summarized recommendations are made in this report: . The proposed central section of the Dera - Mechara Road should be re-evaluated against a spine road altemative between Gololcha and Magna including upgrading of the existing road between Chole and Gololcha. *' The existing single lane bridges on the Dera - Mechara Road should be retained as single lane bridges. *' Further planning and other preparatory work should be undertaken on all the other roads in order to facilitate construction work on the proposed upgradings. *> The Environmental Management Plan should be closely followed and monitored during the construction process.
ETHIOPIAN ROADS: EIA Page- 5 - MAIN REPORT INTRODUCTION
The Environmental Protection Authority (EPA) in collaboration with the Ministry of Economic Development and Co-operation prepared the Environmental Policy of Ethiopia (EPE), released in April 1997. The overall policy goal is to improve and enhance the health and living standard of all Ethiopians, to promote sustainable social and economical development through sound management and use of natural, human-made and cultural resources and the environment as a whole, so as to meet the needs of the present generation without compromising the ability of future generations to meet their own needs (EPA, 1997). The policy, amongst others, seeks to ensure the empowerment and participation of the people and their organisations at all levels in environmental management activities and to raise public awareness and promote understanding of the essential linkage between environment and development.
Another document, produced by the Environmental Protection Authority (June 1997), called EIA - SECTORAL GUIDELINE: VOLUME IV: EIA - GUIDELINE FOR TRANSPORT SECTOR PROJECTS was also utilised in the drafting of this report. The document lists typical environmental impacts associated with transportation projects.
Environmental Impact Assessment (EIA) is a basic and essential policy instrument for incorporation of environmental considerations into the planning and implementation process of development to achieve sensible integration of environment and development.
It is within this framework that this document is produced.
On the 16th day of August 1999, the Ethiopian Roads Authority (ERA) of the Federal Republic of Ethiopia (the Client), signed an Agreement with Africon Intemational (the Consultant), for Consultancy services for Project ldt. No. IDA TA5 (Environmental Impact Assessment (EIA) of the Nekempte - Assosa, Dembi - Gambela, Nazareth - Dodola - Goba, Woreta - Woldiya, Gondar - Mereb River, Adigrat - Adi Abun and Dera - Mechara Roads, as proposed for the rehabilitation/upgrading and the construction of certain sections of new roads under the Road Sector Development Program (RSDP)).
Authority to carry out these services is in accordance with, and contained in the above- mentioned Agreement. The requirement for the preparation and submission of this EIA final report is also part of the said Agreement.
The main objectives of the Consultancy Services are: r to identify and quantify to the extent possible, the likely positive and negative environmental impacts of the proposed road works as presently designed, to propose mitigating measures and to produce cost estimates regarding the required mitigating measures to be implemented to reduce the negative impacts,
to prepare detailed mitigation plans for each homogeneous section of each of the roads as a suitable stage of the screening process, and
to present the findings of the EIA study as a Draft Final Report and finalise the report incorporating ERA and IDA formal comments.
This report, the Final Report, contains the report back on the scoping study, the field trip, data collection and verification, as well as the proposed mitigating measures and the environmental
ETHIOPIAN ROADS: EIA Page- 6 - MAIN REPORT management plans. The report also contains copies of key correspondence, minutes of meetings, comments received from ERA and IDA and details of the consulting services performed.
2.0 BACKGROUND
Ethiopia's road network comprises approximately 26 000 km of classified roads, of which about 8 180 km are trunk roads, 7 590 km are major link roads and 10 160 km are regional roads. Of the 8 180 km of trunk roads, approximately 3 480 km (43%) are bitumen surfaced and the remaining 4 700 km (57%) are gravel roads.
Due to old age, inadequate maintenance and possible overloading of vehicles, road conditions in Ethiopia have deteriorated significantly, resulting in high transportation costs.
On the basis of ERA's in-house preparatory activities and the results of the Road Transport Sector Study, the Government formulated the RSDP covering the period 1997 to 2007. The programme was submitted to a Donors' Conference held in Addis Ababa at the end of January 1996. The Donors' Conference was successful in that some funds were pledged in support of the road program by IDA, the European Union, the Governments of Japan, Italy, the Netherlands, Germany, Sweden as well as the United Nations Development Program (UNDP).
Under the Environmental Impact Assessment each of the roads described hereafter, is to be economically evaluated firstly for each of the proposed civil work options and secondly for each homogeneous section of the individual roads.
3.0 DESCRIPTION OF THE INDIVIDUAL ROADS
A brief description of each of the roads is given in this section. A more detailed and comprehensive report on each of the road sections is contained in the respective sections for the individual roads following after this paragraph as Sections A to G in the Annexures to the Main Report. The respective sections are extractable as stand-alone reports to be read in conjunction with the Main Report.
3.1 Nekempte - Assosa Road (Section A)
This project entails the upgrading of the Nekempte - Assosa Road (347 km) to bitumen standard. The road is located in the western part of Ethiopia under Oromiya and Benishangul Gumuz Regions. The route is found at the hart of the coffee production and mining potential areas, (mainly marble and gold), the major foreign exchange earners of the country. Production of cereals and grain exceeds the domestic needs of the region. Surplus agricultural produce is therefore available for export from the region but is hindered by the poor road condition. The current condition of the road deteriorates rapidly to impassable during very wet periods.
The road is fully engineered with a gravel surface, 7 m wide from shoulder to shoulder and with a poor surface condition. Very limited major maintenance work has been undertaken since completion of construction of the road.
ETHIOPIAN ROADS: EIA Page- 7 - MAIN REPORT 3.2 Dembi - Gambela Road (Section B)
This project entails the upgrading of the Dembi - Gambela Road (237 km) to bitumen standard. The road is located in the south-western part of the country, connecting Oromiya Region with Gambela. The road is classified in two separate sections, namely the Dembi - Bedele and the Metu - Gambela Sections. It is the only road linking Gambela with other parts of the country. Different types of food crops, mainly maize and sorghum, are grown in the area.
The project road is fully engineered- with an average gravel surface width of 7 m from shoulder to shoulder. It is generally characterised by potholes, surface rutting, depressions, edge break, etc. as very limited maintenance has been undertaken since the road was originally constructed. There are several wooden bridges along the route and most of the decks have failed. Minor structures also require rehabilitation. Travelling;along this road during the rainy season is very difficult and at times even impossible.
3.3 Nazareth - Dodola and Shashemene - Goba Road (Section C)
This project entails the rehabilitation/upgrading of the Nazareth - Dodola and Shashemene - Goba paved/gravel roads (397 km). The project road lies entirely in the Oromiya Region. The road can be classified into three fully engineered road sections namely the Nazareth - Assela, Assela - Dodola as well as the Shashemene - Goba Sections,. Nazareth - Assela is a paved section whilst the other two are gravel sections.
The first section of road starts at the junction of the Addis - Harrar Roads. The riding surface of this section is paved and in fair to poor condition. The road width is 7 m. The other two sections are both gravel roads with a shoulder to shoulder width of 8 m. The gravel roads are surfaced with highly plastic and poorly graded natural gravel obtained from the sides of the roads. No major maintenance has been undertaken on these roads.
The road sections pass through the eastern agricultural highlands where crop cultivation is the main economic activity. The latter part of the Shashemene - Goba Road passes through the Densho National Park. This section requires particular attention to environmental mitigation measures.
3.4 Woreta - Woldiva Road (Section D)
This project entails the upgrading of the Woreta - Woldiya Road (300 km) to bitumen standard. The road starts at the eastern end of the town of Woldiya and terminates at the western end of Woreta, covering a total length of about 300 km. The road has high socio-economic importance in serving as a major link between Wollo and Gondar sub-regions, traversing mostly difficult terrain.
The road is fully engineered with a gravel surface. It was constructed between 1977 and 1983. Regravelling of 160 km of the road was done under ERRP (Emergency Recovery and Reconstruction Projects) from 1995 to 1997. Due to the mountainous nature of the region the road is subject to erosion and surface wear out. Among the major defects prevailing along the road are the formation of erosion gullies, potholes, etc. and hence the road is characterised with poor surface conditions.
ETHIOPIAN ROADS: EIA Page- 8 - MAIN REPORT 3.5 Gondar - Mereb River Road (Section E)
This project entails the upgrading of the Gondar - Mereb River Road (424 km). The road is located in the northern part of the country under the Amhara and Tigray Regions. The road traverses the towns of Dabat, Debark, Adi Arkay, Shire, Axum and Adi Abun with a total length of 424 km. The area has a great potential for the development of tourism.
The road is a fully engineered road with a width of 7 m. Very limited maintenance has been undertaken on the road after completion of construction. The current condition of the road can be described as fair to poor with associated very low operating speed.
3.6 Adigrat - Adi Abun Road (Section F)
This project entails the upgrading of the Adigrat - Adi Abun Road (108 km). The road provides an important east-west link between the two primary North-South arterial roads in the northern region of Tigray. The mountainous terrain that the road traverses makes transport difficult during the wet season.
The existing road is a fully engineered road and consists of a gravel surface with width of 7 m covering an underlying Telford base. The Telford base is exposed over some sections of the road. The road is approximately 50-60 years old. The present pavement condition of the road is fair to poor, due to the fact that hardly any maintenance has been undertaken since completion of the original construction.
3.7 Dera - Mechara Road (Section G)
This project entails the construction of the Dera - Mechara Road (240 km). The proposed road project is partly a new road and partly an upgrading of existing roads. The project is located in the Oromiya Region. It branches off at Dera Town from the Nazareth - Assela trunk road, at km 124 from Addis Ababa, and runs in a north-easterly direction up to the connection into the Arbereketi - Mechara Road. The proposed road more or less traverses an existing track over certain sections whilst the central section contains a portion of totally new alignment. It runs through the villages and towns of Sire, Bolo, Moye, Chole, Debre Selam, Micheta and finally ends at Mechara with an overall length of 210 km.
The existing track is only accessible by 4x4 vehicles during the dry season. Most of the tracks are totally inaccessible during the wet season. The road traverses through one of the fertile areas of the country. The central and eastern sections of the road is located in important coffee growing areas whilst the western end is located on the eastem Ethiopian highlands. The highlands are important agricultural crop production areas.
4.0 PROJECT METHODOLOGY
At the start of the project the professional team was mobilised in Addis Ababa early in October 1999. All available documentation on the project was requested from ERA for review purposes, but all the available documentation prepared by others, were not made available to the team as a total package. The result was that the documents had to be studied and reviewed on a project by project basis. Based on the information available an inception report
ETHIOPIAN ROADS: EIA Page- 9 - MAIN REPORT was however compiled although all the project documentation had not been provided to the team.
The inception report was submitted to ERA and the IDA during October 1999. Comments on this report were received from ERA on 1/12/1999 and from the World Bank on 27/01/2000. Due to tight scheduling on the project, the decision was taken to proceed with the field study and scoping work ahead of the receipt of comments on the inception report. The field study trip was undertaken during the latter part of October1999 and the first half of November 1999.
During the field trip interviews were conducted with as many interested and affected parties as possible. It was however not possible to pre-arrange appointments en route due to the difficulties experienced with vehicle breakdowns, bad road conditions and unpredictable weather changes as well as a lack of telecommunication systems in many areas. Ad hoc meetings with officials were however conducted on an impromptu manner wherever possible. As much contact as practical was also made with local people and communities to extract as wide as possible views from affected parties.
It should be noted that none of the road right of way servitudes have been pegged on any of the project road sections. No detailed assessment of the absolute impact on destruction of either houses or agricultural land could therefore be made. The best assessment of the actual impact in terms of destruction of either land or dwellings is therefore only an approximation of the situation in the field. As far as is practical a visual estimation of the actual position of the right of way servitude was made but it is impossible to visually predict the extent of cut and fill toe lines in especially the mountainous sections. It is thus not possible to determine the actual numbers of people to be influenced by relocations or destruction of land. The numbers stated can only be used as indicative of the possible extent of the impacts.
Following the completion of the field trip, the draft findings report was prepared and submitted to ERA and the World Bank for comment during March 2000. The draft findings report contained the environmental impacts noted during the documentation review process and confirmed by the field study trip. It also contained numerous additional items that were noted during the study trip.
Comments on the Draft Findings Report were received on 21 April 2000. All the comments made by ERA and the World Bank on the two documents were noted and the requested amendments were made to the reports. This report, the Final Report, contains an assessment of all the listed environmental impacts, the proposed mitigation measures, environmental management plans, clarification on institutional capacities required and significance ratings applicable to each listed impact.
Due to the physical size of the final report it was decided not to include any detail design drawings in the report. All the respective engineering design drawings should be reviewed as an integral part of this report. All road distances noted in the schedules contained in this report refer to the actual kilometer distances contained in the original design reports compiled by the design consultants. Inclusion of the design drawings would have resulted in such a bulky document that it would not have been able to contain it in a single document. The result would therefore have been various volumes of documents. For this reason it was considered to be prudent not to duplicate the engineering design drawings but rather to request that the original design drawings be referred to for any possible cross referencing that may be required. Using original copies for reference purposes are much better than using copies of copies.
ETHIOPIAN ROADS: EIA Page- 10 - MAIN REPORT 5.0 GENERIC ENVIRONMENTAL IMPACT ANALYSIS One of the objectives of this study is to. identify and quantify, to the extent possible, the likely positive and negative environmental impacts of the proposed road works, as presently designed, and to propose measures to mitigate the negative impacts. As part of this study, all the preceding documentation prepared as part of the detailed design stage of each road, by others, were reviewed as an integral part of the process. We were unfortunately not afforded access to the original Bills of Quantities prepared for each of the projects. The result of this is that we can not comment on the adequacy of certain of the required environmental protection measures, as well as many other items that are normally covered in the Bills of Quantities. We only had the design drawings at our disposal. These drawings indicate typical details but do not specify in detail how or where the details will be applied. Without having access to the detailed Bills of Quantities it is impossible to adjudicate whether adequate provision has been made for certain preventative items. An attempt was made to summarise the most important and relevant facts and information contained in preceding documents in this study report. Readers of this report therefore need not refer to the documentation on the design reports, soils and material reports, hydrological reports and preliminary environmental impact assessments, previously undertaken by others, as the most pertinent information contained in those reports have been included in this report. The general social welfare of a group of people is very difficult to evaluate, mainly due to the varied preferences and many conflicting interests within a group of people. What benefits a single person or a part of the group may very well be harmful to other people within the same group. The general principles of social welfare state that if a change will be beneficial to one or more people without jeopardising the welfare of others, the change is socially desirable. On the other hand though, it is aiso stated that if a change is to be beneficial to some but detrimental to others (the actual numbers being immaterial), no conclusion can be reached.
It is within this framework that the Environmental Impact Assessment study is conducted. In order to retain some form of scientific approach and analysis to the above general principles, certain macro impacts were identified and classified as either positive or negative in their outcome on the proposed road upgrading projects.
5.1 Macro Environmental Impacts Identified The impacts the roads may have on the environment can be categorised into a number of macro impacts as well as into a large number of micro influences. The macro impacts identified are predominantly those impacts, which should be considered in regional or national context. A number of localised social impacts are actually also included as macro impacts. These are impacts associated with predominantly social characteristics of non-technical nature. A macro impact can further be defined as an impact that can not be ascribed to a specific location only but is of such a nature that the impact is experienced over most of the length of the road. The macro environmental impacts identified can be classified into perceived positive or negative impacts.
ETHIOPIAN ROADS: EIA Page- 11 - MAIN REPORT 5.1.1 Negative macro environmental impacts identified.
The negative macro environmental impacts identified are as follows - * resettlement of people living too close to the road, * unsustainable short term job opportunities created by the construction work, * social implications (safety, etc.), * health, * compensation to people for loss of produce and agricultural land, * change in water regime, * noise levels, * the use of water for construction purposes, * construction camp sites, * exhaust emissions and * exploitation of resources.
The identified negative impacts are generally those of recurring nature that will have a detrimental influence on the lives of people along the road corridor. It is impossible to quantify many of these impacts in monetary terms due to the indirect consequences associated with many of these impacts. The following generic descriptions may bear further light on the issues:
Resettlement of people living too close to the road The degree to which resettled people perceive the extent of the impact to being negative, depends largely on the type and amount of compensation they will receive (money, altemative premises, new housing, etc.). It also depends on their preparedness for resettlement (through previous discussions with the local authorities, the knowledge of master plans for the respective towns, etc.) and their current satisfaction / dissatisfaction with their current economic and social conditions, etc. In general all people / organisations interviewed during the field trip were very much in favour of the proposed road upgrading. This viewpoint is even shared by people interviewed who have been informed that they will be relocated. In many areas where people will have to be re-settled, they have been informed accordingly and appear to have accepted the situation without serious reservations. Management of this impact should be done according to the management proposals contained in Section 7.
r Unsustainable short term job opportunities created by the construction work While the creation of job opportunities is generally considered to be positive, specifically in areas of high unemployment, this can only be the case where the created jobs are of a sustainable nature, either as permanent posts or as opportunities to practice the skills obtained during the road construction period. There exists a further negative issue related to unsustainable job creation, and that is the enhanced social (mainly economic) conditions experienced during the contract, which terminate at the end of the contract. This manifests as reduced income for the households as well as ceased economic activity at shops / suppliers which grew or were established during the contract period. People temporarily employed on the contracts will have to ensure that they adequately utilise the opportunity offered to attain new skills and further their personal level of education in the process. The contract document should specify that the transfer of skills is included as a contractual requirement.
ETHIOPIAN ROADS: EIA Page- 12- MAIN REPORT * Social implications (safety, etc.) The local communities along the upgraded roads could experience social disruptions. These could occur during the construction period (labour forces) as well as over the long term during the operational phases of the roads (general passers through, tourists, etc.). These issues would be based on the introduction of foreign people into the specific area (other cultures and moral norms, resource sharing, over utilisation of scarce resources, family disruption through, for example, personal relationships, loss of privacy, health issues, etc.). Mitigation of this impact can only partly be done through means of the contract. The best means of mitigating the longer-term impacts however are through continued education of the local communities over a lengthy period of time. Education is however perceived to be enhanced by the proposed road upgrading, which could in fact, to a certain extent, negate the long-term impacts. The correct placement of construction campsites, away from settlements, is an attempt to limit contact between the foreign construction workers and local people. It is however impossible to avoid direct contact between the construction workers and the local people as many local people will be employed on the contracts. At best contact can only be discouraged and be limited. Contact instigated by construction workers can to an extent be managed and controlled, but contact instigated by local people themselves can not be managed or controlled. Access to the campsites should be controlled, but this will not prohibit contact between the workers and the local people.
* Health The introduction or spread of illnesses and diseases (with specific concern for HIV / AIDS and other sexually transmitted diseases) into the project areas is of significance. This could manifest as localised events in the case of disease/s coming in with the labour force and entering the specific communities in the area of the construction camps and yards. It could also be widespread along the entire routes due to the increased movement of traffic and people along the routes. These phenomena could during the construction stage be controlled through conscious placement of labour accommodation away from communities as well as through health and education programs, etc. Following completion of the project people will be subject to increased risk due to increased movement of people. It should however be noted that the movement of people already takes place, albeit to a lesser extent. The risk of spread of diseases between different communities therefore already prevails. Access to health facilities is very restricted at this point in time when the current condition of the roads is taken into account. The upgraded roads will in future ensure good access to external health and medical facilities at virtually all times, thereby reducing the overall risk. The upgraded roads will further ensure that medical facilities in the regions will become more accessible to the health authorities. This could lead to better overall health care programs in the regions.
There are also a number of generic impacts associated with transportation and transportation construction projects, summarised as follows:
The following chemicals, amongst others, may be disposed of by transportation activities and may have impacts on public health, plants and animals: a) NitroQen oxide (NO2 ) can affect human respiration and plants (either as an acid or as an oxide). b) Hydrocarbons (HC) can be toxic, an irritant, carcinogenic, mutagenic or allergenic.
ETHIOPIAN ROADS: EIA Page- 13 - MAIN REPORT c) Carbon monoxide (CO) combines with haemoglobin in human and animal blood and prevents it from conveying oxygen. In small doses, it can cause headaches, vertigo and sensorial disorders. In large doses, it can cause asphyxiation and death. d) Sulphur dioxide (SO0) aggravates respiratory problems and its acidity attacks plants (acid rain), aquatic life and materials. e) Particulate matter may cause eye and respiratory irritation, as well as result in fibrotic, allergenic, carcinogenic or mutagenic effects. f) Lead (Pb) can cause nervous and mental disorders (especially in children) and anaemia.
The following physical conditions may lead to health problems: a) Bodies of stagnant water could be created, which could encourage malaria and other water / vector-borne diseases. b) Exotic diseases could be brought in by passengers and cargo. c) Disturbance of vegetation could lead to increased shrub growth and thus also tsetse flies, which spread sleeping sickness. d) Water pollution may occur, which could impair health.
Road and construction noise may affect the comfort of people living / working near to the source of the noise. This could result in auditory fatigue and temporary lessening of hearing, sleeping problems and psychosomatic illnesses. It could further affect the behaviour of domestic animals and wildlife.
The construction activities and the use of transportation infrastructure may cause accidents of differing origin: a) Construction and maintenance work can result in injuries and other negative consequences on the health of the workers. This mainly stems from the handling of explosives, chemical substances, hazardous wastes or spills of toxic material. b) Development and upgrading may result in increased traffic and increased risk of traffic accidents for people, livestock and wildlife.
Loss of produce and agricultural land The loss of agricultural land, and the produce therefrom, is the primary concern of the local communities, this being their prime source of income, generally speaking. The compensation for loss of produce or agricultural land could take on a number of methods. All methods have a negative implication for the project, in that it either increases the cost of the project (through cash payment, for example), or increases the administrative requisites of the project (through the establishment of re-settlement programmes, monitoring, etc.). A further risk in this respect could be that the affected parties are not satisfied with the form of compensation offered. The latter could also be a result of imprudent utilisation / application of the specific compensation, for example misappropriation of moneys, incorrect application of seed and fertilisers, etc. In order to limit the social implications due to the re-settlement programs, new land should be made available, where applicable, to the current occupiers as close as possible to the expropriated land. As far as possible, people should be put back into a similar lifestyle as before and in very close proximity to their original land rather than be compensated in monetary terms only.
ETHIOPIAN ROADS: EIA Page- 14 - MAIN REPORT * Change in water regime The most prominent of the impacts on the biophysical environment is the result of a changed water regime, either as physical characteristics (such as flow, velocity, etc.) or as chemical characteristics (such as pollution, eutrophication, etc.). In a country where natural water resources are often very limited, and where water forms an essential part of the daily survival of the people, it is significant that this resource be protected at all cost. This protection should extend to rivers, streams, sponge areas, wetlands and any other water related environments. Associated with this impact, is the very real risk of soil erosion, with associated impact on the agricultural well being of the communities as well as ecological consequences. Control of pollution is regarded as a localised action whereas the physical characteristics are regarded as widespread. All the contracts have included typical details on erosion protection measures and energy dissipaters. The project engineers will have to ensure that these measures are applied correctly throughout the project. Where specific problem areas were noted along the routes, these areas were noted and included as micro impacts in the accompanying impact schedules.
* Noise levels Increased noise levels are generally associated with increased traffic volumes. It is not envisaged that the daily traffic flow on any of the roads will increase to such an extent that the increase in noise levels should present a problem. Current bad road conditions may in fact produce more drastic noise pollution levels than that produced by the expected increase in traffic on the proposed upgraded surfaced roads. Proposed speed restriction zones through towns and villages will further reduce the noise levels to acceptable levels.
* Use of water for construction purposes In areas where the supply of water is limited, the contractors are to drill and equip new boreholes for use as construction water. These boreholes are to be fitted with hand pumps at the end of the project and handed to the local communities for their continued use. Under no circumstances should the supply of construction water take prevalence over the water supply to local communities. Water for construction purposes may only be obtained from approved sources. These sources should be agreed to through means of a consultative process with the affected community.
• Construction camp sites Campsites for the construction workers have a serious impact on surrounding communities for the duration of the contract. In the accompanying management plan mitigation of this issue is discussed in detail. The direct extent of this impact is however of limited duration and localised nature. If it is adequately managed and controlled, the perceived impact need not be detrimental to the project.
g Exhaust emissions Although the number of vehicles on the roads is set to increase, the levels of exhaust emissions will not be detrimental. It should be considered that the emission levels associated with the very bad current road conditions are probably equally bad if not worse than the expected future emission levels. Due to the fairly low number of vehicles on the roads it will result in acceptable emission levels.
ETHIOPIAN ROADS: EIA Page- 15- MAIN REPORT * Exploitation of resources Improved access into the areas adjacent and near to the upgraded roads could imply a risk to natural and other resources in these areas. These risks could include, for example, deforestation for commercial purposes, increased stock and crop theft, defacing of natural features such as rock outcrops, etc., burglaries to houses, factories, etc., and others. It should be bome in mind that the road projects are largely along existing alignments with minor deviations. These risks area therefore already in evidence. The impact is therefore an exacerbation of current conditions rather than an introduced condition.
Mitigation of the negative impacts should be introduced to reduce their perceived impact. Mitigation in most cases will unfortunately not be able to totally eradicate the impact.
It should be stressed that the purpose of this environmental impact assessment is to identify the impacts and propose mitigation actions to positively mitigate the negative environmental impacts of the project. It is neither the intention nor the objective to totally eradicate each and all of the negative environmental impacts in the process, as that would be an unattainable assignment. The major objective however is the negation or the reduction of the negative environmental and socio-cultural impacts. All the mitigation actions can however not be undertaken by or through the Contract. Some of the proposed mitigation actions should be undertaken by the Client whilst some should be undertaken by other Government departments. The following table indicates the main responsible parties in the mitigation process. It is clear from the table that most of the mitigation actions require a joint effort in order to be able to adequately mitigate the impacts.
Negative macro impact Responsibility for the execution of mitigation measures Consultant Contractor Client Other No action authorities required Resettlement of people X X X Unsustainable job X X opportunities l Social implications X X X Health issues X X X l Compensation for loss X X X of produce or land _ Change in water X X regime Noise levels X Water for construction X X Construction campsites X X
Exhaust emissions _ X
5.1.2 Positive macro environmental impacts identified
The positive macro environmental impacts identified are the following: * the increased accessibility and trafficability of the region as a whole, * reduced travel times and vehicle operating cost, * increased traffic safety aspects,
ETHIOPIAN ROADS: EIA Page- 16 - MAIN REPORT * controlling of the erosion processes, * creation of new sustainable job opportunities, * access to health and educational facilities, * reduction of dust and * economic factors.
These impacts may not be considered by all affected parties to be positive in their perceived impacts. The study team however regards the holistic impacts of these items as being positive to the larger community as well as to the regional and national economy, as briefly outlined in the following sections:
* The increased accessibility and trafficability of the region as a whole Many of the areas through which the roads pass are not easily accessible, especially during the rainy season, with associated disadvantages to the resident communities. These disadvantages include inconvenient travel to and from other areas, inaccessibility during the rainy season, delays in transporting of produce, spoiling of fresh produce, isolation from medical and educational facilities, etc. The proposed improvements to road alignments, both horizontally and vertically, and enhanced road surfacing standards will positively alleviate most of the above-mentioned problems. Improved access will also be advantageous to the very high tourism potential in many regions. Following completion of the project the regions along the road corridors will be accessible during almost any weather conditions. All types of vehicles will be able to safely undertake the journey even under severe adverse weather conditions. It will no longer be a requirement to travel by 4x4 vehicles during the wet season on most of the roads.
* Reduced travel times and vehicle operating cost The upgrading of the roads will considerably reduce travel times and the associated vehicle operating costs. This will manifest as cheaper travel and transport cost, as well as lower cost of living (in terms of cost of services, produce, commodities, etc.) in the road influence zones. Vehicle maintenance and operational costs will be greatly reduced by the proposed enhanced surfacing standards on the roads.
* Increased traffic safety aspects The roads are currently considered to be very dangerous to travel on due to poor distant viewing, poor condition of road shoulders, steep gradients, sharp bends and corners, mixed traffic (people, stock, animal drawn carts, produce transport, etc.), and poor driving surfaces (mud, corrugations, dust, slippery conditions, potholes, rutting, etc.). The enhanced road geometry and signage will undoubtedly reduce this danger. It should however be noted that general travelling speed is bound to increase along the roads. This aspect will have to be managed through means of an education process with local people. In other parts of the country where such higher speeds are commonplace, people seem to have become accustomed to the higher operating speeds. Traffic volumes will however be very low initially, affording local people enough time to adjust their traffic awareness attitudes.
* Controlling of the erosion processes Numerous instances of serious soil erosion were noted along the road alignments, many of these due to the poor road surface and shoulder conditions, inadequate drainage structures, lack of adequate erosion control measures and energy dissipaters. The proposed road upgrading includes for the provision, enlargement or rehabilitation of
ETHIOPIAN ROADS: EIA Page- 17 - MAIN REPORT drainage structures. The control of erosion, besides the obvious ecological implications, would in itself improve the access to the areas and contribute significantly to improve living conditions. Loss of agricultural land will be minimised due to the control of the erosion processes. Adequate erosion control measures will significantly reduce maintenance costs of the roads. It is of paramount importance however that the protection measures be adequately maintained at all times.
• Creation of new job opportunities Many opportunities for job creation would be offered by the road upgrading, either directly or indirectly. Direct opportunities include jobs on the respective contracts, with the associated skills training. The short-term job opportunities created by the construction can be regarded as unsustainable, but the positive side to the situation is that skills training and transfer will form an integral part of the process. These skills will hence be retained within the local communities with associated long-term benefits accruing therefrom. Further direct opportunities include entrepreneurial development as a result of the increased population (albeit temporary) and increased road usage. This includes items such as supplies, stores, accommodation, food outlets, restaurants, etc. as well as contract supportive enterprises (such as foodstuffs, supply of construction materials, telecommunications, etc.). The general economic upliftment of the regions, due to increased access and increased traffic flow, will create many further indirect sustainable job opportunities. Markets will in future be much more accessible, thereby affording people the opportunity to increase production and access external markets with their produce.
* Access to health and educational facilities Access will in general be upgraded but the improved access to educational and health facilities will be of great benefit to the local communities. The positive impacts that the improved road accesses provides, will not be tangible in the short term. The better accesses will result in substantial long-term benefits to the community based on the much better access to educational facilities.
* Reduction of dust All the roads are currently gravel roads. During the dry season these roads become very dusty with the associated safety and health risks and inconvenience to communities living close to the roads. Most of the roads are proposed to be paved roads, alleviating the dust inconvenience following completion of the construction. Dust will be a problem during the construction process, but this situation is perceived to be a short-lived situation.
i Economic factors With enhanced movement and accessibility along the roads, as well as spin-off entrepreneurial development and tourism related activities, the economies of many regions served by the proposed upgraded roads would improve, contributing significantly to the overall economic upliftment of the country. Access to better health and educational facilities will also be enhanced whereby the regional economy will be further uplifted.
ETHIOPIAN ROADS: EIA Page- 18 MAIN REPORT The following table provides a responsibility matrix for the implementation of the required mitigating measures to ensure that the maximum benefit is obtained from the proposed road upgrading projects.
Positive macro Responsibility for implementation of mitigation measures environmental impact Consultant Contractor Client Other No action authorities required Increased accessibility and X trafficability Reduced travelling times X and vehicle operating costs Increased safety aspects X X Control of erosion process X X X Creation of job opportunities X X Access to health and X educational facilities Reduction of dust X Economic factors X
The proposed upgraded roads in general follow the alignments of the existing roads. Most of the negative environmental influences, generally associated with the construction and provision of new roads, have therefore already been introduced to the area and are taking place on a continual basis or have manifested in the past. This has the effect that only the additional direct or indirect negative impacts, which the physical construction process as well as the impacts associated with increased usage of the upgraded road may have on the communities and the biophysical environment, need to be considered and evaluated. It is quite important to realise that traffic already utilises the existing roads and will continue to do so, even without road upgrading, with all the associated negative consequences, i.e. inadequate safety aspects, dust, mud, non-trafficability in wet conditions, high vehicle operating cost, erosion, etc. Very small proportions of the people living in the general areas along the roads can be described as being "uninfluenced" by external social activities, trends, etc. The affected (or potentially affected) people can therefore not be considered to be extremely "underdeveloped", at least not in terms of technical knowledge, trends and the like. It should be further noted that, given the natural tendency of the people to maintain their traditional values and customs, these influences have not been detrimental to the cultural heritage. People living along the road corridor are thus to a certain extent, albeit to a lesser extent, already exposed to most of the external factors normally introduced by through traffic, i.e. spread of diseases, noise pollution, dust, safety aspects and erosion. The initial damage caused to the biotic and physical environments has been introduced by previous road construction activities. Erosion is a serious problem in most of the regions in general and it is aggravated by the fact that most of the roads currently are gravel roads on which very limited maintenance is undertaken. The existing erosion processes will be slowed down and be reduced by the application of good design principles and mitigation actions in the design of the paved roadway and drainage systems along the roads. Should the existing gravel roads be retained, much work on erosion protection measures will have to be done.
It is considered that the positive impacts of the various roads are of such importance and significance to the communities as well as to the nation in a holistic context, that the proposed upgrading of the roads should be undertaken as soon as possible. The focus of the study is
ETHIOPIAN ROADS: EIA Page- 19- MAIN REPORT thus directed at the mitigation of the more localised negative micro impacts. The decision as to whether or not any of the roads should be upgraded will therefore not be debated further in this report other than for the central section of the Dera - Mechara Road. The study will rather consider the finer details of exactly where and how the roads should be constructed and how the associated negative impacts should or could be mitigated.
5.2 Micro environmental impacts identified
The micro impacts identified are generally those impacts having a more localised influence and include the following major groupings of impacts, namely: * the utilisation of quarry/borrow areas, * destruction of single huts/houses, * loss of agricultural land, * loss of natural habitats/species, * minor road realignments, * changed water regime, * localised drainage problems and erosion, * loss of archaeological artefacts, * social disruption in towns, etc.
Each impact is associated with a particular potentially affected environmental component, listed in the accompanying impact evaluation tables. (Refer to the spreadsheets contained in the Annexures (Sections A to G)).
The impact evaluation tables refer independently to the respective contract sections of each of the roads to be upgraded.
All of the environmental impacts identified for the respective roads are listed and described on the following basis:
* A reference number Referencing is in numerical order, starting at km 0.0 as denoted in the engineering reports for the respective roads / contracts.
* A description of the activity / condition resulting in the impact For ease of reading, these descriptions have been limited to generic descriptions, and may include a number of more detailed activities.
* The kilometre distance at which the impact is felt Kilometre distances follow the notation in the engineering reports for the respective roads. Where an impact could be felt over a distance, a distance in the middle of the stretch is given.
* The stage of the project when the impact will be felt Impacts will generally be felt either during the construction phase (C), the maintenance works (M) or the operational phase (0). In some instances, two or even all the phases would be applicable.
ETHIOPIAN ROADS: EIA Page- 20 - MAIN REPORT * The environmental component / value likely to be affected by the impact Six primary environmental components are listed, each further detailed as sub- components. Each impact is evaluated for its affect on the appropriate sub- components, where I refers to a direct (primary) impact and 2 refers to an indirect (secondary) impact. Due to the interactive nature of the environment in its broadest sense, most impacts affect a number of these sub-components.
* The impact characterisation Each impact is described in holistic terms of it being:
- Type: A: Adverse B: Beneficial
- Duration: S: Short term (0-24 months) M: Medium term (24-60 months) L: Long term (> 60 months)
- Extent: L: Localised W: Widespread E: Extensive
* The cost of the impact without any mitigation measures in place This cost is given as social / environmental cost and is given for both the cost to the affected community as well as to the project, where:
N: Negligible cost/saving MC: Moderate cost SC: Significant cost MS: Moderate saving SS: Significant saving
* The significance level of the impact without mitigation The significance is rated in terms of the extent to which secondary impacts result or to which other processes are reliant, where:
L: Low significance M: Medium significance H: High significance
* The mitigation action to be instituted Generic mitiqation measures are given for similar impacts requiring similar action. - Where specific action is required, this is given. - Mitigation references are given in Section 6.0 of the document.
* The cost of mitigating the impact The cost of the impact mitigation, as described above, is reviewed taking into account the proposed mitigation. The same criteria are used as those used for the costs prior to mitigation.
ETHIOPIAN ROADS: EIA Page- 21 - MAIN REPORT The significance level of the impact after mitigation The significance of the impact, as described above, is reviewed taking into account the proposed mitigation. The same criteria are used as those used for the significance prior to mitigation.
6.0 IMPACT MITIGATION
The team is confident that it will be quite possible to adequately mitigate and reduce the negative impacts that the macro and micro impacts will have on the project, the physical environment, and the affected communities. The positive impacts will only be further enhanced by the instigation of the proposed mitigation measures and the environmental management plan.
The following describes the generic mitigation measures referred to in the micro impact evaluation tables (Sections A to G):
MITIGATION NO. 1: QUARRIES AND BORROW AREAS
* Institute cut-off drains above cut slopes / excavation to divert sheet runoff. * Dissipate energy in drains and at discharge points. * Stockpile topsoil for later use in rehabilitation. * Make use of machinery / vehicles that are in good state of repair. * Limit operational hours to reasonable daylight hours near to towns / villages. * Secure operational areas to prevent animal and human accidents. * Rehabilitate after exhausting, through drainage manipulation, backfilling where possible with for example overburden and reseeding of grasses, etc. * Reduce the dust nuisance at quarries by constant wetting during the crushing process. * Ensure free draining excavated area after rehabilitation.
* Dispose of all non-useable material in the re-shaping and landscaping of borrow areas during rehabilitation. * Stabilize all cut slopes to safe vertical faces.
MITIGATION NO. 2: TOWNS
* Practice information dissemination / public participation on a regular and continual basis with members of the community. * Institute traffic awareness programmes, specifically at schools and churches. * Pay particular attention to child safety, during construction and operation. * Reduce traffic speed through towns and villages, max = 50 km/h. * Introduce and maintain clear, understandable signage. . Maintain fair and agreeable compensation to those whose homes / shops are negatively affected. * Encourage recruitment of local community members for contract and later maintenance activities.
ETHIOPIAN ROADS: EIA Page- 22 - MAIN REPORT * Limit construction hours to reasonable daylight hours near to towns / villages and near to churches and schools. * Divert traffic wherever possible away from construction areas. . Pay special attention to level differences between roadway edge and doorways/accesses. * Limit construction period in town sections to minimal time. * Provide paved shoulders/walkways in town sections wherever possible. * Special attention to stormwater longitudinal drainage in town sections are required. Partly covered canal systems are preferred. * Bus-bays are to be provided at conveniently located positions, i.e. at cross roads or near the markets * In areas of limited right of way widths, structural integrity of buildings close to the road prism should be checked for safety.
MITIGATION NO. 3: SLOPE STABILITY
* Limit slope gradients of cuts during construction. * Install cut-off drains above cut slopes. * Limit disturbance to natural vegetation above cut slopes. * Revegetate unstable slopes as soon as possible after excavation. . Apply slope stabilising mechanisms, such as wire basketry, gabions, etc. as permanent installations on risk slopes. * Secure dangerous slopes during construction. * Install lined toe-drains at all unstable cut slopes. * Remove all dangerous and loose boulders / rocks from cut faces.
MITIGATION NO. 4: SPEED RESTRICTIONS
* Speed restrictions are to be introduced through all villages and towns (50 km/h max). * Rumble strips are to be provided at every position where speed is restricted.
MITIGATION NO. 5: HARVEST TREES
* Avoid the destruction of harvest trees, specifically coffee or tea plantations. • Keep owners informed of plants at risk. * Transplant those that transplant easily, for example bananas. * Compensate owners, where destruction is unavoidable. * Allow adequate time for harvesting of fruit, where applicable.
MITIGATION NO. 6: WOODLANDS
* Avoid destruction of woodland areas, where possible. * Transplant specimen trees to safe areas. * Inform local communities of plants / thickets that are at risk.
ETHIOPIAN ROADS: EIA Page- 23 - MAIN REPORT * Plant equivalent plants / thickets in safe areas as replacement. * Allow local community to harvest the wood before the clearing operation is started.
MITIGATION NO. 7: CROPS
* Avoid crop destruction, wherever possible. * Maintain access to the remaining lands to the relevant farmers. * Compensate farmers for lost crops. * Buy crops at risk from farmers. * Offer suitable, equivalent cropland in nearby safe and convenient areas, where possible. * Allow crops up to road verge. . Wherever practical allow farmers adequate time to harvest their crops before destruction thereof.
MITIGATION NO. 8: RIVERS
* Install filters, such as straw bales, between work areas and rivers / streams. * Monitor water quality in rivers during construction activities. * Do not impede natural flow, wherever possible, during construction. • Maintain unimpeded flow of the rivers / streams. * Secure work areas. * Maintain community access to rivers and streams (upstream of work areas) during construction.
MITIGATION NO. 9: TREES / NATURAL FORESTS
* Retain natural trees wherever possible. * Avoid damage to trees by construction activities. * Do not store fuels and chemicals under trees. • Do not park vehicles under trees. * Allow trees up to a (safe) distance from road verge (do not clear liberally). * Where trees have to be felled, allow local communities to harvest. * Make use of indigenous species as replacement planting in natural areas. * Make use of indigenous species as replacement planting in natural areas.
MITIGATION NO. 10: ARCHAEOLOGICAL ARTEFACTS
* If archaeological artefacts are discovered, contact the Archaeological Department immediately and suspend work until given the go-ahead by the department. . No archaeological artefacts encountered, whether damaged or not, may be removed from the sites where they were discovered. * All archaeological artefacts found are to remain govemment property. * Prevent access into areas identified as culturally significant.
ETHIOPIAN ROADS: EIA Page- 24 - MAIN REPORT . Plan / design road alignments, quarries, campsites, services, etc. to avoid disturbance to burial site, cultural sites, religious buildings, etc. • Where realignment is not possible, provide adequate physical protection to significant sites / buildings.
MITIGATION NO. II: CONTRACTORS' YARDS, LABOUR ACCOMMODATION, CONSTRUCTION SITES, ETC.
* Plants should not be cut at will. . Avoid platform creation on rare and endangered species. When no alternative exists, the plants should be transplanted or the platforms relocated to where habitats are not threatened. * Use smaller areas for the plafforms, where possible. * Avoid creating the platforms on agricultural land. * If impossible, compensate the farmers for loss of agricultural land and crops. • Locate platforms away from archaeologically important places. * Locate platforms where rivers and other drainage patterns will not be threatened. * Avoid soil erosion during platform creation, thus reducing the amount of sediment deposition. * Dissipate energy in stormwater channels and at discharge points. * Stockpile topsoil for later reuse in the rehabilitation process. * Exposed soils should be regularly wetted to avoid dust. * Avoid erection of fences across animal paths. * Provide alternative pedestrian routes, where these are interrupted. * Contractors to provide for own chemical toilets at yards and sites. * Labour crews should provide / import their own materials and supplies (water and fuel) and not rely on local enterprise. Local communities should be compensated for any losses incurred. * Avoid accommodating labour force in or directly adjacent to villages. * Refuse / litter to be buried.
MITIGATION NO. 12: STORAGE
* Avoid spilling of chemicals on the soil. * Limit the use of flammable materials in storage yards / buildings.
MITIGATION NO. 13: ACCESS ROADS
* Exposed soils should be regularly wetted to avoid dust. * Reduce traffic speed near to towns / villages. * Rehabilitate all access roads no longer in use by revegetation thereof.
MITIGATION NO. 14: LABOUR RECRUITMENT
* Recruit, wherever possible, labour from local community.
ETHIOPIAN ROADS: EIA Page- 25 - MAIN REPORT * Ensure that child labour is not practised. • Maintain public information dissemination prior to and during construction period. * Ensure that skills training and transfer is continously undertaken throughout the duration of the project.
MITIGATION NO. 15: NEW ALIGNMENTS AND DETOURS
* Plants should not be cut at will. * Stockpile topsoil for later reuse in the rehabilitation process. * Exposed soils should be regularly wetted to avoid dust. * Dissipate energy in stormwater channels and at discharge points. . Avoid soil erosion during construction, thus reducing the amount of sediment deposition.
MITIGATION NO. 16: CUTS AND FILLS
* Avoid loss of topsoil; stockpile the soil for later reuse. * Install stormwater cut-off drains above cut and fill slopes. * Dissipate runoff energy in channels / drains and at discharge points. * Secure steep slopes during construction. * Revegetate all cut and fill slopes after completion of earthworks.
MITIGATION NO. 17: CULVERTS AND BRIDGES
* Install runoff filters, such as straw bales between work areas and rivers / streams. * Construct during dry season where possible. * Do not dispose of any chemicals and fuels into streams and rivers. • Maintain traffic flow during construction, wherever possible. . Where detours are required, demolish and rehabilitate the affected area after completion.
MITIGATION NO. 18: MAINTENANCE
* Labour crews should provide / import their own materials and supplies (water and fuel) and not rely on local enterprise. Local communities should be compensated for any losses incurred. * Practice continual information dissemination with local communities. * Recruit labour from local communities, wherever possible.
MITIGATION NO. 19: SPIN-OFF DEVELOPMENT
* Control spin-off development, specifically in terms of ribbon development along roads.
ETHIOPIAN ROADS: EIA Page- 26 - MAIN REPORT * Develope frameworks for future development of towns / villages in terms of the upgraded roads.
7.0 ENVIRONMENTAL IMPACT MANAGEMENT
It is important that an environmental management approach / plan is adopted during the design, construction, maintenance and operational phases of the project. It is for this reason that an Environmental Management Plan (EMP) is included here. Often a problem with such projects is the establishment of who is responsible for the planning, enforcement and monitoring of the management guidelines. Respective responsibilities for the guidelines are therefore given simultaneously in the following section.
The primary goal of the EMP is to increase the trafficability, accessibility, safety and economic viability of the roads while simultaneously reducing the overall project lifecycle cost to the client as well as the operating cost to the general public. It should further ensure the protection of the surrounding social and biophysical environments throughout the construction, maintenance and operation of the project.
The following objectives are set in support of the goal:
ECOLOGICAL OBJECTIVES:
*: To minimise the negative impact of road construction on the biophysical environment (i.e. loss of species and habitat destruction, and any interruption to animal movement). *: To retain the natural ecological character and habitat of the adjacent area and to conserve, transplant and replace any indigenous vegetation likely to be affected. *: ~Mitigation / management should not result in secondary environmental impacts i.e. with the replacement of lost houses / structures, scarce and sensitive resources should be protected and commercially imported material used. *:. To protect the natural water regimes in it's current condition and to avoid deterioration of the water quality at all times.
O AESTHETIC / PHYSICAL OBJECTIVES:
To minimise, as far as possible, the visual disturbance of the road particularly during construction. This includes litter, dust, noise and refuse reduction measures.
To ensure post-construction revegetation and management of adjacent areas, disused quarry sites and borrow areas as well as disused roadways.
D ECONOMIC OBJECTIVES:
To increase the accessibility and trafficability of the region while reducing travel time and costs through economically and ecologically sustainable construction, design and management of the chosen transport routes. To create opportunities and stimulate growth in the area.
ETHIOPIAN ROADS: EIA Page- 27 - MAIN REPORT O SOCIO-CULTURAL OBJECTIVES:
*: To minimise social disruption and loss of livelihood while optimising the social benefits of the infrastructure on local and national scales.
The environmental management guidelines are described under category headings, which each addresses a number of related impacts simultaneously. The following categories are described:
* Loss of plant species, loss of plant communities, fire risk * Loss of habitat, altered habitat, interruption to animal movement * Soils - loss of topsoil / exposed soil / soil pollution * Hydrology - water pollution / altered drainage patterns / sediment deposition / material spills * Engineering * Safety and security * Aesthetics - dust, air pollution, noise, litter, refuse disposal * Loss of archaeological artifacts * Labour recruitment, loss of livelihood, severance, post construction gluts * Community dissatisfaction, social disruption * Compensation . Health
In order to facilitate cross referencing, and thereby assisting in the comprehensive planning of the environmental management procedures, the following table is included. The table lists the potentially affected environmental components considered in the impact evaluations, also defining the management as described hereunder.
ETHIOPIAN ROADS: EIA Page- 28 - MAIN REPORT POTENTIALLY AFFECTED ENVIRONMENTAL IMPACT ENVIRONMENTAL COMPONENTS MANAGEMENT CATEGORY
AIR 7.1 Category: Loss of plant species, loss * Dust level of plant communities, fire risk * Other pollutant levels 7.3 Category: Soils - loss of topsoil, exposed soil, soil pollution 7.5 Category: Engineering 7.7 Category: Physical environment - dust, air pollution, noise, litter, refuse disposal
WATER * Surface water flows 7.3 Category: Soils - loss of topsoil, * Surface water quality exposed soil, soil pollution * Ground water 7.4 Category: Hydrology- water pollution, altered drainage patterns, sediment deposition, material spills 7.5 Category: Engineering
LAND * Erosion / deposition 7.3 Category: Soils - loss of topsoil, * Drainage patterns exposed soil, soil pollution * Slope stability 7.5 Category: Engineering
FLORA & FAUNA * Sensitive habitats 7.1 Category: Loss of plant species, loss * Terrestrial flora, fauna of plant communities, fire risk * Aquatic flora & fauna 7.2 Category: Loss of habitat, altered habitat, interruption to animal movement
HUMAN USE * Infrastructure / services 7.2 Category: Loss of habitat, altered * Public facilities habitat, interruption to animal * Agriculture movement * Livestock 7.5 Category: Engineering * Forestry 7.9 Category: Loss of livelihood, * Economic severance, post construction gluts . rindustry & commerce 7.8 Category: Community dissatisfaction, Idupestry o social disruption 7.9 Category: Compensation
ETHIOPIAN ROADS: EIA Page- 29 - MAIN REPORT QUALITY OF LIFE * Social structure / stability 7.6 Category: Safety and security * Public health & safety 7.7 Category: Physical environment - . Family finances dust, air pollution, noise, litter, refuse * Noise level disposal * Cultural heritage 7.8 Category: Loss of archaeological * Landscape quality artifacts * Health 7.9 Category: Loss of livelihood, severance, post construction gluts 7.10 Category: Community dissatisfaction, social disruption 7.11 Category: Health
The following addresses the individual policies, objectives and management proposals for a number of impact categories. In each case, the impacts to which the management guidelines relate are listed. Management guidelines are given according to the responsible parties, as those to be undertaken by the Engineers, those by the Contractors and those by the Authorities. The responsibilities of the Engineer and the Contractors apply primarily to the planning and construction phases of the projects. Those of the Authorities apply to the construction and operational phases of the projects, and occasionally to the planning phases. As such, these are listed accordingly to assist in overall planning within the Authorities.
7.1 CATEGORY: LOSS OF PLANT SPECIES, LOSS OF PLANT COMMUNITIES, FIRE RISK
The activities that are likely to result in the above types of impacts or require particular consideration of the above include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Cuts and fills - Maintenance - Spoil disposal areas - Excavation / site preparation - Drainage works
POLICY:
* To construct the roads while, as far as possible, protecting the natural habitat resource, thereby ensuring reduced impact on plant species and plant communities. * To conserve the soil mantle thereby indirectly increasing the chance of species survival by ensuring that accelerated erosion is effectively mitigated and managed. * To prevent fires
ETHIOPIAN ROADS: EIA Page- 30 - MAIN REPORT OBJECTIVES:
To keep loss of or disturbance to vegetation as a result of construction activities to a minimum. * To plan and manage the removal of vegetation to ensure a minimum exposed period. * To prevent harvesting, destruction and removal of plant material (dead or alive). * To identify, list and protect priority species (those requiring special protection, rare and endangered). * To control and eliminate where possible, unwanted alien plants. . To arrange the camp, workshops and office in such a way as to preserve trees, vegetation and landscape in general. * To control and eliminate the risk of fires during construction and operation
MANAGEMENT:
BY THE ENGINEER:
* Identify and map all priority species and protect these during the construction phase. * Identify areas likely to be affected by construction, and then secure and re-establish plant species in these areas. * Establish special protection measures for these areas and species, implement and thereafter monitor compliance * Retain natural trees wherever possible. * Allow trees up to a (safe) distance from road verge (do not clear liberally). * Where trees have to be felled, allow local communities to harvest. * Make use of indigenous species as replacement planting in natural areas * Ensure road maintenance, particularly verges and areas directly adjacent to the road by means of for example fire breaks to contain the risk of fire * Maintain acceptable vegetation cover . Replace exotic vegetation with indigenous species appropriate to the region. • Re-introduce indigenous species in disturbed areas. * Eradicate invasive plant species • Plant indigenous plants / thickets in safe areas as replacement
BY THE CONTRACTOR:
* Avoid damage to trees by construction activities. • Limit intrusion into identified areas and grassland / cropland areas by contractors and heavy equipment * Contain services through vegetated areas to defined services paths • Protect identified trees through physical barriers. * Remove exotic invasive species in the way of construction. • Transplant specimen trees to safe areas. * Do not store fuels and chemicals under trees. * Do not park vehicles under trees. * Impose fines / penalties for those who damage / remove trees identified for retention. * Define work areas and impose penalties / fines for those who trespass these edges * The use of explosives requires particular attention to prevent scattering of rocks and other debris from damaging surrounding trees and vegetation.
ETHIOPIAN ROADS: EIA Page- 31 - MAIN REPORT * Prevent vehicular and personnel access into undisturbed areas. * Prevent uncontrolled burning and prohibit fires in areas adjacent to the road * Avoid burning of waste, trash and dead plant material in natural and other areas. * Workers to be provided with gas for cooking and shall be prevented from buming fires. * Avoid locating platforms on rare and endangered species, when no altemative exists, the plants should be transplanted, or the platforms relocated to where habitats are not threatened
BY THE AUTHORITIES:
During planning and construction During operation * Ensure adequate fire prevention * Ensure adequate fire prevention techniques such as annual firebreak techniques such as annual firebreak burning. buming and maintenance of verges.
7.2 CATEGORY: LOSS OF HABITAT, ALTERED HABITAT AND INTERRUPTION TO ANIMAL MOVEMENT
The activities that are likely to result in the above types of impacts or will impact on the above environments include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc. - Storage - Access roads - New alignments and detours - Cuts and fills - Maintenance - Spoil disposal areas - Excavation / site preparation
POLICY:
To maintain a healthy and diverse cover of indigenous vegetation by restricting the disturbance by construction and operation works on the habitat resource and by eradicating alien invaders or non-productive exotic species To minimise any alterations to the indigenous habitat adjacent to the road To minimise any alterations to animal migration / movement.
OBJECTIVE:
e To protect the indigenous habitat from any avoidable alteration and to remove any exotic vegetation unless it has an agricultural purpose. * To protect, conserve and re-establish species indigenous to the area in order to retain species richness and to avoid habitat loss. * To institute a programme of systematic control and eradication of alien invaders in the adjacent areas.
ETHIOPIAN ROADS: EIA Page- 32 - MAIN REPORT To determine grazing patterns and other paths of animal movement. Minimise the impact of the road on this movement and mitigate the negative effects of such movement on the road's surface and future use.
MANAGEMENT:
BY THE ENGINEER:
* Avoid detour roads in places where the road side cultivation is dense and important. * Identify areas to be affected by construction and secure and re-establish plant species / habitat in these areas. * Monitor, by means of photography, benchmarks and mapping, the status and composition of vegetation and basal cover. * Re-introduce indigenous species to replace habitat loss. * Eradicate invasive plant species. Maintain acceptable vegetation cover. * Replace exotic vegetation with indigenous species appropriate to the region. * Prevent unnecessary harvesting, destruction and removal of plant material. * Limit any need to access grassland / indigenous habitat / agriculturally productive areas. Prevent interruption to animal movement as far as possible in order to minimise the impact of additional mechanical erosion. Prevent unnecessary and prolonged interruption to grazing regimes. Fence off construction areas from remaining nature park areas, or protected habitat areas. Plan ancillary activities, such as access roads, stockpiles, storage yards, etc. at edges of these areas. Ensure access along present grazing routes is not impeded or supply alternative routes during construction of particular road sections.
BY THE CONTRACTOR:
* Remove exotic invasive species in the way of construction. * Impose fines / penalties for those who damage / remove trees identified for retention. * Prevent vehicular and personnel access into undisturbed areas. * Prevent uncontrolled burning, as well as other fires in areas adjacent to the road. Contain services to defined services paths. Define work areas and impose penalties / fines for those who trespass these edges. Avoid fences across animal paths. Access into grazing / agriculturally productive / indigenous areas is to be prohibited. * Any disturbance to grazing / agriculturally productive / indigenous areas, whether planned or accidental, is to be re-established / compensated. * Grazing / agriculturally productive / indigenous areas to be protected from any accidental pollution originating upstream / up slope thereof.
BY THE AUTHORITIES:
| During planning and construction | During operation | Monitor for adherence to guidelines. | Monitor for adherence to guidelines.
ETHIOPIAN ROADS: EIA Page- 33 - MAIN REPORT 7.3 CATEGORY: SOILS - LOSS OF TOPSOIL I EXPOSED SOIL I SOIL POLLUTION
The activities that are likely to result in the above type of impact include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Cuts and fills - Spoil dumps - Spoil disposal areas - Site preparation - Earthworks and drainage - Maintenance
POLICY:
* To maintain a healthy and diverse cover of indigenous vegetation as the best-known means of conserving the soil mantle. * Develop within the constraints of the geomorphology of the site, thereby reducing environmental impact and reducing the need for excessive remedial measures and I or later re-establishment. * Protect the soil resource from potential pollution due to construction and I or operational activities on the site.
OBJECTIVE:
To develop within the context of the geological and soil characteristics of the site, with a view to soil conservation. e Prevent the creation of excessive dust in the area as a result of construction activities. e Maintain the vegetative cover as far as possible during construction. * The minimum vegetation disturbance must be permitted and the removal of vegetation must be managed and monitored to ensure a minimum exposed period. * To construct anti-soil erosion structures. * To re-establish vegetative cover in areas classified as eroded.
MANAGEMENT:
BY THE ENGINEER:
* Stockpile topsoil for later use in rehabilitation. * Topsoil stockpiles should adhere to design specifications, in terms of gradient, height and location. * Topsoil removed during construction shall be stockpiled in separate loose heaps not exceeding 2.Om in height. Care shall be taken to prevent the compaction of the topsoil in any way by trucks being driven over such material. * Exposed, soils should be regularly, but not excessively, wetted to avoid dust. * Limit slope gradients of cuts during construction to prevent erosion and landslides.
ETHIOPIAN ROADS: EIA Page- 34 - MAIN REPORT Construct during the dry season where possible. Limit disturbance to natural vegetation above cut slopes. Revegetate unstable slopes as soon as possible after excavation. Reprofiling of vertical alignments - slope stabilisation to avoid land slides and sedimentation of water courses and natural drainage channels. Avoid placement of structures across natural drainage channels. * Maintain the natural build-up of soil and stimulate the fertility thereof. * Design roads within the context of the inherent geomorphology, geological and pedological characteristics of the area. * Control the risk of pollution of the soil resource. * Provide energy dissipation where necessary to avoid concentrations of run off. Plan routes in sympathy with the topography, thereby minimising the requirement for cut and fill and other major excavations. * Spoil disposal sites should be located as far as possible in unproductive land with the preference being given to backfilling quarry and borrow sites. * Adopt measures and conditions to ensure stability of the spoil and to minimise erosion both during and after completion of placement, including temporary and permanent drainage works where these are necessary. * Revegetate denuded areas as soon as possible after completion of works at that particular area. This includes the removal of trees. * Maintain acceptable vegetation cover. Provide and place topsoil on side slopes, on cuttings and embankments and roads or borrow areas to be re-established. * The method of establishing grass / revegetating shall depend on the circumstances relating to each case, and the engineer shall decide which method to use. * Planting shall not occur until all operations which may require road building equipment to be taken over grassed areas have been completed. * No road building equipment, trucks or water carts shall be allowed onto areas that have been grassed and only equipment required for the preparation of areas, application of fertiliser and spreading of topsoil will be allowed to operate on areas to be grassed. * Engineer will determine method of grassing and the type of seed or grass used, the rate of application of the seed, and the frequency of mowing. * Planting of trees shall be carried out as far as practicable during the beginning of the rainy season where planting is most likely to produce beneficial results. * Prior to commencement of planting any trees the exact location for planting shall be approved by the engineer. * Plants used must be grown to cope with the adverse conditions as experienced in the road reserve. Trees should be acclimatised prior to planting. Plants shall be fully maintained and watered during the construction / maintenance period and any losses of plants on account of lack of care during the contract and maintenance periods shall be replaced at the contractors cost. * Anti-erosion compounds shall consist of organic or inorganic material to bind soil particles together and shall be a proven product able to suppress dust and from an encrustation. * For all areas to be planted the contractor shall have the top 150mm of the prepared surface analysed to determine the quantity and type of fertiliser which may be required for establishing proper growth conditions for the grass. * Prohibit entry to re-vegetated areas by vehicles, humans and animals until these areas are adequately re-established.
ETHIOPIAN ROADS: EIA Page- 35 - MAIN REPORT Leave intact all dead organic material in natural areas to assist in the genesis of life supporting soil, and to increase the water holding capacity of soil.
BY THE CONTRACTOR:
* Secure steep / dangerous slopes during construction. * Apply slope stabilising mechanisms, such as wire basketry, gabions, etc. as permanent installations on risk slopes. * Relocate all topsoil affected by construction activities. * Storage of chemicals, fuels, and other hazardous substances to be sited on soils with low porosity (poor internal drainage). * Temporary fuel storage tanks and transfer areas need to be located on an impervious surface and adequately bonded to contain accidental spills. * Clear minimum area for work activities. * Plants should not be cut at will. * All cleared areas, including work sites, contractors yards and camps, access roads, etc. to be wetted by spraying with water on a regular basis. Care must be taken to avoid saturation of soils and to ensure that spraying does not lead to erosion. * Loose building materials, such as sand, aggregate, etc. to be wetted regularly, either as stockpiles or as material in transit. * Any soil pollution resulting from accidental spills or from other causes, to be removed from site and disposed of at an appropriate site. Remove any soil contaminated with oils, enamel paints or solvents to a Hazardous Waste disposal site. * Materials should be extracted from existing quarries or borrow sites wherever possible. * Borrow or quarry sites should be restored after completion of work. * Blasting should be designed so as not to cause slope destabilisation and damage to adjacent structures. * During construction the contractor shall protect all areas susceptible to erosion by installing all the necessary temporary and permanent drainage works as soon as possible and by taking such other measures as may be necessary to prevent surface water being concentrated in stream and from scouring the slopes, banks or other areas. * Any erosion channels developing during construction shall be backfilled and compacted and areas restored to a proper condition. * All topsoil or other material accumulated in side drains shall be removed. * The contractor shall be responsible for establishing an acceptable grass cover and for the cost of replanting grass or hydroseeding where no acceptable cover has been established.
BY THE AUTHORITIES:
During planning and construction During operation . Temporarily relocate people who live in * Monitor vegetation cover integrity. the rockfall and landslide sensitive areas until the road construction is complete.
ETHIOPIAN ROADS: EIA Page- 36 - MAIN REPORT 7.4 CATEGORY: HYDROLOGY - WATER POLLUTION I ALTERED DRAINAGE PATTERNS I SEDIMENT DEPOSITION I MATERIAL SPILLS
The activities that are likely to result in the above type of impact include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Maintenance - Batching plants - Stockpiles - Dewatering work - Earthwork operations - Bridge construction - Base camp establishment / workforce deployment - Plant and vehicle maintenance
POLICY:
Protect the soil resource and therefore also the ground and surface water resource from potential pollution due to construction and / or operational activities on the site. * Prevent where possible altering or blocking natural drainage patterns. * To protect and preserve the quality of both ground and surface water. * To devise pre-emptive waste management strategies to minimise the negative impacts of construction and operation on the environment. To ensure against the effects of harmful waste management.
OBJECTIVE:
Provide adequate pollution control and filtration within the development components. Provide adequate waste management strategies. * To monitor the construction process to ensure waste is disposed of at a suitable facility off site and within a reasonable time period. e To prevent unnecessary or excessive pollution / waste generation due to construction and / or operation activities.
MANAGEMENT:
BY THE ENGINEER:
* Reprofiling of vertical alignments - slope stabilisation to avoid landslides and sedimentation of watercourses and natural drainage channels. Institute cut-off drains above cut slopes / excavation to divert sheet runoff. Dissipate energy in drains and at discharge points. Install runoff filters, such as straw bales between work areas and rivers I streams I wetlands. * Construct during dry season where possible.
ETHIOPIAN ROADS: EIA Page- 37 - MAIN REPORT * Determine appropriate sites for spoil dumps / stock piles to eliminate seepage into groundwater. * Reduce the risk of dust creation resulting in pollution of the water resource. * Avoid placement of structures across drainage channels. * Proper design of drainage systems will curb potential roadway runoff pollution. * Drainage systems will vary for urban versus rural sections of the road and will be sensitive to hydrological flows. * Parallel ditches can be lined to prevent pollutants from entering groundwater at appropriate locations particularly where ground water resources for human consumption are identified. * Roadway runoff should not be channelled directly into water courses but should be directed to detention and sedimentation basins or allowed to flow over grassed areas. This will allow for the settling out of fine materials, the detention of oily water and the reduction of volume and rate of flow.
BY THE CONTRACTOR:
* Adequate ablution facilities to be provided on site, conveniently located near to work areas. * Contractors will be required to make arrangements for water supply that does not affect supply to other users. * Do not dispose of any chemicals and fuels into streams and rivers. * Particular care has to be taken to avoid water pollution and contamination when building the bridges. * No rivers, nor any other natural watercourses, are to be used for the cleaning of tools or any other apparatus. • Ensure that filtering devices are maintained and kept clean of dirt and litter. * Chemical storage is to be safe, tamper proof and under strict control. * Chemicals / fuels are not to be stored in areas with high water table, including wetland areas. Temporary fuel storage tanks and transfer areas need to be located on an impervious surface and adequately bonded to contain accidental spills. Appropriate run off containment measures must be in place. * Discard construction waste at a registered waste management facility / landfill site, particularly those wastes or products that could impact on surface or groundwater quality by leaching into or coming into contact with water. * To control the risk of excessive waste generation and dumping by effecting regular and efficient waste removal and disposal activities. * To remove loose building materials and waste from the site and dispose of them at an appropriate waste disposal site. * Remove any contaminated soils to a Hazardous waste disposal site. * Prevent accidental or otherwise spillage of chemicals, fuels etc. * During construction the contractor shall protect all areas susceptible to erosion by installing all the necessary temporary and permanent drainage works as soon as possible and by taking such other measures as may be necessary to prevent surface water being concentrated in stream and from scouring the slopes, banks or other areas. * The vehicle maintenance area(s) needs to be surfaced with an impervious layer and appropriate runoff containment measures should be in place. Vehicle wastes (brake fluid, oil filters, etc.) will be disposed of at a Hazardous Waste disposal site.
ETHIOPIAN ROADS: EIA Page- 38 - MAIN REPORT * Supply adequate domestic waste collection facilities on site and dispose of waste at a licensed General Waste site. * Waste needs to be separated in different waste streams and disposed of appropriately, at licensed facilities. * Prevent run off from road and potential chemical pollution this may have entering natural vegetated areas or ground water adjacent to the road by providing adequate run off containment structures / methods and designing and appropriate stormwater management system. * Rehabilitation on top of waste must be done as soon as possible. This will limit ingress of water, thus reducing the volume of leachate to be dealt with.
BY THE AUTHORITIES:
During planning and construction During operation Monitor adherence to guidelines. * Monitor water quality in sensitive rivers, streams and wetlands.
7.5 CATEGORY: ENGINEERING
The activities most likely to result in these impacts are:
- Site clearance - Bridge, culverts and new road alignments - Earthworks and drainage - Access roads - New alignments and detours
POLICY:
* To adopt sound engineering practices in order to minimise undue cost, time, danger and disruption during construction. • To take cognisance of the environment and any potential social and environmental impact engineering activities may have on the adjacent habitat and communities. * To reduce the impacts associated with land and property expropriation.
OBJECTIVE:
To benefit / involve the community wherever possible or desirable. To ensure engineering practices are safe and of as little disruption to adjacent areas / communities as possible. * To determine the most sound option / alternatives from an engineering, social and environmental perspective.
MANAGEMENT:
BY THE ENGINEER:
* Practice continual information dissemination with local communities.
ETHIOPIAN ROADS: EIA Page- 39 - MAIN REPORT * Preparation of engineering designs which minimise land acquisition, and in particular acquisition of land occupied by housing or business/commercial premises. * Spoil disposal sites should be located as far as possible in unproductive land with preference being given to backfilling quarry and borrow sites which have been developed by the contractor. * Adopt measures and conditions to ensure stability of the spoil and to minimise erosion both during and after completion of placement. * Relocate small diameter water mains, phone and low-tension power lines that run at or close to the road margins. This needs to be done in a way that minimises disruption and before construction works commence in the towns concemed.
BY THE CONTRACTOR:
* Limit construction activities, specifically those generating disturbing noise levels, to conventional working hours, during Mondays to Saturdays, wherever practicable. No excessively noisy activities to occur over weekends. * Sufficient provision for cover, water, cooking and heating fuel to be provided so as to prevent workers seeking it elsewhere or walking through adjacent areas to such facilities. Labour crews should provide their own materials and supplies and not rely on local enterprise. * Avoid accommodating labour force in or directly adjacent to villages. * Contractors to provide for own chemical toilets at yards and sites. * Labour crews should import their own water supplies. Compensate local communities for their loss of water. * Labour crews should import their own fuel supplies. Compensate local communities for their loss of fuel resource. * Maintain traffic flow during construction, wherever possible. * Avoid locating platforms on rare and endangered species. * Where no altemative exists, plants should be transplanted. * Relocate platform to where habitats, rivers and other drainage pattems are not threatened, avoid creating the platform on agricultural land and locate it away from archaeologically important sites. * Avoid soil erosion during platform creation, thus reducing the amount of sediment deposition.To mitigate the effect of increased construction traffic, there needs to be enforcement of contract conditions which are intended to control overloading, speeding and damage to pavements and structures as well as requiring watering of the road surface to minimise dust. * Materials should be extracted from existing quarries or borrow sites wherever possible * Once the construction of the project is complete the contractor should be required to remove all equipment from the site and clear the site from potentially hazardous materials. Reclamation of sites should include regrading and revegetation.
ETHIOPIAN ROADS: EIA Page- 40 - MAIN REPORT BY THE AUTHORITIES:
During planning and construction During operation . Routine road maintenance needs to be . Routine road maintenance needs to be carried out to prevent existing roads from carried out to prevent upgraded roads running into disrepair. from running into disrepair. . Comply with road safety regulations in * Regular verge clearance / maintenance terms of signage and ancillary road, needs to be undertaken. driveway, parking entrances and exits. * Ensure accessibility of pedestrian pathways_ routes.
7.6 CATEGORY: SAFETY AND SECURITY
The activities that are likely to impact on the safety and security of the development/area include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Cuts and fills - Maintenance - Blasting - Plant and equipment - Increased traffic - Occupational health and safety - Hazards from construction traffic - Camps - Hazard spills
POLICY:
* Prioritise safety and security during construction and operation.
OBJECTIVES:
* To ensure as far as practicably possible the safety of surrounding communities, construction workers and road users . * To make people aware of the dangers of using the road, children in particular need to be taught basic road safety techniques.
MANAGEMENT:
BY THE ENGINEER:
* Provide alternative pedestrian routes, where these are interrupted.
ETHIOPIAN ROADS: EIA Page- 41 - MAIN REPORT * Encourage the separation of motorised and non-motorised traffic by providing a 2.5m wide shoulder of which 2.Om is paved. * Reduce speeds through villages and towns and notify by means of clear signage, speed humps or rumble strips. * Segregate traffic and construct dedicated haul service roads where feasible. • Design junctions or pedestrian bridges / underpasses to separate and assist pedestrian movement.
BY THE CONTRACTOR:
• Make use of machinery / vehicles that are in good state of repair. • Pay particular attention to child safety, durng construction and operation. * Limit construction hours to reasonable daylight hours near to towns / villages and near to rural churches and schools. * Apply slope stabilising mechanisms, such as wire basketry, gabions, etc. as permanent installations on risk slopes. * Secure steep / dangerous slopes during construction. * Particular care should be taken during, and notification made of, blasting activities and schedule. * Secure construction areas to prevent human and animal accidents.
BY THE AUTHORITIES:
During planning and construction During operation * Institute traffic awareness programmes, * Institute traffic awareness programmes, specifically at schools and churches. specifically at schools and churches. * Introduce and maintain clear, . Reduce traffic speed through towns and understandable signage. villages. * Introduce and maintain clear, .______understandable _ signage.
7.7 CATEGORY: PHYSICAL ENVIRONMENT - DUST, AIR POLLUTION, NOISE, LITTER, REFUSE DISPOSAL
The activities that are likely to result in these impacts include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Cuts and fills - Maintenance - Stockpiles - Blasting - Plant and equipment operations - Traffic - Work areas - Vehicles
ETHIOPIAN ROADS: EIA Page- 42 - MAIN REPORT - Site preparation - Quarries and aggregate extraction - Borrow pits - Spoil disposal areas - Rock drills and crushing - Haulage - Earthworks and drainage - Pavement construction
POLICY:
To limit disturbance to the adjacent areas. To keep the construction area free from the accumulation of waste materials and rubbish and to undertake the treatment of waste water and sewerage in accordance with local government regulations. * To contain any aesthetic reducing or nuisance causing activities i.e. dust and noise generation.
OBJECTIVE:
* To integrate the proposed development into the regional context of the site, taking due cognisance of the privacy and living conditions of the residents in the area and the aesthetic impact of the road. * To devise construction guidelines to reduce noise levels, specifically in terms of the adjoining properties. * To establish the need for visual screening and thereafter to institute the necessary / appropriate measures. * To adopt methods of reducing visual impact on the adjacent areas.
MANAGEMENT:
BY THE ENGINEER:
* All structures and other installations are to be sited with due cognisance of adjacent areas. * Appropriate screening must be provided between disrupting activities I structures and adjacent areas. * Siting of entrances / exists to be in terms of agreements reached with local communities Taxi / bus routes and drop-off points to be with due cognisance of the privacy of the residents of adjoining areas. . Where topsoil is to be stockpiled for a long period of time, it should be covered or seeded to prevent wind erosion.
BY THE CONTRACTOR:
Equipment normally producing high levels of noise should be suppressed and screened when working within a distance of 200m from any settlement, clinic, religious building, or other sensitive noise receptor.
ETHIOPIAN ROADS: EIA Page- 43 - MAIN REPORT * Construction activities that generate disturbing noise levels are to take place during conventional working hours wherever possible. * Notification of deviation from regular working hours to be conveyed first to residents in the adjacent areas through notices, meetings, etc. * Routes of construction vehicles are to be planned with due cognisance of the privacy of residents of the adjacent areas. * Adequate ablution facilities for construction personnel are to be provided on site to limit them entering adjacent areas in search of such facilities. * Access roads on the site to be maintained and any materials spilled on access roads to be cleared immediately and disposed of appropriately. * Equipment producing abnormally high noise should be suppressed or screened within a distance of 200m from any settlement or religious building. * Maintain silencers on equipment. * Traffic speeds may need to be reduced and regular application of water on road surfaces may be required to prevent high dust disturbance. * Screening to be maintained regularly and repaired where necessary. * All site vehicles and machinery must be kept in good working order and subject to regular servicing, to prevent excessive smoke emanating from exhausts. * Burning of materials resulting from clearing of trees and bush, combustible construction material and rubbish will be permitted only when atmospheric conditions for buming are considered favourable and when authorised. * Where open buming is permitted, the bum piles shall be properly constructed to minimise smoke and in no case shall material such as tyres, plastic, rubber products, asphalt products or other materials that create heavy black smoke or nuisance odours be burned. * All construction trucks carrying fine materials should be covered. * Traffic speeds should be reduced and regular application of water on road surface may be required to prevent dust. • Dust suppression equipment should be installed on batch plants. * Construction roads should be watered on a set schedule depending upon weather conditions. * Proper maintenance of diesel equipment and curtailment of unnecessary idling should be practiced to help control emissions. • Construction vehicles should be well maintained to minimise excessive gaseous emissions.
BY THE AUTHORITIES:
During planning and construction During operation . o Strict control to be exercised over entering and exiting traffic, taxi and bus termini, and delivery procedures. * Any new schools or other land uses sensitive to noise should be located at sites beyond 200m of the roadway in the future to avoid significant adverse .______impacts.
ETHIOPIAN ROADS: EIA Page- 44 - MAIN REPORT 7.8 CATEGORY: LOSS OF ARCHAEOLOGICAL ARTIFACTS
The activities that are likely to result in these impacts include:
- Quarries and borrow areas - Contractors' yards, labour accommodation, etc - Storage - Access roads - New alignments and detours - Cuts and fills - Maintenance - Earthworks
POLICY:
To identify / preserve / protect all archaeologically and / or socially significant artefacts or sites.
OBJECTIVE:
* To maintain open channels of communication with all local leaders to determine socially significant sites and buildings and to address their concerns. * To endeavour to protect all socially significant sites or to relocate these where preservation is not possible providing that the local community is agreeable. To maintain archaeological awareness throughout the construction phase paying particular attention to times of earthworks, borrowing or quarrying.
MANAGEMENT:
BY THE ENGINEER:
Design road to avoid burial sites, archaeological significant areas and any religious buildings. * If possible change road alignments to save sites. * Reduce road width and right of way to leave significant buildings in their original place. * Local religious places, graves and funeral places as well as holy trees or springs should be taken into consideration when detours, quarry and other construction sites are designed.
BY THE CONTRACTOR:
* Transfer socially sensitive sites to alternative places if agreed to in -consultations with the local community. • Archaeological deposits usually occur below ground level. Should artefacts or skeletal material be revealed during for example the excavation of borrow pits the Archaeological Department must be contacted immediately. * Suspend work if artefacts are discovered. * Fines are to be imposed should any interference with protected sites occur, and access to these sights is to be strictly prohibited.
ETHIOPIAN ROADS: EIA Page- 45 - MAIN REPORT * Significant sites are to be actively protected by means of physical barriers or other access restricting measures. * Establish special protection measures for these areas, implement and thereafter monitor compliance. * Limit intrusion into areas identified as sensitive and protected. * Contain services in the proximity of sensitive sites and restrict access to defined services paths. * Burial sites or other socially significant structures should be protected by means of physical barriers both during construction and operation to prevent, disturbance, vandalism or destruction. * Interference with these sites is to be carefully monitored and prevented. * A program should be devised to train construction personnel in the identification of cultural resources.
BY THE AUTHORITIES:
During planning and construction During operation * Should artefacts or skeletal material be . Should artefacts or skeletal material be revealed during construction, the revealed during operation, the Archaeological Department should be Archaeological Department should be contacted immediately and work contacted immediately. suspended until further notice.
7.9 CATEGORY: LABOUR RECRUITMENT, LOSS OF LIVELIHOOD, SEVERANCE, POST CONSTRUCTION GLUTS
The activities that are likely to result in these impacts include:
Quarries and borrow areas Contractors' yards, labour accommodation, etc Storage Access roads New alignment and detours Cut and fill Maintenance Spoil disposal area
POLICY:
To ensure that road construction and operation has the least possible impact on the livelihood of the surrounding community
OBJECTIVES:
• To provide employment during road construction and where possible to avoid post construction gluts by employing those people in routine road maintenance operations. * Encourage recruitment of local community members for contract and later maintenance activities.
ETHIOPIAN ROADS: EIA Page- 46 - MAIN REPORT To minimise disruption to and/or destruction of agricultural land adjacent to the road. Compensate adjacent communities for loss of productive land / crops. Maintain fair and agreeable compensation to those whose homes / shops are affected. Practice information dissemination / public participation on a regular and continual basis with members of the community.
MANAGEMENT:
BY THE ENGINEER:
* Maintain public information dissemination prior to and during construction period. * Limit the disturbance to grazing / agricultural resource to a practicable minimum, thereby eliminating the overall disruption of construction to the surrounding communities and their productivity. • Avoid detour roads in places where the roadside cultivation is dense and important. Instead of creating a detour road, use main road with the help of a traffic management plan (constructing half of the road while the other is used for traffic). • Avoid minor road realignment where it does not bring significant improvement to the road.
BY THE CONTRACTOR:
* Recruit wherever possible labour from local community. Labour recruitment needs to be accompanied by training. Personnel involved in the construction and operation of the project must be trained on the hazards, safety procedures and emergency response plan associated with their tasks. Labour recruitment to avoid post construction gluts should also include maintenace training. Maintenance crews must be recruited and trained on the proper use and disposal of pesticides and other chemicals.. Inform local communities of plants / thickets that are at risk. Transplant those that transplant easily, for example bananas. Maintain access to the remaining lands by the relevant farmers. Limit intrusion into adjacent agricultural land by contractors, heavy equipment. Where trees are to be felled allow local communities to harvest. Prevent fires in agricultural land. Prevent harvesting, destruction, theft of crops by construction workers, etc. Prevent unnecessary and prolonged disturbance to grazing routes / patterns.
BY THE AUTHORITIES:
During planning and construction During operation * Control spin-off development, specifically . Control spin-off development, specifically in terms of unplanned ribbon in terms of unplanned ribbon development along roads. development along roads. . Develop frameworks for future . Develop frameworks for future development of towns / villages in terms development of towns / villages in terms of the upgraded roads. of the upgraded roads.
ETHIOPIAN ROADS: EIA Page- 47 - MAIN REPORT 7.10 CATEGORY: COMMUNITY DISSATISFACTION, SOCIAL DISRUPTION
The activities that are likely to result in these impacts include:
Base camp establishmenV work force deployment Site preparation Borrow pit development Haulage Quarry and aggregate Construction of bridges Blasting
POLICY:
* To minimise the social disruption of the roads to the community, and to ensure development and construction occurs in the least disruptive manner possible. * To avoid any action activities that would cause community dissatisfaction. * To ensure that the population displaced by a project receives benefits from it.
OBJECTIVES:
* To maintain public information dissemination prior to and during the construction period. * To maintain open channels of communication. * To prevent dust, noise and waste pollution of areas adjacent to the road particularly those areas that are adjacent to settlements. * To avoid crop destruction, wherever possible. * Resettlement is to be minimised or avoided where feasible. * Where displacement is unavoidable, resettlement plans should be developed.
MANAGEMENT:
BY THE ENGINEER:
* Roadside infrastructure such as power, telephone lines, water points etc should be relocated before construction of the road commences. * Keep owners informed of agricultural I productive areas at risk. * Buy crops at risk from farmers. • Compensate owners, where destruction of agriculturally productive land is unavoidable. • Offer suitable, equivalent cropland in safe, convenient areas, where possible. * Inform the community throughout construction of the activities that are likely to cause disruption and notify them i.e. erect signage informing them of the likely duration and/or intensity of specific actions / activities. * Locate camps in appropriate places to reduce unnecessary interaction between road construction workers and local people. * Plan resettlement carefully, ensure the provision of adequate services and the viability of production / enterprise in these areas in order to avoid unmanageable resource pressure in resettlement areas.
ETHIOPIAN ROADS: EIA Page- 48 - MAIN REPORT BY THE CONTRACTOR:
* Impacts from increased traffic, noise levels and lighting resulting from the construction activities to be kept to a minimum. Complaints to be recorded and resolved through negotiations with the community. * Practice information dissemination / public participation on a regular and continual basis with members of the community. * Limit construction hours to reasonable daylight hours near to towns / villages and near to churches and schools. Avoid the destruction of harvest trees, specifically coffee plantations. * Avoid the destruction of agricultural land / crops. * Transplant those that transplant easily, for example bananas. Maintain access to the remaining lands by the relevant farmers. * Scheduling weekends should be divided amongst construction workers to avoid an overburden on any given town of village's resources and thus avoid conflicts. * Ensure that adequate health facility systems are in place on-site with the influx of temporary workers and open the facility to local residents as a benefit of the project to the community. * Preventative measures for malaria should be strictly enforced in construction camps. It will be important to ensure use of nets and insect repellent as well as medical treatment of malaria cases. * Improve the provision of a safe water supply and appropriate waste disposal facilities including the provision of sanitary latrines to control other water borne diseases. Make the water available to local residents and hand over the water system in good working condition to residents upon project completion. Grade borrow pits after use to avoid ponding and mosquito breeding. Maintain access to the remaining lands by the relevant farmers. Allow crops up to road verge. Assist displaced persons with the move and ensure support during the transition period in the resettlement site.
BY THE AUTHORITIES: During planning and construction During operation . Ensure that displaced persons are . Proper land use and development assisted in their efforts to improve their controls should be in place to curb former living standards, income earning disorganised roadside ribbon capacity and production levels, or at least development from occurring. to restore them. * Resettlers should be integrated socially . The responsibility for resettlement rests and economically into host communities with the borrower. One alternative is to so that adverse impacts on the host create a special resettlement unit within communities are minimised. The best the project entity. Another alternative is way of achieving this integration is for to entrust resettlement to the regional or resettlement to be planned in areas town administration the knows the benefiting from the project and through population and area, can mobilise local consultation with the future host expertise, speaks the resettlers' communities. language, and will ultimately be responsible for the integration of resettlers into the host population and area.
ETHIOPIAN ROADS: EIA Page- 49- MAIN REPORT 7.11 CATEGORY: COMPENSATION
The activities that are likely to result in these impacts include:
Quarries and borrow areas Contractors' yards, labour accommodation, etc Access roads New alignment and detours Cut and fill Soil disposal areas Loss of houses Loss of agricultural land / produce
POLICY:
• To ensure that communities are fairly and timeously compensated for their losses. * To ensure that the most appropriate means of compensation is arrived at recognising that cash compensation is not always adequate or appropriate.
OBJECTIVE:
* To establish a fair and representative compensation unit to deal with the communities losses in an appropriate and just manner. * To ensure compensation does not simply alleviate short term losses but includes the sustainability of resettlement and economic / productive regeneration. * To avoid conflict between the resettled and their host communities and to foster a positive social climate for integration.
MANAGEMENT:
* The responsibility for resettlement and hence compensation rests with the borrower. The process of compensating the community includes, legal and community participation and representation as well as the involvement of the local authorities. One way of combining all the parties is to establish a resettlement/compensation unit. While resettlement and compensation can be entrusted to the regional or town administration for the sustainability and overall success of the project the preferred course of action is considered to be the incorporation of a special compensation unit. This will also ensure the long term sustainability of the program by ensuring that a dependency relationship is avoided. Local leadership must be encouraged to assume responsibility for environmental management and infrastructure maintenance.
BY THE COMPENSATION/RESETTLEMENT UNIT:
During planning and construction During operation * Compensation / resettlement plans * Some types of loss such as access to should be based on socio-economic public services, customers and suppliers surveys describing the full resource base and fishing, grazing or forest areas of the affected population including cannot easily be evaluated or income derived from informal sector and compensated for in monetary terms. non-farm activities and from common Attempts must therefore be made to
ETHIOPIAN ROADS: EIA Page- 50 - MAIN REPORT property, the extent to which the groups establish access to equivalent and will experience total or partial loss of culturally acceptable resources and assets, and public infrastructure and eaming opportunities. social services that will be affected. * Where replacement land is provided * Legal frameworks should be set up in by the local authorities any costs consultation with the community including associated with registration of right- the nature of compensation, in terms of of-use should be met by the project, the valuation methodology and the timing and clear right-of-use titles should be of payment, the legal and administrative procedures applicable including the granted. In the case of agricultural appeals process and the normal time- land, the area of replacement land frame for such procedures. should be determined so as to take * Ensure the community participate in into account productivity, so that crop planning / devising the most appropriate production remains as previously. means of compensation. It is important * Communities must be assisted in their that the communities' needs / losses are efforts to improve their former living identified rather than assumed and are standards, income eaming capacity and thereby appropriately compensated. production levels, or at least to restore * Particular attention must be given to them. ensure that vulnerable groups such as * Normally general economic growth indigenous people, ethnic minorities, the cannot be relied upon to protect the landless and women are represented welfare of the affected population. Thus, adequately. alternative employment strategies are * Criteria need to be established for needed and where possible, the determining the resettlement eligibility of resettlement unit should devise ways of affected households e.g. households that viably exploiting new economic activities have only partially lost their assets but made possible by the main investment are no longer economically self sufficient requiring the displacement. Vocational should be entitled to full resettlement / training, employment counselling, compensation. transportation to jobs, employment in the * A list of names of affected families should main investment project or in be compiled as early as possible to resettlement activities, establishment of prevent an influx of ineligible people industries, incentives for firms to locate in claiming compensation. the area, credit and extensions for small * Information relating to the laws and business and preference in public sector regulations affecting the valuation and employment should all be considered compensation of eligible families where appropriate. households / businesses / goods needs * Any payment due to the hosts for land or to be timeously disseminated. other assets provided to resettlers should * Valuation of lost assets should be made be promptly rendered. at their replacement cost prior to the * Conflicts between hosts and the resettled actual move. , may develop as increased demands are * Assessment of cash compensation for placed on land, water, forests, services property should be carried out in a wholly etc or if resettlers are provided services transparent manner, resulting in and housing superior to that of the hosts. payments that truly reflect current Compensation therefore needs to be rebuilding costs, taking into account the equitable and the host populations inevitable rise in building material prices included in resettlement discussions. that occur when it is known that * Providing improved education, water, compensation money will be available. health and production services to both * Experience indicates that cash groups fosters a better social climate for compensation alone is normally their integration. In the long run, the inadequate. Preference should be given extra investment will help prevent to land-based resettlement strategies for conflicts and will help to secure the people dislocated from agricultural project's aims.
ETHIOPIAN ROADS: EIA Page- 51 - MAIN REPORT settings. If suitable land is unavailable, non land-based strategies built around opportunities for employment or self- employment may be used. * All affected persons should be freely allowed to salvage building materials, trees and other assets on affected land as additional compensation for displacement. . In the case of businesses, the compensation payments should be adjusted to take into account any anticipated loss of income which may arise as a result of the need for relocation to a less suitable location away from the main centre of business activities. * Resettlement plans should be built around a development strategy and package aimed at improving or at least restoring the economic base for those relocated. * Absence of legal title to land by adversely affected population should not be a bar to compensation.
7.12 CATEGORY: HEALTH
The activities that are likely to result in these impacts include:
Contractors' labour accommodation, etc Maintenance Increased use of the road Tourism
POLICY:
* To, as far as possible, prevent I limit the introduction of illnesses and diseases with specific concem for HIV / AIDS and other sexually transmitted diseases into the affected area.
OBJECTIVE:
* To localise / contain any disease outbreak to prevent it from spreading to the surrounding communities. * To undertake health awareness and health education programmes addressing issues of concern throughout the duration of the project.
ETHIOPIAN ROADS: EIA Page- 52 - MAIN REPORT MANAGEMENT:
BY THE ENGINEER:
* Some of the town / regional services may need to be relocated. Relocation needs to be carried out prior to commencement of the works in order to avoid any inconvenience to the local communities. * Mitigate by ensuring that adequate funds for relocation are made available to service providers and that these works are undertaken well before construction commences in the towns concemed. * Increased incidences of respiratory diseases (such as influenza) water related diseases (such as diarrhoea) and malaria epidemics in addition to other public health influencing conditions need to be addressed. * Respiratory diseases such as influenza would come as a result of air pollution due to dust and machinery wastes this impact can be mitigated and is addressed under Category 7. * The major possible causes and sources of water related diseases would be from water pollution. Water pollution can be prevented or mitigated and is addressed under Category 4.
BY THE CONTRACTOR:
* Construction workers should be provided with mosquito nets and adequate and hygenic ablution facilities. * Costruction workers should be given health awareness training, particulairy concerning the prevention, symptoms and treatment of diseases they are likely to come into contact with, paying particualr attention to the spread of AIDS and sexually transmitted diseases. * Consideration of camp site placement (avoid accommodating labour force in or directly adjacent to villages) to avoid infiltration into local communities and associated increases in socially undesirable parameters such as prostitution, AIDS and other sexually transmitted diseases, rape-adultery, drunkenness etc. * Construction is inherently a relatively dangerous industry, and accidents invariably occur. In rural areas, which already have relatively poor resources in terms of medical services, the presence of even a relatively small contractor's workforce can impose additional strains, reducing their effectiveness as far as the local population is concerned. It is also reasonable to expect that the contractor should exercise a duty of care towards his workforce in relation to injuries sustained at work. * It is unreasonable to expect contractors to provide full emergency medical facilities for the workforce, but provision of adequate first aid facilities, which also provides limited service to the local community should be required. * A clause should be included in the construction contract which makes the contractor responsible for obtaining and verifying information on all existing services located within or adjacent to the site of the works, and for guarding such at his own expense so that no damage is caused to them during execution of the works, and there is not interruption to supply. * A clause should be included in the construction contract which makes the contractor liable for any damage to services resulting from his of his subcontractor's actions. Any damage caused to services by the contractor or subcontractors should be made good without delay at the contractor's cost.
ETHIOPIAN ROADS: EIA Page- 53 - MAIN REPORT * Some interruption to supply during relocation works in inevitable. Accidental damage to services by the contractor, during execution of the works, can also result in interruption to services and in towns and is likely to affect large numbers of people adversely. * Turbidity as a result of bridge and culvert construction and the development of stagnant water/ponding may occur during construction. This runs the risk of increased mosquito reproduction and the potential for malaria outbreak and / or recurrence. The final grading for closure should ensure that stormwater runoff does not accumulate and become stagnant, potentially contaminating surface waters or serving as disease vectors.
BY THE AUTHORITIES:
During planning and construction During operation . To undertake health education and * To undertake health education and awareness programmes in communities awareness programmes in communities close to the road or those that come into close to the road or those that come into contact with the construction workers / contact with the construction workers / camps. camps. * To prepare and disseminate manuals / . To prepare and disseminate manuals / brochures / pamphlets on the prevention brochures / pamphlets on the prevention and treatment of associated health risks, and treatment of associated health risks, such as influenza, diarrhoea, malaria, such as influenza, diarrhoea, malaria, AIDS and sexually transmitted diseases. AIDS and sexually transmitted diseases.
7.13 EMP CONCLUSION
The above impact management proposals should be seen as an environmental basis on which planning should be conducted. As such, it should be realised that this is a flexible programme, being quantified and possibly adapted as design, construction and operation progresses.
The guidelines should be incorporated into the policy development of the project, and should thus be applicable to all disciplines involved in the planning, construction and operation of the facilities.
Of significance is that the necessary institutional infrastructure should be in place for the efficient administration, monitoring and auditing of the guidelines and recommendations throughout the development. This infrastructure should apply to all levels of Authority / Local Govemance, and should include for the following:
I MONITORING ACTIVITIES:
* Monitor continued efficiency and applicability of the Environmental Management Guidelines • Monitor adherence to the Environmental Management Guidelines by .planners / designers, contractors and other Authority agencies / departments * Monitor soil erosion resulting from the road alignments * Monitor vegetation cover integrity * Monitor water quality changes resulting from the road alignments * Monitor dust / air pollution occurrence resulting from the road alignments
ETHIOPIAN ROADS: EIA Page- 54 - MAIN REPORT Monitor health tendencies along the road alignments Monitor progress in resettlement activities Monitor progress in compensation procedures * Monitor community adaptations / changes Monitor pedestrian access * Monitor development needs * Monitor spin-off development * Monitor unplanned (ribbon) development
2 FACILITATING ACTIVITIES:
* Incorporate Environmental Management Guidelines into all contractual documentation * Facilitate comprehensive and representative public participation in all aspects of the road planning, design and development Facilitate the creation of a Compensation / Resettlement Unit for each project Facilitate resettlement plans, where necessary Facilitate compensation plans, where necessary * Facilitate temporary relocation of people / communities at risk
3 PLANNING ACTIVITIES:
Plan town / village development in terms of the upgraded roads Plan schools in terms of the upgraded roads * Develop resettlement areas in terms of regional benefit analyses
4 IMPLEMENTATION / EXECUTIVE ACTIVITIES:
* Carry out fire preventative measures * Carry out road and road verge maintenance actions Institute traffic awareness programmes Institute health education and awareness programmes Enforce traffic speed control Enforce traffic control * Carry out archaeological reconnaissance actions where artefacts are found / expected Institute corrective measures where environmental monitoring so indicates
ETHIOPIAN ROADS: EIA Page- 55 - MAIN REPORT 8.0 ENVIRONMENTAL STATEMENT
The environmental acceptability of a project depends on the extent to which significant adverse environmental impacts can be reasonably mitigated, weighed against the extent of the beneficial impacts of the same project.
While the macro impacts described earlier in this document apply to all of the roads to a greater of lesser degree, this section highlights the most applicable macro impacts for each respective road. It should not be construed that the other impacts do not apply to the specific road being addressed, but are of lesser importance on this specific road.
This section further addresses each of the road projects (as sections / contracts) in terms of the possible success of the proposed mitigation of the adverse micro environmental impacts that were given a high or medium significance status in the evaluations. The impacts considered to be the most deserving of attention would be those that had a high or even a medium significance value before mitigation but remains as a medium (rather than a low) significance afterwards. Those impacts that were given a low significance in the evaluations are not considered, since mitigation would invariably still result in a low significance impact.
8.1 Nekempte - Assosa Road (Section A)
The macro impacts are discussed for the road as a whole:
Positive impacts: * The increased accessibility and trafficability of the region as a whole Portions of this road are currently completely inaccessible during the rainy season, resulting in some areas being severely isolated for relatively long periods of the year. This is particularly severe to the economy of the region since this is the primary road serving the area and no alternative roads exist. * Reduced travel times and cost Reduced travelling time and vehicle operating cost due to better quality roads will facilitate much quicker, more economical and safer transport of produce and goods, which would manifest as benter economic efficiency. * Creation of new job opportunities The road passes through a number of towns and villages as well as fairly densely populated rural areas. All of these communities stand to gain from the upgrading, either through direct employment on the contract, or as entrepreneurial activity during as well as after completion of the contract, by relying on passing trade and increased accessibility to external markets. * Health and educational facilities Enhanced access to health and educational facilities will be a very positive result of the upgrading. * Economic factors The region is in urgent need of economic upliftment, which could be attained through improved access, including better access to the mining areas of the region as well as access for tourism purposes.
ETHIOPIAN ROADS: EIA Page- 56 - MAIN REPORT Negative impacts: * Resettlement of people living too close to the road A resettlement plan would need to be devised due to the number of houses that could be lost due to the construction of the road. * Unsustainable short tenn job opportunities created by the construction work While a number of job opportunities will be created during the construction period, it is important that these be made sustainable, primarily through comprehensive information dissemination regarding the programming of the contract, through training and skills transfer processes and through community education programmes. * Health The health concerns apply probably more to the on-going operation of the road after construction rather than during the construction phases. Impacts of the road upgrading will vary from place to place, depending mainly on altitude and climatic conditions. The major health impacts from the road construction process would be related to the quarry sites and borrow pits. Those in Assosa and in the Dedesa Valley, where the climatic conditions are favourable for malaria, bilharzia and other water-borne diseases, pose the greatest risks. These sites, after the rainy season, retain water for a long period and create very favourable environments for the breeding of mosquitoes, which are the vectors for malaria. Dust and noise create health nuisance, where the road passes through settlement and urban areas. Other communicable diseases and sexually transmitted diseases, including HIV can be transmitted from construction workers and passers-through to local people or vice versa.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section A). The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L Section Al-1 81 97 0,8 49 32 0 0 25 56 Section Al -2 119 83 1,5 84 35 0 0 58 61 Section A2-1 65 84 0,8 29 36 0 0 15 50 Section A2-2 47 84 0,6 23 23 1 011 4 Total 312 348 0,9 185 126 1 0 102 210
From the above the following can be deducted namely:
Of the four contract sections of this road, the second (Section 2 of Contract 1) displays the largest number of identified impacts per km of road length. Of the 58 impacts which remains of H or M significance rating following mitigation on this section of road, approximately 60% relate to road re-alignments. The remainder are primarily social impacts, including loss of agricultural land / produce, disruption to infrastructure, etc.
ETHIOPIAN ROADS: EIA Page- 57 - MAIN REPORT The second largest density of H or M significance impacts per km following mitigation has been identified on Sections Al-1 & A2-1. In Section Al-1 the most severe H or M impact (60%) is the destruction of houses and the second most important impact being social impacts in town sections (28%). In Section A2-1 the most frequently encountered impact is destruction of habitat (40%), with destruction of houses second (26%) and road re-alignment third on 20%.
The Section A2-2 is the least affected section. Only 4 impacts remain of M significance following mitigation. 75% of these impacts are related to social impacts on town sections.
In all instances, the adverse impacts can be adequately mitigated to reduce their significance.
In terms of destruction of houses it should be noted that in the rural areas in six isolated locations were noted where possible destruction of houses will occur. In these areas the houses could be reconstructed in close proximity to their original positions. It was also noted that in the towns Haroji - 15, Weru Jiru - 5, Gore - 5, Kittu Kura - 8, Mendi - 12 and Benguwa 15 houses may also be destroyed by road widening. Most of these houses are perceived to be illegally constructed within the right of way servitudes. Towns more seriously affected by road widening are Dengoro and Gimbi. In Dengoro approximately 70 houses will be destroyed and special precautions will have to be taken in the provision of new land for the affected people. In the town of Gimbi the extent is of such an impact that it is proposed that a new alignment for the road section through the town be considered. The road reserve width available through the town is very narrow resulting in the demolishing of at least the total number of houses on one side of the road. Land availability in this area seems to be a huge problem due to very steep gradients on the land. A bypass solution to the town is recommended to overcome this serious problem.
Except for the road sections through Gimbi and Dengoro towns the project could be considered to be environmentally acceptable, provided the mitigation guidelines are applied and new land is made available for the reconstruction of houses. In Dengoro new land should be provided but in Gimbi a new road alignment should be investigated.
ETHIOPIAN ROADS: EIA Page- 58 - MAIN REPORT 8.2 Dembi - Gambela Road ( Section B)
The following represent the macro impact evaluations:
Positive impacts: * The increased accessibility and trafficability of the region as a whole As is evident in the number of bridges washed away during the last rainy season, the upgrading of the road will have very positive implications for this region, specifically those parts in the remote western region. * Creation of newjob opportunities Given the depressed economic conditions of the western parts, this region would benefit markedly by the road upgrading. * Health and educational facilities Improved access to health and educational facilities is highly rated by the local people, specifically in the rural areas. * Economic factors The region is in need of economic upliftment, which would be attained through improved access, including better access to tourism.
Negative impacts: * Resettlement of people living too close to the road A resettlement plan would need to be devised for the relocation of people. * Unsustainable short term job opportunities created by the construction work A number of job opportunities will be available through the contract either directly or indirectly. It could be expected that the increased traffic on the road after upgrading would facilitate the sustained availability of such opportunities. * Social implications (safety, etc.) The concerns about safety along the road route are less severe since the current road passes through the towns already. However, the western most parts are relatively isolated and may be subject to greater cultural intrusion with increased access into the region. * Health and educational facilities Improved access to health and educational facilities is highly rated by the local people, specifically in rural areas. The impact of the road upgrading on health will vary from place to place, depending mainly on altitude and climatic conditions. A major health impact from the road construction process is related to the quarry sites and borrows pits, especially in Gambela region, where the climatic conditions are favourable for malaria, bilharzia and other water-borne diseases, which could aggravate the infection rates in these areas. These sites retain water for long time after the rainy season, creating very favourable environments for the breeding of mosquitoes, which are the vectors of malaria. Dust and noise create health nuisance where the road passes through settlements and urban areas. Other communicable diseases and sexually transmitting diseases, including HIV, can be transmitted from construction workers and other visitors to local people or vice versa
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section B). The following serves as a summary of the principal findings:
ETHIOPIAN ROADS: EIA Page- 59 - MAIN REPORT Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L
Section Bi 29 67 0,4 10 19 0 0 3 26 Section B2 75 170 0,4 48 27 0 0 10 65 Total 104 237 0,4 58 46 0 0 13 91
This project is described as two sections, namely that from Dembi to Bedele (Section B1 in table above), and that from Metu to Gambela (Section B2 in table above). Of the two sections, the second displays the highest number of impacts. All of the impacts can be mitigated to such an extent that more than 90% of the impacts rated as high and medium before mitigation would have a significance rating of low after mitigation. Of significance are the 10% which would have a significance rating of medium after mitigation, which would need greater attention to construction procedures and monitoring. This mainly relates to destruction of houses on Section B2.
There are no impacts which cannot be mitigated.
Of the first section's impacts, approximately 20% are those relating to the loss / disturbance to trees i.e. coffee, bananas and mangoes. About the same percentage applies to those impacts relating to the disruption to towns (but not necessarily implying ioss of property). The remaining impacts are relatively equally distributed between the bio-physical and social environments, although it is noteworthy that about 14% of the impacts relate to the loss of habitat and plant species.
The second section, on the contrary, displays a marked bias towards infrastructural impacts, specifically related to road alignment, quarries and borrow pits. Together, these account for approximately 46% of the total number of impacts. Only about 10% of the impacts relate to crops and natural vegetation.
In a few isolated areas (three) single houses will be affected by road widening proposals. These huts could be reconstructed in close proximity to their original positions. In the towns Uka - 15, Sibo - 8, Bure - 23 and Gore - 20 existing houses will be affected and new land should be made available for reconstruction of the houses. In the town of Bonga numerous huts are affected but most of these owners have already been infomed accordingly. The responsibility for the cost of relocating these people could not be determined and should be further investigated by the relevant authorities.
Given the above, the project is considered environmentally acceptable, provided that the mitigation guidelines are applied.
8.3 Nazareth - Dodola and Shashemene - Goba Road ( Section C)
The following represent the macro impact evaluations:
Positive impacts: - * The increased accessibility and trafficability of the region as a whole
ETHIOPIAN ROADS: EIA Page- 60 - MAIN REPORT This road project is located closer to the mainstream activity in Ethiopia. As such, this positive impact would be less noticeable than in other regions. * Increased traffic safety aspects due to a better alignment of the road Due to higher volumes of traffic in this region, this impact would be more significant. * Controlling of the erosion processes Numerous instances of severe erosion are evident along the alignment, which could be either partially or sometimes completely remedied by the installation of proper drainage structures as part of the road upgrading process. * Creation of newjob opportunities Many job opportunities would be made available through the upgrading of the roads. In the eastern areas, many of these could be linked to the tourism industry, assisting greatly in the sustainability thereof.
Negative impacts: * Resefflement of people living too close to the road Of the towns and villages through which the road passes, many are of a developed nature, where this impact is of lesser severity. However, this should not detract from the need to establish a resettlement plan for the project. * Social implications (safety, etc.) The regions are generally fairly well travelled by outsiders, resulting in the local communities being relatively robust to such intrusions. * Health The impact of the proposed road upgrading project on health will be mainly limited to a short stretch of the road between Nazareth and Itaya, where malaria is predominant. In this portion, quarry sites, drainage ditches and borrow pits will create conducive breeding sites for mosquitoes if not managed properly, and will aggravate malaria cases. During the construction period, some communicable diseases and sexually transmitted diseases may be transmitted from construction workers to local people or vice versa. Noise and dust during the construction periods will be a nuisance for the people along the roadside.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section C).
The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L
Section Cl 44 199 0,2 20 24 0 0 1 43 Section C2 24 108 0,2 13 11 0 0 4 20 Section C3 27 90 0,3 9 18 0 0 6 21 Total 95 397 0,25 42 53 0l 0 1f1 84
This road is described as three separate contracts, namely from Nazareth to Dodola (Section Cl), from Shashemene to Wesha (Section C2), and from Wesha to Goba (Section C3).
ETHIOPIAN ROADS: EIA Page- 61 - MAIN REPORT Approximately 90% of the impacts can be reduced from either high or medium significance to low significance with mitigation, the other 10% reducing from high to medium significance. These impacts would require specific attention during planning and construction, with comprehensive monitoring.
The density of impacts per km is virtually similar on all three Sections.
Of the three sections, the first would have the most impacts, these being primarily (about 50%) relating to social aspects where the road passes through town sections, destruction of houses, and the opening of quarries and borrow pits. About 10% of the impacts relate to disruption to graves and 15% to new road alignments.
On the second section, the impacts are mainly related to towns and disruption / destruction of houses, constituting about 40% of the impacts. A further 16% relate to erosion (a significant proportion), with 10% relating to destruction of trees i.e. coffee, bananas and mangoes.
The impacts of the third section are mainly those relating to new road alignments (18%), extensions to borrow pits (22%) and loss of habitat / plant species (15%).
Houses in three isolated locations are affected by road widenings in rural areas but adequate land is available for reconstruction of these houses. In the towns of Nazareth - 20, Awash Melkasa - 6, Gonde - 24, Sagure - 24, Bekoji - 12, Meraro - 10 and Dinsho - 15 houses are affected by road widening proposals. Information available indicates that all these towns have incorporated the road widening proposals into their masterplans. It will therefore appear that all the people still residing in the road reserves are illegally occupying the land and will be relocated before the start of the construction.
Given the above, the project is considered environmentally acceptable, with the application of the proposed mitigation measures.
8.4 Woreta - Woldiva Road ( Section D)
The following represent the macro impact evaluations:
Positive impacts: Since this road is in relatively good trafficable condition, the positive impacts would be felt to a lesser degree than on most of the other roads studied, with the possible exception of the accessibility for tourism related traffic. Economically, the plateau area stands to benefit more from the road upgrading than the rest of the route. Some instances of severe soil erosion would be addressed by the proposed road upgrading.
Negative impacts: * Resettlement of people living too close to the road A resettlement plan would need to be devised as part of the project. • Since this road is in an area relatively well travelled by outsiders, the negative impacts associated with foreign intrusion will be relatively less severe.
ETHIOPIAN ROADS: EIA Page- 62 - MAIN REPORT * Health Dust and noise create health problems, when the road construction passes through settlement areas. Other communicable diseases and sexually transmitted diseases, including HIV, can be transmitted from construction workers to local people or vice versa.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section D). The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L Section Dl 89 146 0,6 43 46 0 0 28 61 Section D2 70 160 0,4 54 16 0 0 34 36 Total 159 300 0,53 97 62 0 0 62 97
This project is divided into two contracts.
All of the impacts can be mitigated, with 35% of the high significance impacts being mitigated to low significance. The remaining high (to medium) impacts would require additional care during the planning and construction phases of the project, with associated monitoring.
No impacts would have a high significance value after mitigation.
The two contracts display similar impact patterns, with the following exceptions: • Contract 1 includes a number of impacts (18%) related to new road alignments. * Contract 1 has a high number of impacts (28%) relating to the rehabilitation of existing borrow pits and quarries whereas contract 2 has 43% of the impacts relating to quarries/borrow areas. * Contract 2 has a number of impacts (9%) relating to slope instability.
Neither of the contracts has substantial impacts relating to destruction of natural or crop vegetation.
In four isolated areas single houses in rural areas are destroyed but land is available for reconstruction in close proximity. In the town sections small numbers of houses will be destroyed but in none of the towns will the impact be excessive. The following approximated numbers of houses are affected in the respective towns, namely Woji - 22, Amed Ber - 28, Kemer Dingay - 4, Nefas - 16, Checheho - 20, Debre Zebit - 24, Agreet - 12, Filakit - 7, Geragera - 30,Arbit - 10, Halti - 12 and Woldiya - 16. Most of these houses fall within the land set aside for road widening in terms of the masterplans for the individual towns and the people have been informed accordingly.
The project is considered to be environmentally acceptable, provided that the mitigation measures are applied.
ETHIOPIAN ROADS: EIA Page- 63 - MAIN REPORT 8.5 Gondar - Mereb River Road (Section E)
The following represents the macro environmental impacts:
Positive impacts: * The increased accessibility and trafficability of the region as a whole This road is one of the two primary north-south routes across Ethiopia, giving access to the western and north-western areas. The alternative route is a road to the east of the poorly accessed Simien Highland area. The road upgrading is therefore of great importance in terms of access and trafficability, also in terms of its linkage function for the northem tourism routes. The route interconnects the Bahir Dar (Lake Tana / Tis Isat waterfall) area to the tourism areas of Gondar, Axum as well as the world heritage site in the Simien Mountain National Park. * Reduced travel times and cost The northern areas rely heavily on produce emanating from the central regions. This produce has to be transported over considerable distance to this region. Travel time, and the associated costs, are therefore of great importance on this route. * Increased traffic safety aspects due to a better alignment of the road The length of this road would imply a particular significance in this respect, specifically bearing in mind the numerous topographic areas through which it passes, where accidents are commonplace. * Controlling of the erosion processes Correct detailing of stormwater management will manifest as better erosion control, particularly important in the mountainous areas and in the arid north. * Economic factors A more efficient linkage between the central areas of the country and the north would have significant implications for the economy of the north, which would indirectly benefit the national economy.
Negative impacts: * Resettlement of people living too close to the road A resettlement plan would need to be formulated as part of the project. * Unsustainable short term job opportunities created by the construction work The long term enhanced utilisation of the road should assist in reducing the occurrence of unsustainable job creation. * Social implications (safety, etc.) The areas along the route are generally already subject to outsiders entering the area. These impacts are therefore considered to be of lesser severity. * Use of water for construction purposes Sections 2 and 3 of the road experience more arid conditions than section 1. This will imply that the competition for the scarce water resources would be more severe in these areas. * Health Quarry sites and borrow areas, especially in lower lying areas, where the climatic conditions are favourable for malaria and other water-borne diseases, could lead to aggravated infection rates in these areas. Unrehabilitated quarry sites and borrow areas retain water for long time after the rainy season and create conducive environments for the breeding of mosquitoes, the vectors of malaria. Dust and noise create health problems where the road passes through settlements and urban areas.
ETHIOPIAN ROADS: EIA Page- 64 - MAIN REPORT Other communicable diseases and sexually transmitted diseases, including HIV, can be transmitted from the construction workers to the local people or vice versa.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section E).
The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L Section El 175 139 1,3 69 106 0 0 27 148 Section E2 137 140 1,0 49 88 0 0 38 99 Section E3 109 135 0,8 31 78 0 0 23 86 Total 421 414 1,0 149 272 0 0 88 333
This project is devided into three contracts.
As can be seen in the table, the second and third contract sections have larger numbers of impacts which would be less easily fully mitigated, having a high significance rating before mitigation and a medium rating after mitigation. These calculate to 20% of the total number of impacts with a high or a medium significance rating. Mitigation could be expected to be more difficult in these areas due to the difficult topography in the second section, and the more arid climate in the third section. Although the density of impacts identified is very high in the first section, the significance of these impacts following mitigation is quite low. It can thus be stated that mitigation on the first Section will produce a very good outcome.
All three contracts display similar impact patterns with the vast majority related to road alignments (approximately 50% in each contract).
Major deviations are found in the following instances: • Contracts 1 and 2 have more impacts relating to destruction of trees * The destruction of houses is most severe in Contract 1 * More wetlands are found along the Contract 3 stretch • Erosion impacts are most prevalent in Contracts 1 and 3
In 18 rural locations an approximate number of 36 huts are affected by proposed road widenings. Adequate land is available in most of these locations for reconstruction of huts. In the villages the destruction of houses is limited to the following namely Weleka - 5, Shembekit - 12, Cherema - 10, Amba Giorgis - 24, Gedebye - 12, Dabat - 1, Zarima - 31, Melekuse Nider - 6, Ben Mariam - 22, Buya - 8, Maytsebe - 74, Amba Madre - 2 and Fadika - 2 houses. All these towns, except for Maytsebe, can be considered to fall within the limits set by the IDA standards for relocation plans to be submitted. A relocation plan developed in collaboration with the local community at Maytsebe will have to be compiled before construction may commence in this town.
The vast majority of the impacts can be mitigated to a significance level of Low (80%), with about 20% having a medium significance rating after mitigation. The project is therefore
ETHIOPIAN ROADS: EIA Page- 65 - MAIN REPORT considered to be environmentally acceptable, provided the mitigation measures are implemented.
8.6 Adigrat - Adi Abun Road ( Section F)
The following represents the macro impacts:
Positive impacts: * The increased accessibility and trafficability of the region as a whole The existing road is in a relatively good trafficable condition. This impact will therefore not be as noticeable as in other regions. * Controlling of the erosion processes Soil erosion is a particularly significant occurrence in this region. Proper drainage structures, as part of the road upgrading, will therefore have a positive implication for this phenomenon. * Economic factors More efficient connection of this region to the other major roads in the general area will enhance the economic activity in the region. The road serves as the main linkage between the two major south to north routes through the country.
Negative impacts: * Resettlement of people living too close to the road A resettlement plan should be devised as part of the project for the resettlement and compensation actions. * Social implications (safety, etc.) There is evidence of significant development in the area, which has apparently halted due to the frontier war. This would imply that the area already has considerable outsider intrusion, which would mean that this impact is probably of lesser severity. * Use of water for construction purposes The competition for the scarce water resources will be quite severe on this contract. Under no circumstances should the supply of construction water take prevalance over the supply of water for use by local communities. r Health Major health impacts from the road upgrading process are associated with quarry sites, borrow pits, noise, dust, toxic chemicals and explosives. Quarry sites and borrow areas, in regions where the climatic conditions are favourable for malaria and other water-borne diseases are expected to aggravate the current infection rates. Dust and noise create health problems where the road passes through settlement areas. Communicable diseases and sexually transmitted diseases, including HIV, can be transmitted from construction workers to local people or vice versa.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section F).
ETHIOPIAN ROADS: EIA Page- 66 - MAIN REPORT The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L
Section F 67 108 0,6 33 331 1 0 37 30
All impacts can be adequately mitigated, with 45% having a significance rating of low after mitigation. A number of medium significance impacts following mitigation (73%) relates to borrow pits. 41% of the borrow area impacts refer to rehabilitation of existing borrow areas and should therefor theoretically be excluded from the EIA considerations.
The 26 impacts reducing in significance from high to medium would need specific attention during design and construction, since these are more difficult to mitigate.
Relatively few impacts were identified for this road, the majority (43%) of which relate to quarries and borrow pits. A further 25% relate to new road alignments. The remainder relate to the bio-physical environment generally, with a slight emphasis on erosion (10%) and on the social environment with an emphasis on the loss / destruction of houses (7%).
In the rural areas only 5 houses are affected whilst in Adi Abun - 10 and in Inticho - 30 houses are affected by the road widening.
The road project itself is considered to be environmentally acceptable, if the mitigation measures are implemented.
8.7 Dera - Mechara Road ( Section G)
The following represents the macro environmental impacts:
Positive impacts: * The increased accessibility and trafficability of the region as a whole This benefit is of major significance in this region, due to the severe isolation of the communities along the route. Certain parts of the route are proposed new road sections thus affording people access to the rest of the country. * Reduced travel times and cost The almost inaccessibility (and often complete inaccessibility) to vehicles into the larger part of the area makes current travel time, and the costs associated to that, most unproductive. Significant benefit can therefore be obtained through the road upgrading. * Increased traffic safety aspects due to a better alignment of the road Due to the low volumes of traffic currently using the road, this impact is of lesser consequence in this case. * Creation of new job opportunities Significant opportunities would arise as a result of increased traffic into the area, rather than as a result of the road construction itself. People will in future be able to access external market areas, something that was previously not possible or very difficult achievable.
ETHIOPIAN ROADS: EIA Page- 67 - MAIN REPORT * Health and educational facilities The area currently suffers severe isolation from these facilities. * Economic factors Increased access to supplies and provisions would enhance the local economy. However, the most significant economic advantage lies in the transport and distribution of the coffee products, having both regional and national implications.
Negative impacts: * Resettlement of people living too close to the road A resettlement plan would be essential along this road. * Unsustainable short term job opportunities created by the construction work In an economy-starved area such as this, it is important that this impact is closely monitored and avoided. This can be achieved through comprehensive information dissemination and community education. * Social implications (safety, etc.) Many of the areas have very little or no exposure to vehicular traffic at this stage. It is inevitable that accidents will occur with the upgraded road, unless comprehensive community education in these matters is carried out. The areas would further be subject to outsider intrusion (albeit of low intensity), which is currently uncommon. The results of these intrusions would need to be carefully monitored by the authorities and corrective measures timeously put in place. * Health The road upgrading is intended as introducing access to isolated communities, rather than to improve through traffic. The impacts related to health risks are therefore of less severity in this case. The impacts are associated with quarry sites, borrow pits, noise, dust, toxic chemicals and use of explosives. Quarry sites and borrow areas, where the climatic conditions are favourable for malaria and water-borne diseases, could lead to aggravating conditions for the current infection rates. Dust and noise could create health problems. Communicable diseases and sexually transmitted diseases, including HIV, can be transmitted from construction workers to local people or vice versa. * Compensation to people for loss of produce and agricultural land The communities in this area rely heavily on their land. Adequate compensation for lost crops specifically, is of great significance, and would need to be planned carefully. * Central section The current design proposal calls for a new mountain pass to be constructed just to the east of the town Chole. An existing road, in fair condition currently serves the communities along the top of the mountains between Chole and the top of the escarpment near Gololcha. Should the new alignment however be adopted, access to the communities living in this area will be downgraded. It is true that the escarpment section on the existing road is a very difficult and steep section, but is not much worse than the new mountain pass would be. Serious problems with very steep cut slopes and slope instability can be foreseen along the proposed new pass section. It would appear that it might well prove to be more economical to construct a spine road from Gololcha to Magna and upgrade the existing Chole to Gololcha section. Magna forms part of the important coffee-growing region with a local main centre at Gololcha. Magna is closer to Chole than to Gololcha, but the coffee infrastructure is centred on Goloicha. The direct link between Chole and Magna is therefore of lesser importance.
ETHIOPIAN ROADS: EIA Page- 68 - MAIN REPORT The micro impacts identified have been evaluated on the basis that the Chole-Magna-Gololcha section will in fact be constructed. The recommendation however is that this section be omitted as described above.
The micro impacts are fully evaluated in the impact evaluation tables given in the Annexure (Section G).
The following serves as a summary of the principal findings:
Contract Number Length Average number Significance values Significance values of micro of road of impacts per km before mitigation after mitigation impacts (km) H M L H M L Section Gl 103 96 1,1 31 70 2 0 4 99 Section G2 49 59 0,8 40 9 0 0 5 44 Section G3 108 81 1,3 39 69 0 0 7 101 Total 260 236 1,1 110 *148 2 0 16 244
This project is divided into three contracts. Similar numbers of impacts have been identified for the first and third contracts with substantially fewer for the second. It should be pointed out that the second part was not accessible during the field trip due to the fact that the Gololcha River was in flood at the time and thus rendered a crossing thereof by vehicle into this area totally impossible.
As can be seen in the table, the vast majority (90%) of the impacts having a rating of high significance before mitigation will have a low rating after mitigation. Similarly, almost 100% of the medium rated impacts will be low rated after mitigation. Additional attention would however need to be given to those impacts rated high or medium that result in medium rating after mitigation.
The most notable impact characteristics are given for each of the contracts as follows:
* Contract 1: - About 37% of the impacts relate to quarries and borrow pits - About 27% of the impacts relate to new road alignments - About 10% of the impacts relate to erosion - Some graves are affected
* Contract 2: - About 33% of the impacts relate to the destruction of houses - About 39% of the impacts relate to quarry and borrow pit development - No detail assessment of impact on vegetation, slope stability, water regime or most of the other physical components could be made for this central section of the road. Many other negative impacts may therefore exist in this stretch of proposed road.
* Contract 3: - About 53% of the impacts relate to road alignment - About 14% of the impacts relate to quarries and borrow pits
ETHIOPIAN ROADS: EIA Page- 69 - MAIN REPORT - Some graves will be affected - Some houses (outside of towns) will be lost
In terms of the numbers of houses to be destroyed by the project it should be noted that approximately 50 individual houses will be destroyed in the process in rural areas. In town sections the following numbers of affected houses were noted namely in Sire - 74, Bolo - 30, Negele - 20, Moye - 6, Magna - 30, Haro - 25, Timuga - 12, Micheta - 30 and in Mechara - 100.Special relocation plans will have to be compiled for Sire and Mechara should this project be implemented.
By far the greater proportion of impacts could be reduced to a low significance rating after mitigation. Judging by the number of impacts with a medium significance rating after mitigation, it could be said that the Contract 3 stretch would be slightly more difficult to successfully mitigate than the first section, implying that greater attention might be given to this area. However, the first and third sections of the project are considered to be environmentally acceptable, provided the mitigation measures are implemented. The central section is not considered to be the best alternative. The recommendation is that this section be carefully reviewed in a detailed cost / benefit scenario comparison between the two alternatives.
ETHIOPIAN ROADS: EIA Page- 70 - MAIN REPORT 9.0 CONCLUSION AND RECOMMENDATION
Based on the aforementioned it is concluded that the negative environmental impacts identified during the field visit and contained in the project documentation provided could be adequately mitigated on all but one of the different sections of the project roads. The only section where.further work is required to establish the best alternative is the central section of the Dera - Mechara Road.
It is recommended that:
1. The central section of the Dera - Mechara Road be re-evaluated in terms of desirability and project cost between two alternative scenarios. The first scenario should be based on the proposed design as per the project documentation provided. The alternative proposal incorporates a new spine road leading from the town Gololcha up to the Magna area where it is proposed that the road should be dead- ended. This spine road should follow the same alignment as that proposed for the first scenario between the towns of Gololcha and Magna where the road should end. The existing road along the top of the escarpment, to the east of Chole, is to be upgraded to a similar standard as that of the rest of this project. The mountain pass section immediately to the west of Gololcha should be upgraded to as high a standard as is practical and environmentally acceptable. The cost differential between the different proposals should then be evaluated and all environmental factors affected by the two proposals should then be taken into consideration before a final decision is taken on the alignment of this section of road. 2. Due to expected low traffic volumes on the Dera - Mechara Road it is also recommended that the existing single lane bridges be retained as single lane bridges and that new bridges only be constructed in places where no bridges currently exist. The provision of additional single lane bridges to supplement the existing single lane bridge is regarded as an over-provision at this stage. Additional single lane bridges can quite easily be constructed in future should future traffic volumes warrant it. Delays at single lane bridges will be minimal when the low traffic volumes are considered.
3. It is recommended that the further planning and design of the remainder of the roads be continued and that the final construction documentation be completed in order that construction of the roads can be implemented.
4. It is of utmost importance that it is ensured that the environmental management plan be closely followed and monitored. It is also very important that the required institutional capacity be established to ensure adherence to the proposed action plans.
Finally, detailed road alignment, planning and design work include environmental analysis to determine if there are sensitive habitats or species (terrestrial and aquatic) that would require realignment of the road or especially designed design or construction mitigation measures. Of particular interest are water resources (wetlands, streams, river crossings) and woodlands of ecological or traditional importance that require special protection. The environmental work need only involve a competent ecologist accompanying the survey crews to look for such features, and then advising the design team on what sort of protection is called for.
ETHIOPIAN ROADS: EIA Page- 71 - MAIN REPORT
ANNEXURES
Annexure A
SECTION A: NEKEMPTE - ASSOSA ROAD
TABLE OF CONTENTS PAGE
1.0 Project description
1.1 Need for project A-2 1.2 Construction elements A-2 1.3 Appurtenant actions A-4 1.4 Construction programme A-5
2.0 Environmental description
2.1 Physical 2.1.1 Climate A-5 2.1.2 Hydrology A-5 2.1.3 Geology A-6 2.1.4 Geomorphology A-7 2.1.5 Soils A-7 2.1.6 Air quality A-8 2.1.7 Water quality A-8
2.2 Biotic 2.2.1 Flora A-8 2.2.2 Fauna A-8
2.3 Socio-Cultural 2.3.1 Demography A-9 2.3.2 Land use A-11 2.3.3 Archaeology & history A-i 1 2.3.4 Tourism A-11
2.4 Aesthetic 2.4.1 Visual A-11
2.5 Economic A-11
3.0 Current conditions
3.1 Major road conditions A-12 3.2 Existing drainage structures A-12 3.3 Major environmental issues A-1 3
4.0 Environmental impact assessment A-14
5.0 Environmental impact schedules A-15
ETHIOPIAN ROADS: EIA Draft final Report Page A - 1- SECTION A: NEKEMPTE - ASSOSA Annexure A
1.0 PROJECT DESCRIPTION
1.1 Need for the project
This project entails the upgrading of the Nekempte - Assosa Road (347 km) to bitumen standard. The road currently is a fully engineered road, 7 m wide with a gravel surface. The road is located within the Oromiya Administration Region, within East and West Wollega Zones with only about 55 km at the western end of the road falling in the Assosa Zone of Benishangul Gumuz Region. The road traverses a total of 10 Woreda and links 5 of the larger centres of population in the region. It furthermore also serves a large number of smaller towns and villages on route.
The route is found at the hart of the coffee production and mining potential areas (mainly marble and gold), the major foreign exchange eamers of the country. Production of cereals and grain for domestic purposes forms a substantial part of the regional economy.
Due to the high rainfall commonly experienced in the region, gravel roads become almost totally inaccessible during the rainy season. Provision of a paved road surface along this route is therefore of utmost importance in order to be able to link the production of produce to the markets of Addis Ababa and elsewhere during virtually any weather conditions. Until paved roads have been constructed between Nekempte and Assosa, the potential of producing fresh produce for markets in Addis and beyond will remain very low. Travelling time between Assosa and Addis is, at best road conditions, a minimum of 2 days for light vehicles and much longer for heavy vehicles. Travelling time is utterly dependent on the road and weather conditions. A correctly designed and properly maintained paved road will reduce this travelling time to 1 day for light vehicles and 2 days for heavy vehicles. Vehicle maintenance costs along the existing road are exceptionally high due to the poor road conditions. Accessibility to external markets will thus be greatly improved by the paving of this road.
1.2 Construction elements
The project has been divided into two separate contracts of 180 km and 167 km in length respectively. The nature of work contained in the two contracts is quite similar. The bulk of the work can be categorised into the following sections.
1.2.1 Earthworks
Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends, to improve sight distances and in a few cases to improve approaches to bridges. The existing roadway width needs to be increased over most of the length to accommodate the proposed widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cutting into steep slopes beside the road where the alignment is improved, is expected to produce suitable fill material for use in vertical alignment improvements.
ETHIOPIAN ROADS: EIA Draft final Report Page A - 2- SECTION A: NEKEMPTE - ASSOSA Annexure A
1.2.2 Pavement and road shoulders
The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A sub-base of gravely material, extracted from borrow pits, will be laid on top of the existing structure to depths varying from 150 to 250 mm, followed by a 100 to 150 mm thick base course of crushed stone. The paved surface, which will be 7 m wide except in urban areas and in mountainous sections, will be 50 mm thick asphalt concrete.
Over the rural sections of the route, 1,25 m wide surfaced shoulders will be constructed with single bituminous surface treatment. In urban areas the shoulder width will be increased to 2,0 m with a double bituminous surface treatment.
1.2.3 Major structures
Five new bridges and two new major culverts will be constructed to replace the existing timber bridges. Pre-cast reinforced concrete beams supporting a poured reinforced concrete deck with standard concrete abutments and piers will be used.
The works also include the strengthening of the existing Bailey bridges crossing the Sechi and Dabus Rivers, structural support works to a damaged beam at the Koli River bridge and repairs to the bomb damaged deck of the Komis River bridge.
1.2.4 Drainage works
Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section, 2 m wide. Where necessary, these drains will be lined with concrete to prevent erosion. Frequent turn-outs, discharging into drainage channels, will be provided. Protection works such as cascades will be installed where necessary to reduce erosion.
1.2.5 Borrow pits
Borrow material will be required for vertical re-alignment sections where inadequate cut material is available within an economic haul distance and for sub-base materials all along the road. Potential sources of such materials have been pre-determined. Some of the proposed new borrow areas could not be located during the field trip. We can therefore not assess, other than passing general comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located.
1.2.6 Quarries and aggregate extraction
There are a number of existing quarries located along the route and many new additional locations have been identified as sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies.
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1.2.7 Disposal areas
Disposal sites will have to be determined by the contractors through negotiations with local communities. The use of such proposed disposal sites is subject to approval of the Engineer. Proposals for the environmental management of disposal sites are to be prepared by the contractor and submitted to the Engineer for approval.
1.2.8 Water for construction purposes
Major rivers exist in this area and run either parallel to the road or crosses the alignment. During the field trip these rivers all had substantial flows. The region is located in a fairly high rainfall zone. It is therefore concluded that adequate supply of water will be attainable from the existing rivers and streams or through means of ground water extraction.
1.3 Appurtenant actions
It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project.
In areas where agricultural crops will be destroyed by the road construction process, advance warning should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to, and be paid ahead of the construction process, in order not to detrimentally upset the local communities.
Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for, and land should be made available to the owners, for reconstruction of the facilities in advance of the road building process.
All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of existing fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock by the indiscriminate removal of existing fences.
Locations of construction campsites for the construction teams are to be agreed with the communities and authorities concerned in the area.
Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concerned.
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1.4 Construction programme
It is foreseen that the two contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to certain areas during the rainy season can be very difficult, if not impossible at times. It is therefore very important that the contractor plan the activities according to the seasons. The construction period will be in the order of 36 months, which should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite.
2.0 ENVIRONMENTAL DESCRIPTION
2.1 Physical
2.1.1 Climate
From Nekempte to Mendi, which represents approximately three-quarters of the route, the climate has been classified under the Modified Koppen System as Warm Temperate (I), being typified by dry winter months with mean temperatures of the coldest months below 180C. From Mendi to Assosa, the climate has been classified as Tropical (II), with dry winter months and mean temperatures of the coldest month above 180C. The climate reflects the effects of the seasonal movements of the Inter-tropical Convergence Zone north and south of the equator, modified by altitude and topography.
Average annual rainfall generally becomes lower east to west, although there are local variations relating mainly to topographic position. At Nekempte it is 2 002 mm, Gimbi 1 706 mm, Nejo 1 601 mm, and at Assosa 1 169 mm.
Monthly rainfall varies considerably and exhibits a distinctly unimodal distribution pattern. Approximately 70% of the total annual rainfall occur during the wet season in the four months from June to September. Rainfall intensity is high during storm events. Maximum 1-hour intensities for 2-year return period storms at Nekempte and Assosa are 30,9 and 25 mm respectively.
2.1.2 Hydrology
Six rainfall gauging stations exist along the route of the road and a couple more in close proximity. Records of approximately 24 years exist for most of the stations. The consultants used this data to determine mean annual rainfall for the area.
The road runs through one of the highest laying areas of the Abbay River Basin. Mean annual rainfall decreases from above 2 000 mm per annum in the Nekempte area to 1 200 mm per annum in the Assosa region.
The road crosses the following 28 larger rivers on route, namely the Meka River Arjo River Didesa River Koli River Tole River Bulul River Jogir River Gelel River
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Gefere River Dila River Aleltu River Agar River Ginasi River Thathatha River Kujur River Mufsa River Dinger River Komis River Soyema River Korechi River Hade Boye River Sechi River Dabus River Mutsa River Shosha River Sonka River Afa River Gambela River
The majority of these rivers are expected to have low flows for about eight months of the year during the dry season. The water in these rivers, as well as from boreholes is extensively utilised by the local communities. It can therefore be expected that there would be considerable competition for this resource, given that the contractors would probably required considerable quantities of water for the construction as well as domestic purposes.
There are a number of wetland areas along the project road, namely at about km 167.0, 191.4, 206.4, 293.2, 306.9, 309.8, and 315.5.
2.1.3 Geology
Basement Complex rocks of the Palaeozoic era, comprising granites and various metamorphic rocks including gneiss and schists, underlie most of the route. Basalts of Tertiary age found largely in the Nekempte area, to the west of Mendi and as intrusions and volcanic plugs in the area between Gimbi and Nejo. These rocks have been subjected to very deep and intensive weathering processes and rock exposures are mainly evident in the areas underlain by granite and gneiss. The major types of geological rock formations of the region are as follows:
* Ashangi Group Volcanics This group of rocks consists predominantly of alkaline basalts with interbedded pyroclastic and rare rhyolites erupted from fissures. The rock formations are injected by dolerite sills and gabbro-diabase intrusions. This group of volcanic rocks is normally very suitable for natural gravel sources, but the high rainfall and subsequent deep weathering make location of suitable deposits very difficult. Of those quarries and borrow pits located in the sections between Nekempte and Gimbi as well as between Mendi and Assosa, most were found to contain this group of rocks.
* Lower Basement Complex This Precambrian rock consists of various types of granites, gneisses and migmatites, formed under high temperatures, in which the various mineral components in the rock have been separated into different layers.
Rocks from these formations are found mostly between Gimbi and Nejo. The materials are mostly strong, highly abrasive and suitable for surfacing, concrete aggregate and masonry works. Under suitable weathering conditions the formations yield good quality selected materials, base course and fine aggregates.
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• Granite These Precambrian rocks, known as post tectonic granitoids, having varied textures and compositions, are mostly older diorites and granodiorites. They typically contain microcline and smaller amounts of plagioclase, quartz and a little biotite. This formation should also provide suitable select materials and sands and may be found along the route in the mountainous section from km 70 to 80 as well as between Gimbi and Nejo.
* Tsalite Group This group of metamorphic rocks, consisting mostly of quartzites, phyllites with interbedded iron bearing quartzites and graphitic rocks, are of sedimentary and volcanic origin. These rocks can provide good base course and fine aggregate materials. Areas of occurrence along the route are just east of Nejo and on the Nejo to Assosa section.
2.1.4 Geomorphology
The project lies within the western highlands, an area typified by generally high elevation and dissected terrain with rolling to hilly plateau in many parts, and steep to very steep valley sides.
From the rolling lands of the plateau area to the west of Nekempte, at an altitude of around 2 050 - 2 100 m, the road rises sharply through increasingly hilly terrain to its highest point of 2 200 m at the small town of Kolobo, some 15 km from Nekempte. It thereafter descends the steep escarpment to the wide undulating plains of the Didesa Valley, where it reaches its lowest elevation of 1 130 m, (km 54).
At around km 75,0 the road rises sharply up the steep mountain front which forms the western side of the Didesa Valley, to an extensive, dissected plateau area at 1 800 to 2 000 m elevation with rolling to hilly terrain. This area extends from just to the south-west of Ihud Gebaya at km 90 to km 210 to the west of Wara Jiru, and is traversed by one third of the road.
From Wara Jiru, the road descends to a lower hilly plateau area at around 1 600 to 1 700 m elevation with broadly similar topography which extends to about km 270. From that point to the termination of the project at Assosa, the road traverses an area of undulating plains with low to medium relief.
2.1.5 Soils
The soils of the project area occupying the plateau are predominantly Dystric nitosols. These are deep, dark reddish-brown to dark red soils with clay to clay-loam texture, pH <5 and relatively low fertility status. Orthic acrisols are also found, mainly on the steep valley slopes and have broadly similar properties, but with textures which tend to be coarser, in the clay to sandy-clay loam range.
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2.1.6 Air quality
No data could be obtained on air quality. However, with the absence of major industry in the region, and relatively low volumes of traffic on the road, the air quality was perceived as being high, with the exception of fugitive dust from passing vehicles.
2.1.7 Water quality
No specific data relating to water quality is available. Potable water is generally obtained from boreholes and wells. This might imply that surface water resources are contaminated.
Rivers in the study area carry large silt loads during the wet season. This is due to the general steep topography of the area, high rainfall intensities, soil types, vegetative cover (or the lack thereof) as well as land utilisation practices by local communities where overgrazing is a common problem in many regions.
2.2 Biotic
2.2.1 Flora
The natural vegetation cover along the project road is depleted by the human activity. There are a few remaining riverine forests in certain places.
The major indigenous tree species observed along the road are Cordia africana, Ficus sycamorus, Corton macrostachys, Acacia spp., Arundinana alpina.
Cultivated exotic trees along the roadside are Eucalyptus and Cupressus.
Mango (Mangifera indica) is the major cultivated fruit tree along the project road.
2.2.2 Fauna
Along the project road, there is no nature park or wildlife reserve. The forest cover is depleted from time to time and remains unattractive for a diversity of wildlife. However, along the road, Colobus monkey, Anubis baboon and vervet monkeys are seen frequently. There apparently are also bushbuck, spotted hyena, warthog, porcupine and wild pig in the area.
Many species of birds are found in the respective diverse habitats that exist along the road. Largest diversity was observed in treed and wetland areas. The most common species noted include wattle ibis, thick-billed raven, Egyptian geese, Abyssinian ground hornbill, Augar buzzard, lammergeier, starling, etc.
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2.3 Socio-Cultural
2.3.1 Demography
The table on the following page contains the population figures for the Region, Woredas. The data was Zones and collected from the authorities at national and local levels. contacted are also listed here. Persons Persons contacted
East Wollega DoPED Ato Brehanu Benti (Head) Tel: 07611159 Ato Gemechu Boru (Socio-economist) Tel: 07611500 East Wollega DoWUD Ato Abeya Terfasa (Head Urban Planning) Tel: 07611091 Benishangul Gumuz BoWUDAto Sisay Abebe (Expert, Urban Planning) Tel: 07612699 Ato Girma Desta (Urban Planning) Tel: 750122
ETHIOPIAN ROADS: EIA Draft final Report Page A SECTION A: NEKEMPTE - ASSOSA - 9- Name of Project NEKEMPTE-ASSOSA No. of Regional States Transected Two (Oromia + Benishangul-Gumuz) Number of Zones included Three( East & West Wollegas of Oromia + Asosa of Benishangul- Gumuz) Oromia East Wollega 2______West Wollega Number of Woredas I st Wo .g . 5____ Benishangul Bambasi 1 Gumuz Assosa 1 Total Woredas 9_ Demographics POPULATION RURAL POPULATION URBAN POPULATION
| rDo | ] Lu0 < Lu | a | D n -J Lu -J -J~~~~~~~ Lu N~~~ 0 i 0iS | ,, | §E | a | E | C | $ | | ° z ~~ ~ cc ~~GTWY3: 930 ~~~~~~~~Lu9498 1B88w342 0Z123 601 U.618 227 34 U-09 15
GUTOWAYU 935041 94980 188454 1324.22 142.31 63041 64186 127227 30463, 30794 61257 East Wollega DIGA LEKA 55944 59596 115540 1263.28 91.5 52131 55790 107921 3813 3806 7619 Sub-total 149448 154576 304024 2587.5 117.5 115172 119976 235148 34276 34600 68876 _ _~ ~ - -- _ _,a GIMBI 58086 60172 118258 1183.44 99.9 43504 46027 89531 14582 14145 28727 LALO ASABI 32871 35037 67908 376.57 180.3 29375 31316 60691 3496 3721 7217 Oromia ____. - _ _ BOJI 45909 48799 94708 966.1 98.0 42722 45460 88182 3187 3339 6526 West Wollega NEJO 59399 61521 120920 984.07 122.9 50259 52115 102374 9140 94061 18546 MENE SIBU 75842 73298 149140 2487.51 60.0 67495 65365 132860 8347 79331 16280 Sub-total 272107 278827 550934 5997.69 91.91 233355 240283 473638 38752Z 38544i 77296 - - + - I - - I - - Total: OROMIA 421555 4334031 854958 8585A19 99.61 348527 360259| 708786 73028 73144 146172 _~~ - BIBAMBASI '19861 194801.i. 39341 - - . I - - I - - I 2210.16 17.81 171501 16987k 34137 2711| 2493 5204 Benishangul Assosa ASSOA | 44098 40658 84756 1991.41 42.6 35989 34060 70049 8109 6598 14707 Gumuz-'- :::' - -- : Toal:BENISHANGULGUMUZ 038 1240971 4201.57 29.5 53139k 510471 104186 10820| 9091| 19911 TOTAL PROJECT 4855141 4935411 9790551 12786.761 76.61 4016661 4113061 812972J 838481 822351 166083 Annexure A
2.3.2 Land use
The major land use along the Nekempte - Assosa road is crop production. Major crops grown are maize, teff and sorghum. There is also coffee, nuge seed, millet and yam.
Mango and banana are the major fruits cultivated along the project road. In several places these fruits are cultivated immediately to the side of the road.
Forest and grassy bush cover minor portions of the road.
2.3.3 Archaeology & history
There are no known archaeological and historically important places along the road alignment. There are a few graveyards located at the side of the project road at km 212,2; 243,6; 254,3 and at the end of the project road. More graveyards can probably be found along the road stretch, hidden from view by the roadside vegetation and bushes.
2.3.4 Tourism
Although the area is considered of high scenic value, specifically in the highland areas and in the Didesa Valley, little tourism activities were noted either during the site visit or during literature surveys.
2.4 Aesthetic
2.4.1 Visual
The area through which the road passes is typically rural in character, except for the major towns of Nekempte, Gimbi, Nejo, Mendi and Assosa. The rural areas show little signs of obtrusive human disruption, being mainly pastoral/agricultural, the major intrusions being quarrying/borrow activities, road cut and fill slopes and overhead electrical supply lines.
2.5 Economic
Agriculture accounts for 92% of the region's employment, as smallholders. This is generally at or very close to subsistence level. Teff, maize, niger seed, sorghum and coffee account for more than 90% of the crops. Teff is the dominant crop, particularly in the higher lying areas. Coffee is cultivated in the valleys of the highlands. Little produce is marketed, the crops being used mainly for personal subsistence.
A large private mango farm is located at Didesa village. Of the produce transported to Addis Ababa for marketing, up to 30% is spoiled due to poor road conditions.
A number of government owned farms occur in the area, cultivating amongst others maize, soyabean, mangoes and pole/fuel wood. These farms are in the process of being privatised.
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3.0 CURRENT CONDITIONS
3.1 Maior road conditions
The road condition may be seen to be medium to poor and very poor in places. The most apparent deficiencies in the existing road are at the steeper sections of the road where the gravel surfacing layer has deteriorated severely. The cause of this is considered to be a combination of the surface water run off on the steep hills which removes large amounts of the gravel, combined with the loosening effect of tractive forces set up by the many heavy vehicles using the road.
Travelling time along this road is currently unacceptably long. This is mainly attributable to the bad condition of the existing road. Travellers on the road is further subjected to very dusty driving conditions during the dry periods whereas during wet periods the roads become almost totally impassable due to exceptionally muddy conditions. Rutting caused by heavy vehicles on this road makes the road very difficult to negotiate in normal vehicles following wet periods.
The difficulties associated with the transportation of people and fresh produce during the wet season are considered to be the major cause of the limited economic activity in the region. Fresh produce has to be taken to markets on a regular basis and can not be delayed by bad inferior road conditions. Access for people to health and educational facilities are equally important to the general upliftment of the region and its people.
Major erosion has been caused by surface water run off both from the existing road as well as from adjacent hillsides. Remedial work, including the restoration of some of the larger erosion gullies close to the road, is desirable as part of the road upgrading. Where possible, the larger boulders recovered from nearby quarries and excavations should be used to stabilise the potential slip areas.
The current road width varies between 4 and 9 m, with an average of about 6 m. In many places maintenance by grader had resulted in the loss of all surfacing material from the shoulder. Pavement thickness varies between 220 mm and zero.
3.2 Existing drainage structures
The main work items on the existing drainage structures can be broken down into the following categories:
New major structures Seven new major structures are required at the following Rivers, namely Ginasi River Thathatha River Kujur River Soyema River Korechi River Hade Boya River Dabus River Five of these structures are to be constructed on the existing alignment, whereas two are to be constructed on new alignments. Reconstruction of structures on the existing
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alignment will require bypasses to be constructed. In order to cause minimal disruption to traffic, these structures should, as far as is possible, be constructed during the dry season. * New minor structures A total number of 132 new minor culverts are to be constructed. Most of these culverts could be constructed in such a way that it need not detrimentally affect the traffic flow. * Repair and maintenance work to major structures Repair work to existing structures is required at the Koli, AleItu, Komis and Afa Rivers. The last two entails repair work to bomb damage while the first involves repairs to the edge beam bearing. The second bridge is suffering from mid span cracks that need to be repaired. On many of the structures minor items like repairs to hand railings, run on slabs and bearings are required. * Repairs and channel cleansing on minor structures Most of the minor structures require maintenance to backfilling to exposed culverts, repairs to aprons and cleansing of obstructed waterways. * Repairs to eroded areas and prevention of further erosion Energy disposal and dissipation are required at many drainage structures.
3.3 Maior environmental issues The following major environmental issues have been identified in the documentation and were verified during the field trip:
* Soil erosion is the major environmental problem along the Nekempte - Assosa road, with most of the agricultural land having been degraded by erosion. This severe erosion problem has resulted from a combination of the clearance of natural vegetation, highly erodable soil, steep slopes, intense rainfall and inappropriate agricultural and soil management practises. Farmers practise broadly parallel field drains, which do not follow the contours but often run down the slopes on very steep gradients. The uncontrolled discharge from these into main drainage channels commonly results in the development of very large, vertically sided erosion gullies.
* In some localities, gully erosion is severely threatening the existing road. For instance, an erosion gully of about 40m wide and 25m deep is located on the road side at km240,8 and has already taken part of the road shoulder. Similar gullies are located at km146,8: 152,5; 156,2; 157,6; 162,0; 247,5; 261,0; 264,0; 270,4; 270,6; 275,8; 328,3 and 334,6. In general, severe erosion problems exist between km 140,0 and km 335,0.
* It would seem that most people in the region have a relatively low standard of living, except perhaps for the coffee growers. Many of the communities along the road are relocated people, living in the area since the famine in the northern regions.
* Access to the markets and other infrastructure is very difficult during the rainy season and loss of produce is high due to the poor road conditions encountered in the area.
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. Considerable recent development has taken place in Asossa, which would imply a relatively better economic climate in these regions. This is an important centre, being a political and economic link between the Sudan and Addis Ababa.
4.0 ENVIRONMENTAL IMPACT ASSESSMENT
A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the main report (Section 8.1). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following two pages for summary sheets containing the noted micro impacts and their associated change in significance rating following mitigation actions)
> Section Al-1 * New road alignments * Destruction of houses * Destruction of trees, agricultural land * Borrow/quarry areas * Construction at rivers
> Section A1-2 * New road alignments * Borrow/quarry areas * Destruction of trees, agricultural land * Destruction of houses * Erosion
> Section A2-1 * New road alignments * Destruction of trees, agricultural land * Borrow/quarry areas * Destruction of houses r Erosion * Disturbance to graves
> Section A2-2 * Borrow/quarry areas * Erosion * New road alignments
Generally speaking, the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance.
The impacts are considered in terms of the physical, biotic and socio-cultural environments on which they act primarily and secondarily, in terms of the extent, areal influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project.
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It is significant to continually bear in mind the extent of macro beneficial and negative effects of the upgrading of the road noted in section 8.1 of the Main Report, both in terms of the local communities and in terms of the national economy. It should always be considered that the existing road has already had significant environmental impacts on the region. The proposed upgrading of the road is intended to limit further negative impacts of the existing road.
5.0 ENVIRONMENTAL IMPACT SCHEDULES
The following defines the symbols used in the accompanying impact assessment tables:
Stage: C Construction O Operation M Maintenance
Affected environmental components: 1 Primary effect 2 Secondary effect
Type: A Adverse impact B Beneficial impact
Duration: S Short term M Medium term L Long term
Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area
Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving
Significance level: L Low significance M Medium significance H High significance
ETHIOPIAN ROADS: EIA Draft final Report Page A - 15- SECTION A: NEKEMPTE - ASSOSA PYROJ-ECT: NEKEMPTE - ASSOSA: CONTRACT 1 (VOLUME 1)______Potentially affected environmental components I values Potential . ______im pact C o O Ar Water Land Humanuese Ouality of life S i fauna satlon E
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gaono M I I N4fewborrow, area to be established252 C 2 12 2 222 1A L N M H Rfrm
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S) 2 .2 0oS -- EfE~ ~ ~ ~ " ,- - .- -i ,- - ,,~ oIEo
24 Destruction ot parts ot plantation so C 1 1 1AIL L Mc Mc Wood cut in clearing process to be handed to loca N M- I I ~~~~~~~~~~~~~~~~~community NM 25 Some houses and mango treeswYill be affected 50 2 2 2 21A LCNHermtgionS.econ253NM M 26 New quarry to be established 53 1 C I21 2 A L cm ee iiainn M 27 Entrepreneurial enhancement Eltraim Hotel 531A 1 _ 1 2 _ 1LLN N M Not applicable N N HF 28 Nwra lgmn 53 6 2 1 1 1 11 2 IELLN M Refer mitigation no 3 Stabilize embankment and proteci N MC L M NMCMIagainst erosion 29 iSome houses and mango trees wAIlbe affected 53 6 C 2 2- -2__AL L SC__N_HRefer__m__tiga_on__no._____N Mc__
30 Ne od2in t55-4 2 1 2 2 1 IIBLLN Mc MReferrnitlgaion no 3 NMc L
31DdsaRvr57 22221 A MW. SC N H Refer mitigation no 7 N MC L 32 Disturbance to existing agricultural land due tc CI 1 L S -77 Compensate owners for loss ot landN M L 32 videning of RoW 11 1 1 1 A L I S C 33 Some houses and mango trees wilt tie affected 59 9 c- 2 . 2 2 2AILSC N -H Refer mitigation no 5 N ME M 34 Disturbance to existing hats 0 c 1 A L C N M Protect huts and avoid any unneccessary interference with N M L ttheexristing huts N M Destruction of existing huts (4 No) Compensate owners ot affected huts and provide land toi construction of new huts Investigate realignment to the len 35 1612IA I I SC SC H of the mango plantation and existing huts, thereby retaining MC SS L the existing bridge across threKoli River
New road alignment c C MRefer mitigation no. 3 Investigate alternative alignment Itor 36 62m 2 11 1ALI I.N MCMkm O1.5tothe left upto existing bridge over Koli Rierft N MC L I I ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~retainexisting huts at km 61 6 37Koli Riser 625c I 21222 M S Refer mftigation no. 7 N MC L
38 Some houses and mango trees wAIlbe affected 62 7 C 2 2 1I I 1 1 2ALI ILSC N H Refer mitigation no S. N MC M 39 Town Tole Town 6311 11-1 1I ASEMCHN HRe e-rmitigaion no 2. NH M 40 Disturbance to existing huts 6 C 11 1 1 A L S N M Protect huts and avoid any unneccessary interference wrtP N M L 40 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~h existing hatsNMC 41New road alignment SI 2 1 LLNM Refer mitigation no 3NM L
42Tole Ri~,er 671c1 22 22 m C N H Refermitigation no 7.N M L
43 Cropland will he affected 689C 2 2 21 12 1AIISC N H Refer mitigafion no. 7. Section 68 9- 69 3 N MC L Destruction of eYrsting huts (3 Nic) Compensate owners of affected huts and provide land foi 1446 121 ALL SC N H construction of new huts Compensate owners for toss ol Mc SC M agricultural landI 45 t'ew road alignment 691c 2 111 L N M Refer mitigation no. 3N M L
46 rJew road alignment--- 1.69-1 . . A I. N M Retain existing alignmentbewee km69. anA699LNN 47 1 e,, toad alignment 179 C 2II13 L. NIIVI A refer mitigahion no 3N M L PROJECT: NEKEMPTE - ASSOSA: CONTRACT 1 (VOLUME 1 )
Potentially affected environmenrs,talcomponents I values Potential -C impact S6; Air Wae ad FloraS N ue* , characters r iLR . Water La fauna Hmnue Quality of l atfonEE
Activities and associated potential impacts .8 Mitigation
o .0~~~~~~~~~~~~~~~~~~~~~~~ 0 0C 2~~S2 Rc0a8~o 0 g~~~~~~~0~a 0~ ~ ~~~
48 Bulul River C AH S N Refer mitigation no 7 N M
49 Crmplandwill be affected 72 C 21 1 21 11A L L SC N H Refer mitigation no 7. Secdion 72 0- 72-4 N MC- L 50 Some houses and mango trees will be affected 72,1 C 2 2 1 1 1 1 1 2 1A L I SC N HN Refer mitigation no 5. N MCI M 51 New road alignment C2 1 1 1131 I N MC M Refer mitigation no 3 N M
52 New road alignment 72 2 1L L S MC Refer mitigation no. 3. Compensate owners for loss ol N MC L ______L_I__I m ango plantation 53Jo- 3c1 Mie 2222 A MWSC NHNRefer mitigation no 7 N MC L 54Sand extraction 73_ 2221i22 2 22 21 1 AS MC N IMRefer mlbgationno. 7. -NMC -L 55New road alignment 731C 2 L N C Rfrmgaino.3MIL
56 Some______houses and mango trees will be affected 73 C12 21 2 A L L SN C MH Refer mitgalon no. N MC Town Jogir Town- approximately10 mud housest compensate owners and provide land for construction of ne, 57 be destroyed by the RoW width of the road 73 3 C 1 I A ECM HossMc SC M
56 Some houses and mango trees wrillbe affected 746 IC - 2~- 2 I__I___2A L L SC__NH Refer_mitigation___no___N Mc_
59 Some houses and mango trees will be affected 75 3 IC 2 _2 1 1 1 1 1 1 2 AIISCNHNRefer mitigation no 5. N Mc M 60 New quarry to be established 762C 2 222 222 1A LN C Rfrmgaon.INM L
61 Trees and woodland willbe affected 77 9 C 2 2 11 I 2 2 1 1AIW MCN IN Refer mitigation no. 8. Section 77 g- 78.4. Mc Mc M 62New road alignment C 11IB I I N M Refer mitigation no. 3 (Section km 78 to km 78 4) Stabilize M 62 78 3 ~ ~~~~~~2 111 ~~M11 11 1 L MI and protect embankment against erosion.NM L 63 Trees and woodland will be affected 78 9 C 2 ___1 22 112 2 IA LW MC N NHReefe mitigaton no. 6. Section 78 9- 80 0. Mc Mc M 64 Existing overhead powerline pylon 79 C 1 1I A S EMC SCHNProtect the existing pylon against damage NMC, L 65 New read alignment 5 C9 2 1 BL N C Refer mitigation no 3 (Section km 78 9 to km 80.2)NM L M Stabilize and protect embankments against erosion. N M 66 Existing overhead powertine pylon 50.8 C 1I 1 A-S E MC. SC HN Protect the existing pylon against damage N MC L 67 Nwra tamn 08 c 2 111 L M m ee mitigation no. 3. Stabilize embankment and proteci N MC L~ ______M I against erosion 68 Trees and woodland wvillbe affected 81.1 C 2 _ __ 1 2 2 112 2 1 A IL W MCI N HN Refer mitigation no.6 Section8`111.811.9. Mc Mc M 89 flew road alignment 3 C1 S L N C Refer mitigation no. 3 (Section km 81.1 to km 81.8) N M L ______M Stabilize and protect embankments against erosion NM 70 Some houses and mango treeswAll be affected 83 7 C ……1 2 1 -1 1 1 1 2A LLISC NHNRefer mitlgation no S. Sectiong3 7 -85.2 NI MC M 71 New road alignment 9 C3 B LN C Refer mitigation no. 3 (Section km 81.1 to0km 81 8)NM L
72 Road horizontal alignment alternative 841 c1 1 11 A L M M investigate realignment to the right to reduce impact ar M 72 841 C isexisting 1 1 I 1 A I I N ~~~~~~~~~~~~~isMC huts and overhead powerline pylon NM 3 flew road alignment C 1 E1 N c Refer mitigation no 3 Stabilize embankment and protecl ______l ngainst erosion N M C I 74 New road alignment 81 2 1 A LI I N MC M eftmitigatIon no 3 Retain the existing alignment between NL tim 88 8 and 89 7
75 ______quw quarrylobe ___ry_to estalishedLC __be __established___ 2 A, Cl.M identifiedRefer mitigation no I Exact location of quarry couldntb N M c L PROJECT: NEKEMPTE - ASSOSA: CONTRACT 1 (VOLUME f_ _ _-
Potentially affected environmental components values Potential o a_ ___ 1o6 500 ~~~~~~~~~~~~~~~~~~~~~~~~oo ~~~~~mpact Flora & hratri r 2 o L. Air Water Land Ftora Human use Quality of life actei
Activities and associated potential impacts _ a92 _ 0 0 =; i X | U U 0 ; j 4 ; j MitigationMmg 1o] - C an0~~~~~~ J ; U~~~~~~~0 LI E -a 0a 0 0.~~~~mUr 0
______0 E 0 ~w E ______W
80Nwquarytoeesablihd91M 2 1 122 2 2 2 _ AIL NM MRetermltgabonno NMC 79Eitmgborrow area toberehtablitated 92.1m C _ _2 _ ll T 1AL|L CMRetrmfgbnn.1tli
H4ewquarrywae lo be established 92 M 2 2 2 l L M Refetrmiigaion nol HMI
ToweTown Sohedthud WgebyWGeby Town -AsapproximatelyoAmallrnumbter- o mud Refer mitbgationmitigation no.no, 2. Compensate owners and provideproerde tandland 7781 houses to betie destroyed byby the RoW width oftbheof the roadroadi 92 C |* 11I |1 | | | | |1 11 1 1 1I A S |EE SC |MCMCIH H torfor construction of newnew houses.houises, MCMc |SCSC M
8282Somebhussan Som_bnaa_Lee_wtt_e_heted988______dmaatrowtrbeafectil edafce 968 C 2 _ 2 _t _ 1 |_ 1 |||1 1 |11 __1 1 __2 2 ALSCHA L L SC HNHH ReterRefer mibgabionno. mitgationno.5S. 5. HMcHMC M PROJECT: NEKEMPTE- ASSOSA : CONTRACT I (VOLUME 2) Potentsafyaffected enrarnmental components /values Potenital -- - - ______~~~~~~~~lrimpactS- Air Water Lend & Humanuse Qualityof l(e ctsrceI C
Acliutes andassociated potentialimnpacts MiUgabon D,~ ~ I &~~~~~~~~~~~~~~~~
2- LI _- I Trees and woodlandrdflbe affected 93IC12 22 221 Al LIW MCIN H Reter rrdlgaion no 6. Settio,s983.987 Mc MCI M 2Geled River Refer redilgalonno 8
itNewroad aligrunentl85c 2 11 LLNM Reter n-lIgation no 3N M
tiNewroad atggrenet 9 I Reter ndtgafion no 3
New readvertical algniment Cut slopesto be stabilzed and protected against erosion Cut- 5 99 c 2 1 1 I ~~~~~~~~~~~~~~~~~~11 6LL1N SC N offdralnsloeLnmstalledallapofe.nibardonenlso N SC M Hew borrowarea to be estebished Rater rrstgation no.1. Exactposilon at newborrow area coutd 6 ~~~~~5 ~~~~~2 I ~ ~~~~~~1021 2 2 2 2 2 1A LLIN MC H not belIdentified dLe to6henmanvyInroofthouses In tis area N MC L
7 ttoewrjqarryto be estatifshied 10 21 22 A L c m Rater rrdtgaton no 1 N MC L
Sellerosion dueto existrng road Instog cud-all drain at top o1 etnbariossentto protec thes 8 0 1. 103A I.ALN SC H ensbrdenry againvstfuatther erosIon Backrtil Uie eAsdol N MC L
New borrow arealo be esletoaed 137 AL NRater rritigation no I N MC L
10 Croplandmgi be atlecled 14L _ I_ 2 2I I 1 22 11 ALLSC[ N H Refer rntigaton no.7. N MC L New roadatogsmenlt0 1 L C Raerlerrrtlgatonno 3 N MC L toIw roadvertical elgnment Cut slopesto be stablized andprotected against erosion. Cut- 1 0 21 11 BILN SC H offldrairnsto beilnstafled at top ofembardoenents N SC M
13Trees andwoodland vii be affected 16 C2 22 221 A LIW MC N N Reler ndIgalosno. 6. Sectan 10651.-106.4. Mc Mc M Hew readeaigeren Reter ndlgaflon no.3 Woodcuadudnlg dealIng processtlobe Id 106.2 2 I I I1BL LI N MC M haeddto lcal corunoity, Ensbardeserentiobe stabltzed an N MCI L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~protectedagainsterosien I lew readvertical angrenert Cut slopesto be siabitzed and protected againtslerosion Ct 55 2 I 10 1 1 1L 1 S H tdaetbe tbdieoteradaeesN S M
5o,4 erosion dueto erdstingroad Instal cut-olf drain at lop of erbarkoeent tD protect Use 1 06 40 1 1 11 AL I N SC H enrr,arnentlagalnstlftUser erosion BackflUte eAisIng N MC L ______I ~~~~~~~~II____ erosion gr ey I lew toad verticalalgensnt Cut slopes to be slabllzed andprotected againsterosion. Cut- 17 2 I 1 I I 61sLLN SC N offldalnslt ebaInstaled attop ofteffbardonents N SC M
Ieyw,road elgrsenl 0 11 LLN M Refer irriggaton no. 3. Embarniaenl to be stablized an N Mc L 18 m rotected agalnsl erosion tewh road atgreont Rater rrdggationnio 3 Entrarnceto schsooltolbe prodded at sate 19 101 2 1I 81 1 N MCI M paint Newtfences and playgrounads to beprovided for DvN MC L
hoe, road corticalaigneritl Cuitslopes t be stablized andprotected against erosion. Ct 20 10711C 2 BL IL N SCI N ottdralnstoobetlnstated altop otertarntoents N SC M
ICoeees wlbe affected 1074 C 2j II I 1 A C Defer rdilgallon no. 5. MC, MC M 22 le." road aig-nennt C0 H J I L I- .I Reter rirdtgation nO3 M
23 Roa ioslonateloenFA 23Read horizoda; togweni 108 6 C I -T 1~~~~~2 5 I I C- C H investigateosittdtNlN reatgmeent te Userlght from ktos IotitltoeeavodUs ICM PROJECT: NEKEMPTE - ASSOSA CONTRACT I (VOLUME 2) Polentally affected enArowoental comnponents/vr~ales Potential .-5 k
Ab Water Lanumaon use Cualty atlie characterl
Activies andassociated potentratimpacts Mitgaton
0 U -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~vE 5 ~* a C
29 AC) Refer odtgaflon no 3. Compensateowners at affected tarts N MC~~~~~~~~~~~~~~~~~~7
New roadvertcat aigonment C CIt siops to be stablzed andprotected againsterosionL Cut. 24 itO6M 2 11It I IBIL LNISC N ofdratnstoobetnstaledattopolembardtoeents N SC M
Sfjerosroonduertoa axistrnerroai0 A M C Cutaslopestob sabiheled andpretectn against eosioer Cut N C
36 Newroadoalgrenet 10 2 IS LN C Rater rniSgaS no. N MC L
fNowroodvertcat afgonment Cut slopesto be stabilzed andprotected against eroslon. Cut- 3810m2 I IB L LI N SC HN off drainsto be instaf adat topof emebanitroents N SC M
29New roodalignment 11 LL M mReferaltgaion no 3 (aoin 19t19)N MC L 35 rottee beau vii be affected 2 2 1 1 1 2 1 A I I SC N N ReteroitgatonCt nso.5sto rotctedaWns uoion.Cut MCstbMC MW 30 tierobarro arcalt gnmebtbe 1had2C 2 i I B S Refedraign tob notaleEact tp osfenotankewnarot aescs N MC M 3 1 Ne-m11148 road c algrment2 1 1 1 1 2 18 L I L N Mc m ~~~~~~~Referndtigatonno. 3 N MC L Nlewrood vetclagre gent RAteslopsaton b stb1e0 Eant prosicteod arrym cmsoundnotb t32 uar swe s e acs 11e4sabihdC 2 I LLN C ofdlntbeIsttdatoofebnmnsNS
NewRoadhozotcal algnment 1 L N N M Cutn slopest toabea steatilze agnden protcte agains eroson.l Cut N N I I ~~~~~~~~~~~ IL 1B NS Hofdanstblqnbetwee~~~~~~I11 anedatoof1ba16of NS f4ewroad arigrnmen 11 L L I c Refer rrdtgaton no 3 RSecmonve114ia roa itoinwe16) a N MC L
35 Coftee reesrsiibeoaftected 164 2 2 1 1 1 2 1 JAI L SCN HN Refer ditgatlonno. 5 Sto12.-23 Mc Mc M 36 e. rofodairnea to eetbse 1 2 22 1 N c Refer indlpgaonno 3.ExcComesaten tanewbrsotare losso N MCL dd ;oarebnusesadarangsbeesrclleaftactad123. CI A .nSCI N e diernitgaon 5Scon13e13d____ t7oNwroad aigronent 18 2 BL NM MRater rn'tgalon no 3 Corest weso fetd N Mt d8 urytIb salse a e sn.ace 1 21 12 1 1 2 1AL LNISCMCMNRl adrrstdaadtonrnottEandtocosbotion ofterycotAdt b MC MC L
49Ne roadafgronent dnnoestieteid 1294 C 2 2 21I I __I I 2AL LNSC NReferrritgationno.3MN N MC M
40oln4 t ekeerajoLLNSCaoff rebinstatbeaccestoge propets aofmbngsideeta roadSCee 4 47 2f fradIatgntnttiI A 5 L6 SCL Mc M eferbaTraigrneno 3seRefrmwet ergialrotdingorIn Oand MCtr MC L
42 Coffoeetreesoribe affected 122 8 2 2 1 ¶ I 1 2 ALfLSCN H RferrrOgaonno 5 Sebn128-131Mc McM PROJECT:__NEKEMPTE -ASSOSA :CONTRACT I (VOLUME 2)______Potenbaty affectedaedroormental comrponenits /votues Potenltal 50
ActMtes and associated potenolt kMa~pcts t'Mitgston
r00 we U) ~ ~ ~ ~ ~ ~ ~ . a
49New roadatoanent 12 L c m Refer rrdlgaton no 3 N MC L
tNewrood verilcal algronent Cuitstopes to be stablized and protacted against erosion. Cuti 50 12I 2 i B L. L N SC H offtdrains tobe lnstaled at top of embarlonents N SC M
New roodalgrwnent Raer 041gaton no 3 Wood cuitdtirlng cleanng process to be 51 128 6 c 2 1 1 1 1 i I B L L N MC M ~~~~~~~~~~~~~~~~~~~~~~handedto locat consrooty Effibanlonentto be slbblcod and N MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~protectedagatnsteroston
iJewrood verfhcalagrffnenit Cut slopes to ba stabltzed andprotected againisterosion Cut- 52 121 I BLL I N SC H oft dratns to babnstated at top ofetenrbad ents N SC M
53New road algnoselt2 2 IIII L M Rater ortgalon no. 3 N MC L
54New roodalgnment198c 2 1 L M Relernrlgatoein..3 N MC L 55to 15Town, Haropi3o Townc demoflslon of abotit 10 I I I II AsE SC, Mc H ReReterddtgaton n 22.CCorpensateeowners and proAddeatanMc SC M houses roe toroad wAderan I ,I ' or consSucton ot newhouses 56 Cotfeetrees MDtbeattected 115C2 2 1 I 2 I ALL SC N H Reternsdtgalonno S Sectin 131.5- 1330 Mc Mc M 57Tew road- eITnent 13 L C MRater eilpalon no 3. Wood cutdurlog deartng process to be N MC L m hand~~~~~~~~~~~~~~~~~~~~~~~~~__lbedto localcomnwfiuity ijear road verical alignment Cut slopesto be stabiflzedand protected against erosion Cut. 58 13 2 11 1 1 B LL N SC H off dairnsto beInstaled at top oferrtatdoeants N SC M
59 ewraagnet132 2 1 11 LL N C MReter edlgalon no 3 N MC L
New roadaflgmnent M Rater r04ga05on no 3. Emnbardonentto be slablized an 60 134 2 I 1 1 1 1 8LL ~ N MC M protectedagatnsteroslon Woodcudutdwn9cloartrngprocessto N MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~behandedto local conoTuiry. (Secanoton 133.1to134 7)
ilewroad vertical algroent Cut slopeslo be stlatzed an protocted egatnoeroslon. u 6 1154m 2 111 1 1 B LL N SC H off drians tobeblnstaiLd al top ofeteaebaolents N SC M Cut slopesto be stabilzed and protected againsteroston Cut- 62 IIwd~ba i-n 3 1 BLL N SC H oft drains tobe instoled at topot entanlornents N SC M
63Coffee tees vAlbe affected 137 C 2 2 1 i 1 2 1 ALL SC N H Reterrotdi onsno.. Mc Mc M 64 ~omehouse0aOngoolrees wil be afleced 137 4 C 2 2 1 1 1 I I 2 ALL. SCIN H Refernritgalon no 5. N MC M
65 to be destroyed bythe RoW width of tieroad 1375 C I I I I 11 A SE SCMc H theroad wherethe verlicabl ralefltIs aft&ed fromthe edsti Mc SC M
Newroad vertcal olignment ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Cutelopeslo be stabtized and protected agotnsterosion Cut- 99 11. i a ILL N SC H offtdrilns tobe Instated attop oferotanmrdonns N SC M Rater rtdtgabonno 3. Copensate owners o1 affected al anc- 67 N-sroad aligr'ren!17 M I I 12 1 BL L.I SCI MC H podtadfrecnruonf vsMC SC L
68Ctre ees art be ftlecled 2 - 12 - AL5 NNH HOer erIga on0Sno_McMc,_ M Rater nalgaton no 3 Copensate ownersof affected hats anMc S L t9Iese,roo3d _a5gnesIn18t I I 1I 2B I I. SC MC H iorode land forrecons uc on of huts
70 3ome houses andmanqo trees Al be alfected 139 6 CL _ 2AIIS H etn4abn05 N MCI m low road elgonrent c I B~~~14I C H Rater r5419ga0o no -3 Emtbankmnentto be stabluzed N M 71 ~~~~~~~~~~~~~~~~~I 1Wolce eoso MCanI PROJECT: NEKEMPTE ASSOSA CONTRACT 1 (VOLUME 2 )I Poten5a5ysnorcted esrmoomentai componenls valoues Potenital impaactrti0 So Alr Water Land Hibarrnuse Ouahtyof life chrce G
Acbsitesarnd associated potentialimpacts 2,Mitgation
0~~~~~~~~~~~~~~~~~~~~ 0m - lboV5 Yaa Du u- z, 0 9 a S
72New road ofanment Refer rrdtgabonno 3 Enmbanktmentto be stabifzed a H M
newenfabtshed quany ~to be~ ~ CRefer odtgatios no. I Exact posi8anof quarrycotid not b - 73 law cyieny143 to9 bem estabfished1 2 1 222 2 2 2 1AL LI I 11 m ~ ~~Ideentifled N MC L ?ie. road vertcal aligrnmrent Cutslopes to be stablized andprotected againsterosion.Cu 74 144I3 B1 IL N SC H otffdins to be nstaled at top ofembarnaoeavts N SC M
758 q'bro,ae ob sabse 4 2 2 1 'A LL N MC H Rot miigton .Exact position ofnew borow area could N MC L
76 'JewroAd atignmrent 14 11 C Refernigatonno 3 N MC L Road tarorzontalaligonment Invesigate afterntlve algramentto tie r~igt betweenton 1462 77 t46-A C 2 I 1 I 1 1 2 I AIL L N SC H and1146 55 to avoidhe slope stabfity problemrsIn the c N MC L areas N4ewroad vertical atggeent Cut slopesto be stabttzedand protected againsterosion Cut- 78 C 2I1 14 B L L N SC H otffdraTinstobetlnstaledaBttop oferrbonantrents N S
flew road alignmrent Refer tridgaton no. 3 Unstabtecut faces to be stabitzed b 79 141C 1 B LL N SC H rirsty remrovingof allarge borddersIn lheface ofthe crj N SC L
80 I lewquarrytoDbe estobtoshed 179C 2 22 22 AL N MC Refer rrdtigafforno, I N MC L
tie-, roadverticet arigrimrent CAutslopes to be stablized andprotected againsl erosion cut- 8 4 1 i BLL N SC H off dralns to be nstaed attop ofeenbantonrents N SC M
82New. rood atgnmoenrt 14 M 2 1 1 1 L C M Reterndtigaflon no 3 N M
83 1 ew road algrerent 4 m 11 B L N M Refernillgatlon no 3 N MC L
Road honzootalatogoent irreslgate aflemnativealgrenent to the drighbetween Ias 148E 84 141 1 2I A LL N SC H and149 3 toaovoid8re steep embardsnents to tieteft of ft N MCG L ______I__SC road 5 Jewroad vertical algnmetnt CuCt slopesto bo stabIfzedand protected againsterosion. Cut 85 A 1 1~~~~~~~~~~~~~~~~5-I BLL. N SC H oft dralrs to beInstaled at topof embanronents N SC M
88 tde, toed ahgsnent '0 C 2 1 1611 N MC M Referrrdtgationno 3 N MC L f7lie,borrow area to be eslabtoshed 1,3C Refer nlbgation no t Exactposition of newborrow area costf 87 2 A L N M 'r~~~~~~~~~~~~~~~~m221othe ideentSfed N MC L 88 flew roadalignment 53C Refer rritigaton no 3 Protect and stabitze flra cut slopesN ______~ Mbetweentran 1511 and1514 S riew roadalignment Raer trWIgatonno. 3 invesigate aftemaitveaignrrment to the C~ ~~~ ~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~drtg betweenIan 1522 and 1524 and retasinexsistn algoynene 89 1~~ ~ ~2 ~ ~~~~~~5211 1 I 1 1A LL N SC H tr ornor151.8 to 15215 wIthrrdnor hortzontal charrges I insd N SS L section toorder to avoid the extensive culttng at ton152
riCa road alonrennl~ ~ ~ ~ 53 C 1 8L N MC Referrrdtgatonno 3 (Sectionton f526toD1539) N MC L
fl4e.v-oad verocalalignrment CutH CL slopesto be stablized andprotected againsterosion Cot 9tt 1535 I BL L N ISC H offtdrainsto beilnstagedatftopoftermbankmrents N SC M PROJECT : NEKEMPTE - ASSOSA CONTRACT 1 (VOLUME 2 ) I______Potentbatyaffected errviroraental components Ivatues Paer8a Impact B0 m - Fiore & chratacteri -a Ait Water tend teia Humanuse Cuafityof ife fauria ~~~~~~~salon
ActKi;es andassociated potental in-pacts Milgation
New road vertcal atigenrert cut slopes tobe stabtized endprotected againsterosron Cut- 92 1515 I1 B3 L L N SC H oftdrains to bebnstafed at top oferrbardanenlS N SC M
Soil erosion dueto esdstingroad Secifon ton 156 to 156.4.Al cuti-ottdrains to be pavedand 93 15 c A L L N SC N energy rissipatory measuwesto be instated in drains ATN SC M
flew road vertical atgnrnent Cut slopes to be stobigzed andprotected againsterosion Cutg 94 1515m I B L L N SC N off drtn lo be nstated attop ofernbartknents N SC M
Soiierosion duneto e)dstingroad Bxustringerosion guAeyto be protected against Lffthereraniar byyire conrsfrulon of gabtonretaining stnucturesto protectthe 95 156 5 c I I I I I I~~~~~~~~~~~~~~~~~~~~~~A L L N SC H road prism Road vertical algmvnentat fon 156.6to be lowarecN S m ~~~~~~~~~~~~~~~~~~~~~Inorder toreduege tthetII0,tgMrepdred atton 156 4 to N5. SC rertoceire slacchargeon irrsitumaterials Sailerosion dueto eArstingroad Prtoposednew aiMgrwentto be reconsidered to avoid ihe extensive cut areas betmeenIan 157.9 and ISid4 in tN erodabterrtatriats A dreci route Drddngkoo 1577 and158. 1 on the existirngaigmnrerd to be considered No detaIlson the 96 11 1 A L L. N SC H design byyBha specalast on tha erosion proteLdonmecasures al N SC M m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~thretarga sip to Bratefl of tkn 157.7were recetved Retaining stiuctures strccd be Instated to protect tdo areaagainst turlhri erosion
.7t'ew quanryto be establshed lsIc 121 .LL N M ee rtao oIN M I9721. Ree oIN M Iriao Soil erosion dueto enishngroad Al cut-ott drkalnsto be paved endenergy rlosspatorymeasires 98 15 1 A L L N SC H to be InstatedtIndralns AMexposed sutdaces tobe protected H SC M I ___against erosion lnewroad vertical etggorent CiA slopes to be stabrlzed entdprotested againsterosion Cut. 99 158 5 m 2 1 1 I ~~~~~~~~~~~~~~~~~~~1I B L L. N SC H offdrainslo betfnstafled attop ofembandonerrbs N SC M Inneroad verocal aiggnennt Cut slopes to be stebltlzed endprotected againsterosion Cuti IDO 161 I m 2 1 1 i ~~~~~~~~~~~~~~~~~II B L 1L N SC H offtdains to be nstaled at top ofter ardanents N SC M Sarilerosion dunto easting road H Very deeperosion guley hastanned on rligt bandside end Is lot 16I I 1I A IL N1 SC H oh-ady effacing ihe road Adequate erosion protecton N SC M measureasto be Instaled as wet as reatabngstunctjres t __reclaIm Ira exdstrnoguley 102Ier rod alignment c N S Reter reigationno. 3 (Sectionton 161In 162.2) S
103 llIew borrow elna to,te establishred 124C 22 111 2 A Refer rrdtgaion no. N M tiO4 Some houses and mango teeswlfbe affected 163d C 2 2 1 I 1 1 I 2 A L L SC N H Refer rbgalon no S. H MCI M New road vertical aligrnent Crdslopes lo be stabitozedand protected againsterosion Culd 105 163.7 m 2 ~~~~~~~lIllIl llIl I B L L N SC N off drains tobetsoalaedat topofemTbardknenlo sS Ne edvrrcl13 ffJ 1lj1 f ~ f ~ -~Cut siopes tobe stablized andprotested ogairroerosion. Cut. top;~e ,,j~etl~,g n 6 1 LLI. S off dramnstobe nstatedaoftop ofemnbankmlents N S PROJECT: NEKEMPTE - ASSOSA : CONTRACT 1 (VOLUME 2) - Potenifally atlected ernromnentalcomponents Iveakes Potential ;S roipact Flora& ctharacted ci Air Water Land faoa Human use t3ualty of e sabon
AcAviies andassociated polenbatrmpacts _ 25 o, Q TT Milgatan U
a, -~~~~~~~~~~~~~~~~~~~~~0 -
Ne, troadverbcal aignment 1 3 C Cut slopes to be stablized and protected against erosion Cut- 107 1653 M _ _ 2 _ _ I_1 _ _ _I______1i l l l 8 t L N4| SC H offdraicstobainstaledattopsteoonanianents M * N SC M
108irlecroadahnnment 16544 C _ _ 2 _ 1 I11 . I_ _ 1 _ 1 11 B N4| MC M Rater tadtgatana. 3 N MC L
Ne_l road vertical atgrment C Cut stopes to be stabilzed and protted against erosion Cui- 110 t173 M 2 1 1 1 1 1 B L L N SC H offdrainstobeinstaledattopotenbanloeents N SC M
tNew road verbcal aignmrent C Cut slopes to be stabitzed and protected against erosion C_l 112 1731 M _ 2 1 1 1 1 B L L N SC H ott drains to be instaled at top at embankments N SC M
113 borowarea tobe 17335 M 221 li 2A 2 2 L L N MC H Reternsbgatonno.1 N MC L
tlew road vertical aignmrenr 1Reer C 4otpesragaoa no 3 Cut to be stablized and protect-e 112 1734 M 2 I I 1 BI L N SC H against erosion. Cut-ott drains to be Instaled at top a N SC M ______II_I I IaIin e bardonents(Secfton Ion173 35 to 173 71 113 tnewwuatry to be establshed 174 C I 2 1 2 2 2 1A 1I N MC M Refer rrdtgatonn IN MC L New roadvertical aflgnment Refer ndtfgabonno 3 (Sedan Iae 17395 to `17465) CL 114 145C 2 1 1 8 L L N SC H slopes tto be stabiltzedand protected against erosion Cut-afN S drains tobe smtafledat topat errtbarntencls
116 175 M _ _ 2 _ _ 1 1 ______1 B1 L L N SC H Off drains t beInstated a top of efbanlnents N SC M f lew road vertical anEgrment Cu1 slopes to be stablEzed and protected agatnst erosion Cur-_
116 178 m 2 l1I I ~ ~~~~~~~~~~~~~~~~~~1IB L L N SC H ott droins tobetInstatedetltop oterrtardnents N SC M
_ New,roa d argrnmentiCll Refer mitigation no 3 Cut slopes to be stabiized and proleclec 117 179 8 M __ 2 _ _ 1 1 _ _ 1 ______1 | 1 | | B LI L N MC M against erosion Cut-ottdrains to be lnstaled at topo N MC L
118 Cofteetireeswolbeattected 1601 C 2 2 t 1 1 2__ 1li A I C ReAerjnSaltoNno 5 M M 1ig Toan: Nejo Tcti 1 11 1 S S MCN1 elgton2N rSC LI PROJECT: NEKEMPTE - ASSOSA CONTRACT 2 (VOLUME I1)I Potentiallyaffected erwironmental coniponents I vakues Potential 0 i kfp ______~~~~~irmpactV.
Alr Water Leed u NiaHtnanuse Oualtfyoflfre chf ctri - fatima ~~~~~~~~~ ~ ~~salon
AcviSes andassociated potential ImApacts ?gMliganaon
- ~~~~~~~~~~~~ I1 Town NejoeTown __ it 11111 A E ISCIMC H IRefer rvlgatoenwo 2. N SC L. 2 atiseaneof8fietie o9fverticoiread JBLIL MC ,Embarnkneni to be stablized and protected against erosion N MC L 3New readollgrenteefI' 21 JI L M Refer rrdtgationnoa.3 N MC L
flew vertical aigrwnentat read Enmbarkenentto be stabltizedend protected against erasion 4 18 I1 2 1AL L N MC M tnvesfigate ettemnalveega etto tie ~fefbetw*een kme 188 ane N SC L
Ne~~~~~, vertea______alignment______of____roe_____d______188 3 to avoldsubtnlesolfcta 5 1i9wvericaIa2 tBnLnLofNrea Emnbarnfenltfo be stablized aTtdproftacted against erosion N S
flNewroad alignment 19 7I 1B IL N MC M Reevtgalloeno. 3 N MC L f lew verticatalignmente of read aantceta 198-7 1 2 1BL L N N M ~~~~~~~~~~~Enbarkonenttobe staidlzed andprotected NgintSCoio 9New roadallgmeent Refer nfitgatian no 3. Comipensatefarmers tar toss al 9 ~~~~~ ~~2 ~~~~lIt1 ~1 ~ ~1 ~~199.7I 1611L SC MC NH agdri lland MC SC L
10Cropland vAtIbe effected 11 1 22 I AL LSC, N H Refernrdggalcon ro-7. N IMC _
f2l1ewroad allgrament Rater iIgallnno N MC L 12 tlewroadallgrnneet c 2 I 1612012L NMC M Referedtrgation no. 3 N MC L
Soilerosian dueat tridge site Erosion protectan woetiare reqLAredat het bridgeheadwalst 13 10 AL Lt N SC HIllaswet ason ~tiupstream face oftheIa1dge N MC L
14 Newverfocatllsgeeent of roed 20 B N ,Embntanfenetftobe stabtllzedand protected agalnsl erosion N SC L
i Soilerosion dueto edsislngerosion gulley 228m I I 2 1 1AL 1IL MC SC HN RehiabIttatefesemdstng erosoin gslly by means ofbackdl!fng N MC L 19 Eesbng boroowareato be rehabilltated 202 9 C 2 1 2 IAL IL N MC M Rlefer rdtigaton no. I N MC L Town' Were Jim Vdlage A small nrnber of mud C Refer nrDtgalo.tno. 2. Compensate owneersof affected houses 17houses tobe destroyedtfey ihe RoW widEhof the read 204 2 111I 1 11 A S E SC MC HN and providealandtforconsb'ucton ofnew houses MC SC M
t 8Coffee tees flbe affected 20. C2 21 I112 1 AL LSC N H Refererdfgalan no 5. MC wC M 19 oa1 gwet A N C mRetain endtotngaggroneenl for tie secton kmn205 6 to 205 9 I erodal20ne5I 11 M MN MS L flew raad allgeniet Refer frdttgationnto 3 Cooveniate farmers far llss 0 20 2064 t B1 I SC MC m giLta adv LSPoiaadoa ai MCo C canstructien of new taMl Emobanllenento be steb6lzed dMCS L ______,noiectedectd agaInsta afn t erosion~~~~~~~~~~~~~~~~roe osin 2tCoffee tees wl be affected 206 4_ 1 1 2 1 ALISCI N H Refmernilgallon no 5 MC MC M 22 al2reneetRefer 208 5rad oritgaton no 3. Enbarnieoento be stablkzedandN S ______-__-__-__-_-__-___L__L___IMC___ M proterctedagainst erosion N S 23 Newverbical atgmnent of road 28 C II 2LLN Embanlonenttobe stabdizedend protected against erosion N SC L M B .______flew verticalof read2 otgeseeent CBLL N N Ernbaniteientto be stabilizedand protected against erosIon N S
25 Cotlee trees amfbe affect-ed 298C2I IJI LS N HRfrrIao o CM I fewvertical altignient of rood C-Eitn u tnadvrclagvetfog ons 26 2t113 kl 1 I L SC SC N be retainedLue to narrawROW.Sixmeter deep catita N SS M ______tomfisect eco onn isIsunafaeaccept able~~~~~~~~~~ownbl PROJECT: NEKEMPTE - ASSOSA : CONTRACT 2 (VOLUME 1 )I Poterifiaffy affected erwilrornmentalcompmenrts tvalues PotentIal e6
Air water Land Humanuse Cualty of Ofe saont
Achuttes andassociated potenfralImpacts wMiflgation
a, ~~~~~~~~~~~~~~~~~~~ ~ ~~~V,1.J __IL______Ton GoreVrlage - A smat numoberof mudhoutses i C Refer orrigation na.2. CoTpernsaleowners of affected oueE 27 be21destroyedbythe RoWwIdh of Vieroad 1 1¶111I AS E SC MCI H nd proAldeland forconstruic6onof new houses Mc SC M
23 e odeirnn 118c 2I B LS c H Reter rdbgaflon no 3 Erdting atedongpoint to be retained N M Lc New borrowarea to be estabtoshed C Rater rrdigafonnola Exactpool on ofnew borrow areacoLo 29 212 M 2 21 i22 2 ~~~~~~~~~~~~~~~~~~21 A LL N Mc H natbefIdealfifed duetothe manyIn roof houses Intds area N Mc L
30 Djsfuwbance to aidstn 21ra2es 1-1 I -- A SL N N M Protectgraves andavoid any Interference iAthIre area N N L 31Nfew vertcal ggirnoetitof road 21 I 8 L N C H Esbantonent to be stabitzed andprotected agafosterosioni N SC L 32Coffee tees vfbte affected 212 4 C2 2 1 '11II21 11 AlLLSC N Ra RefrribI UasOnno. 5 MMMc M 33 Croplfnddwillbe affected 213 6 C 2 2 2 I 1 2 2 I - ALL. SC N H Refer rriflgatonno. 7 Secban213 6.2l3.8. N-MC _ flow road eafgmoent Refer rrmigaflon no 3 Compensatefatmers for lose of 34 213 7 M I I I I t I II I8L SC MC M a,grictiba-afad Embasdnkentdlobe stabllzed and protecte N SC L
f5lerwroad agngment 242c 2 1 1 11 L M Refer mllgabtonnon 3 Errtardomentto be stablzed arb N SC L. 35 n~~~~~~~~~~~~~~~~~rotected against erosion 36 flow quarrylo be estabtshred 24 12 2 12 1A LI M, Refer rrflgalon no N MC L
37 ICoftee tees il beaffected 2165 C 2 i_ I 1 2 1 - AILS Refer riflgaton no 5MC C M flew roadalgonrenit Refer mrtUgationnon 3 (Seclion ion 2162 to 2167) 38 216 3 2 fI1 1 1 B ILL SC MC H Corrpensate tanners fortloss of agricoltral land Embantoneni S ltobe stabtized andprotected againsterosion N S
fl ew~road angarent 279c 2L M Refer rrdlgabon no 3. Enctarkonnt to be stabifzed anc N SC L 33 sc~~~~~~~~~~~~~~~~mIpotectedagainst erosion 40 Coffee trees willbe affected 218 C 2 2 1 I 112 1 A LLI SC NN Refer rrtiggaon no 5 Mc Mc M fl ewroad aignment 13c 2 111 e i M Refer odtgation no 3 N MC I
t4a2evertIcal afignment of rood 21 mI 121 1 ILL N C MEmbankmnent to be stabilzed andprotested against erosion N S L
r4erovercal afirnmentof road c1 I LL NISC H Esranlmre to be stabilzed andprotested against erosion N SC L
flew roadatgranent c Refer rn4tga3on non 3. Comrpensatefarmers for toss foils 44 22 1 11 a LS C Proutde additionat land fer consbuclon of now fors Mc SC L
S SCN Embarnonentto be stabflzed andprotected agaInst erosion
flew quarryto be esfabtished 226 1 21 222 22 AL N MC Reternigabo nro 1CI t 4E; Ile. ~~~~~~~erbcalafignment of toad 2 iBLL N SC M ~~~~~~~~~~~~~~~~~~~Embrrtnnentto be stablized andprotected against erosion tlrrwce~~~co~at~~menfofroad~224 4 C 1 C N SC L town VIOLsKaraTown.A sminuInuber ofmudhouse C Refeyrritigalronnro 2. Conmpensateowners of affected houses 47 lobedestroyedbrythmeRoWoidttoltheroad 225 2 1 I 1 1I f 1I A SE SC MC H and proAddeland ferconstrulon of newhouses Mc SC M
Ne. roadaliqemenf C 2 8 1 N M Refer mflgatonno 3 N M
49 lew~road alignmrenf C3 2 I 1 f8LSCB C Refer rragaton onc 3 Conrriensatefarmes for toss ol MC MC L
50fleir roadalignment 235 4 C 1 _1 fALL N C IM lRefer mitigatIonno 3 N MC PROJECT: NEKEMPTE -ASSOSA : CONTRACT 2 (VOLUME1) I) Potentaftyaltectedernroirnentalconqionentsvales Potenbal
Air Water Land Iaun eHumanuse Dualtyolbte saJofeeri
Activities and associated potental Impabcts MIUgeSSn s
U~~~~~~~~~~~~~~~~~~~~~ ti~~~~~~~~~~~~~~~1gto
53New red elgnerim238e5Cn_t______1 | | | Reler n'iUgaElonno. 3 Compensate Lanertsrtsso 51 235 8 1 l t 1 i 1 BL LSC SC IHaH adadht rmeadoltn o MC SC L conrbucbon of new huits Ernbenronentto be stebtized ent INwrdbne1__42C _1__ _1______1 || otected agalnst erosion 54New road algmnent 240 C - 1 |||1B L T MRet Compensiateeofarmeros 52 qry to be estabshed aswent as newaccess C 2 _ _ i 2 21 1 2 1 A L L14 MCH Relewr rnEgalon no. 3 forgebs L 58 New road algnment 2R8 C tefr.en nos3 N M M
oNewroed elrn-rverd o hs t C Ub C M Reter nilgabon no,3. Rehrablitate eowsgngerosion gedehu 5 d9 e t wh e240I 1 1 1 1||1 A|SLNEL SC| MC M and roxde tnd 0r onsbucton t nrw huSeN MC L 52 247tpl 2 1 A| L.| N |MCH nso eDiaeheds seIrrstopvn trN|S M 80 New reed affgnment 252 I 1 I I _ 1 | L L MC M Ret er to e o Ean toraadd bdenbe steabhedea N MC L irtced eoinagts 56 NDsvtieancetobeasting grves24 C 2 U I A S L N N M ProtectgavesandeidanyanterierencevAwthIheares N N L Reed horizontal a2gnrment Realgn secton between t 247.5 and 247L8to Uie erdst 57 2771 A L. L NMC N etgrvneanedtInstaltadeqsate side dratnsto praventtrly N SC M erosion RehabtUtetthe exdstngerosion gubleyn
8New reedaignment 28i L NS Reter rv8gga5onno. 3. Erbaeent tobe stWed an NM ______CMtI Potected acgainsterosion TowreMencil Tone -A srlaarsarter ot mud housestc CRetermirsgation no. 2 Ceoperisateosneersotlaffette houises 59 be desbeyedby theRovwitdhrofthseroad 250 8 II1IIII A S E SMCConstiucdon H and provide land tarcs ofnew houses MC SC M
60 New vertical aigranmentat road ALL CS Nets on elther sideatti rodto be relocated elsewthereant MC SC L I_I tie s_wners to_beco_nge__ _ _ _ . 61 Distubance to eisting graves 252Ci 1rote _ _ha A S I LNN M graves and avod any erem_e vAti area N N L 62 NJewquarry to be established 25 1122 1 A L L NMC M Rele,rHtgalmnno U N MC L
63 Newroaedsigrunent 25. 8 L L NMC U Refer n4ltgatonno 3 M 64 Sogerosion dueIo exdstingerosien grtey 21a0 1 C mRehabuttate UheexIsting erosion gtriey bymeans of bac"llting NMC L
65No-,borrow aree lo be estebftshed C C Ratermitigation no 1I M P-ROJECT : NEKEMPTE -ASSOSA : CONTRACT 2 -2
Pnlerrt,ally affected environmental components I values Potential . . -- ______~~~~~~~~~~~~~Impact igre Ar WtrLand floauna Human use Ouality ot Sde sharaoer 3-E
Activities and associated potential impacts El 9Mitigation
'is~~~~~~'i c,~~~~~~~~~~~~~~~~~~~oa
o c o'111.< -tu 01-1lII 0 0 (- S~~~~~~~~~~~~~~~~~~~~~~~~0 Itew borro. area to be established 266 4C 2 2 I t2 2 1 2 2 AL NM Refer mItigation no I Exact positin at new borraw are N MCI I
2 New borrow area to be established 26 4C 2 21 12 2 2 2 1 A L. LNHMCH Reter mitigation no 1. Exact posftlon of new borrow area M ______could not be Identifiled H M 3Soil erosion due to existing erosion gulley 26 M ALLHRhblatteexsigroonulybymnsfN CL 3 oleoindet xsigerso uly 21mI N C RehabIlitate the existing erosion galley by means ofNMe I ~~~~~~~~~~~~~~~~~~~~~~~~bacirfitllogNM oExterosion duexiton quarysioaeroio galley22 2 2 21 L M mRee flggnn M
4 oleoindet xsigeoso uly 246M 1 11 N C Rehabtirtate the esisitg etosion galley by means ol M bactihltlng NM ERtnondhotrdzontalaiIngmqarr 27rea C IALL N LRealg ednb,ekn2r 5ad253 ute oN 5 tCbeMRfer2224guw122ll222- 2me1mdALLueH mttlgatlon no 21 CopHsaeMCsofafece 1 ndestroyeb areatoVbe esdtablftherod 272it t2o22sete i S S2C21 miiatdpoiono eln 1 o osrcin UssCS H L ExerosionSoi duexiton ebIstin aeroio galley 2 1 N C efrmtgto n ouetlo eest ft tk M 7 Et.ino xsi, ury2e 8 22 21 N C RehabimtltateontheeisDocgmerostion galley by mfeansmNM 8 1 A I H H L~~~~~~~~~~~~~alig s9to5 ewe i 7 5 n 73 ute
10 Eytention ot existing barrow area 28450 C 2 2 2 1 2 1A L LNHMC M Reter mEigaton na. I Documentation retars to site at kmNMi
I II N~~~~~~~~~~~~~~~~795HMCI 14Siirtostona denitio exuarry areaio 20MI Culy N C Retorbitiatio noe 1.Documentation refers to steats oiHM
15 Existing borrow area to be rehabititated 290 6 C 2 I 2 1 Ai L I HNMC M Refer mflgation no I N MC L tewfl vertical alignment of road 29 8¶ 1 2 A L L SC N H Compensate owner of affected house and provide land toi MC SC L 17Croplandwill be affected- 251 C 2 2_ 2 1 1 2 2 1A L L SC N H Refer mitgation eo- 7 N MC L Isle,, road alignment 215C 2 21BLLSMc R4efermEUgation ns 3 Compensate farmers for loss elM C 1I agricultural landMCS I 19 Croplandorrll be affected 251 5 C 2 2- 2 - 1 2 2 1 ALL LSC N H Refer mfitgaitn no 7. Section 291.5 -291 7. N MC L 20 Existing borrow area to be rehabiliftated 297.5 C 2 1 2 1 A L LNH MC M Refer mitigation eo I - N MC L 21 New, borrow area to be established C9 LNMc Retermiigation noL NMc L
22Extention ot existing quarry area C0 2 1 2I A Refer mitigaiton no I Documentation reters to site at k M 22 ~~~~~~~~~~~~~~~~~~C ' 301.1 N MC 23 Town Eambesi Vitlage 30 I 1 II iI A SiESCIMC HRefer mftlgation no2. NN M 24 Sot erosion due to existing erosion galley~~~~~~~~~~~~ Rehabiliftate the exstng erosion galley by means ofHM
25 Existing borrow area to be rehabilitated 305.5 C 2 t Z I A I L NMCMI Refer mitigation no 1 NM L 26 Exrsting borrow area lo be rehabilitated 3.2C 2 1I A L LNHMC M Refer mitigation no. 1 NMc L7 27Nem borrow, areato be establIshed 31 5C 221 1 N C Refer mitigation no 1 Exact position of new borrow area M Mcol not be Identltled 28Mew qar to he established 315 4 C 22ALLN etr mitigaton no I Exact location of proposed quarr HNMCi L quarry 1 2 I 2 2 2 2 ~~~mnot could be establtshed I PROJECT: NEKEMPTE -ASSOSA :CONTRACT 2 -2
Potentially affected envolonmental components I values Potenat _ 3 _
Air Water Land Flora S H character, 0 ° > faurra Huaue Qafyo fe satton OE'
Actt,tles and associated potential Impacts _ e Mtigation
0 oCr~~~~~~~~~~~~~~~~~~~~~~~~ r B e _ B B | B B D B B A _ B B 2 o r° E B ' . 2 2 2 ~~~~~~~~~~~~~~~~~ 0E P
348Some houses and mango 72 trees wtil be aCected 326 36 roadz 1 an__m mew32 o W E
9 NIew borrow area to be establshed 31 C 2 2 2 2 2 2 | A1A| LIL NMC HReter mitigation no.1 Exact position ot new borow area N MC
30 Existing borrow area to be rehabtilated 316 7 C 2 _ 1 2 A L N |MC M Rateru mltgation no. I N IMC L New road alignment c . I MI IRtefe m_gto_o.INM New road alignment C _ l l l l ll _ Reter mKigatlonno 3Realig tothe7 section326km 32E 2 31 3175 1 _ 1 1 _ _ _ 1 1 N; MCm. M hlfltatoe 3 N MC L 35~~~~~~~~~~ 9 Men2 2 ~~1 ~ ~~ '1 ~~~1 1! | |g | C|M Otelt opoetteeifght ntcrgthn ieN|M 32 Existing borrow area to be rehabiltated 322 8 C 2 1 2 _ A _ _ _ N M Reaer mitgation no. I L 33 Eoisting borrow area to be rehabIlitated 326 3 C 2 1 2 _ 1A 38~~~~~~~~~~~~~~~~~~~~to be rea.lae is5n 33 boov C__ wre______1 I I |II L N E MC MRtlmlahM Refer mKigation no.o1 36 New road atignment _ _ I _ Rotore itingation tno 3 N MC L 37 Existing borrow area to be rehabilitated 329.6 C 2 1 2 IA L L N MC M Reaer mitgatbon no I N M L 36 Existing borrow area to be rehabilitated 330.1 C 2 _ 2 1 A S N MC M Rtr mteigation no I M 36 tew borrow area to be established C348_ 2 2 _ _ 2 2 1Rotor 2 mitigation no 1 Exact position of new borow am N MCa 40 Existing borrow areato be rehabilitated 330.7 C 2 1 2 ---- I A LL NI MC idReefe mitgatin no I NM 41 SoileroionMoe 0 eistIgAeosio NMCHyRehabilitate tihe existing erosion galley by means ol N MCL 42 Existing borrow areato be rehabilitated 334.6 C 2 I 2 1IA LL N MC MRetor mitigation no. I NM 43New qujarr to be established as well as new excess 37C 221 122 2 Refer mitigation no. 1. E-xactpostion of quarry coutd not be __road to PRit2 1 L M mdetfe N MCL Adjoining airstripOfiilcosle tnAssIsoth opnntather d road should therefor be agreed to by ttheaviation authroriti N SCI 45Eytention of existing qutarryarea 2 21L LNMH Rotor mitigation no. I. N M 46 Town, Assosa Town 345 11 It A SEISCMCI H Refer Mitation no. 2. NN M 47Loss of historical and archaeoioGgcal ortefacts. 348 C _1_1 2 2 I IS H Ree iiain o 0 CM Annexure B SECTION B: DEMBI - GAMBELA ROAD TABLE OF CONTENTS PAGE 1.0 Project description 1.1 Need for project B-2 1.2 Construction elements B-2 1.3 Appurtenant actions B-4 1.4 Construction programme B-5 2.0 Environmental description 2.1 Physical 2.1.1 Climate B-5 2.1.2 Hydrology B-5 2.1.3 Geology B-6 2.1.4 Geomorphology B-6 2.1.5 Soils B-6 2.1.6 Air quality B-7 2.1.7 Water quality B-7 2.2 Biotic 2.2.1 Flora B-7 2.2.2 Fauna B-7 2.3 Socio-Cultural 2.3.1 Demography B-8 2.3.2 Land use B-1 0 2.3.2 Archaeology & history B-10 2.3.4 Tourism B-1 0 2.4 Aesthetic 2.4.1 Visual B-1 0 2.5 Economic B-1 0 3.0 Current conditions 3.1 Major road conditions B-11 3.2 Existing drainage structures B-12 3.3 Major environmental issues B-12 4.0 Environmental impact assessment B-13 5.0 Environmental impact schedules B-15 ETHIOPIAN ROADS: EIA Draft Final Report Page B i SECTION B: DEMBI - GAMBELA Annexure B 1.0 PROJECT DESCRIPTION 1.1 Need for the proiect This project entails the upgrading of the Dembi - Bedele and Metu - Gambela Roads (237 km) to bitumen standard. These two road sections form part of the 770 km long route connecting Addis Ababa with the Illubador Region and Gambela in the south-westem border region of the country. The region served by the road is an important coffee and tea production area in the forest areas. The road forms a vital link for surplus agricultural produce distribution from the westem regions of the country. Gambela, the capital of Gambela Regional State, is accessible only by road or by air. The area could be a very productive region in terms of crop yields, fruit production, etc. but development of the area is constrained by the lack of decent access during all weather conditions. The project road is the only trafficable road providing access to Gambela. During the rainy season this road becomes totally impassable for lengthy periods of time. This leads to untenable situations, not only from an economical viewpoint, but also from a social and health point of view. Until paved roads have been constructed between Nekempte, Jimma and Gambela, the potential of producing fresh produce for markets in Addis and beyond will remain very low. Travelling time between Gambela and Addis is at best road conditions a minimum of 2-3 days for light vehicles and much longer for heavy vehicles and is utterly dependant on the weather and road conditions. A correctly designed and properly maintained paved road will reduce the travelling time to almost a single day for light vehicles and about 2 days for heavy vehicles. Vehicle maintenance and operating costs along the existing road are exceptionally high due to the poor road conditions. Accessibility to external markets will thus be greatly improved by the paving of this road. 1.2 Construction elements The project has been divided into two separate contracts of 63 km and 168 km lengths respectively. The types of work contained in the two contracts are quite similar albeit that much more difficult terrain is encountered on the Metu - Gambela section of the road than on the Dembi - Bedele section. The bulk of the work can be categorised into the following sections. 1.2.1 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends, to improve sight distances and in a few cases to improve approaches to bridges. The existing roadway width needs to be increased over most of the length to accommodate the widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cutting into steep slopes beside the road where the alignment is improved, is expected to yield suitable fill material for use in vertical alignment improvements. ETHIOPIAN ROADS: EIA Draft Final Report Page B 2 SECTION B: DEMBI - GAMBELA Annexure B 1.2.2 Pavement and road shoulders The existing road alignment will be retained in general terms. The existing road structure will be retained except in locations where it is severely degraded, inadequately compacted or constructed of unsuitable material. A sub-base of gravel material extracted from borrow pits will be constructed on top of the existing structure, with a layer thickness of 200 mm, followed by a 200 mm thick base course of crushed stone. The 50 mm thick asphalt paved surface will be 7 m wide except in urban areas and in mountainous sections. Over the rural sections of the route, 1,5 m wide gravel shoulders will be constructed with single bituminous surface treatment of shoulders only on the outer shoulder in the case of reverse camber. 1.2.3 Major structures Nine bridges and a number of major culverts will be constructed to replace the existing steel girder bridges and existing culverts. Maintenance to the reinforced concrete deck girder bridges is required. The general condition of the culverts is quite good except for the fact that many of the culverts are not functioning as designed due to silting up of either the inlet or outlet sides. 1.2.4 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section. Where necessary, these drains will be lined to prevent erosion. Frequent turn-outs discharging into drainage channels will be provided. Protection works such as cascades will be installed where necessary to reduce erosion. 1.2.5 Borrow pits Borrow material will be required for vertical re-alignment sections where inadequate volumes of cut material is available within an economic haul distance and for sub-base materials all along the road. Potential sources of such materials have been pre-determined. Due to the fact that not all the proposed new borrow or quarry areas could be located during the field trip, we cannot assess the impacts that all the proposed sites will have on the environment. We can therefore only pass general observations regarding borrow area utilisation and rehabilitation. 1.2.6 Quarries and aggregate extraction There are a number of existing quarries located along the route. The design consultants have identified many new additional locations as possible sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites. The same comment therefore applies to quarry sites. ETHIOPIAN ROADS: EIA Draft Final Report Page B 3 SECTION B: DEMBI - GAMBELA Annexure B 1.2.7 Disposal areas Disposal sites will have to be determined by the contractors through negotiations with local communities. The use of such proposed disposal sites is subject to approval of the Engineer. Proposals for the environmental protection of the disposal areas are to be prepared by the contractor and submitted to the Engineer for approval. 1.2.8 Water for construction purposes The main sources of water for construction purposes are from perennial rivers crossing the road corridor. The average distance between successive rivers is as close as 15 to 20 km. Where inadequate water is available for construction, boreholes will have to be drilled for groundwater exploration purposes. Under no circumstance should the supply of water for construction purposes be allowed to take preference over the supply of water for use by local communities. 1.3 Appurtenant actions It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. Most of the new bridges will be built alongside the existing bridges. This will retain the existing structures operational during the construction period. The contractors will be required to do urgent repairs and ongoing maintenance to existing structures during the construction period. In areas where agricultural crops, coffee plantation or fruit trees will be destroyed by the road construction process, advance waming should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for, and land should be made available to the owners for reconstruction of the facilities, in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of existing fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock by the indiscriminate removal of existing fences. Locations of campsites for the construction teams are to be agreed with the communities and authorities concerned in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concerned. ETHIOPIAN ROADS: EIA Draft Final Report Page B 4 SECTION B: DEMBI - GAMBELA Annexure B 1.4 Construction programme It is foreseen that the two contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to certain areas during the rainy season can be very difficult, if not impossible, at times. It is therefore very important that the contractor plan the activities according to the seasons. The construction period for the longest contract will be in the order of 24 months, which should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite. 2.0 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate The project route is divided into two distinctly different climatic zones. * Didesa Bridge - Dembi - Bedele Section This area is located on the tropical highlands at an average altitude of 2 000 m and above. It is an evergreen bushy area with smaller patches of indigenous forest. The effective temperature ranges between 14WC to 23°C, which renders this a very mild climate throughout the year. Mean annual rainfall for the area varies between 1 800 and 2 300 mm. * Metu - Gambela Section Along this section the altitude rises from 1 660 m on the highlands near Metu to 2 150 m on the Gore highlands. From there the altitude drops to the lowlands of the Baro Valley at a mean altitude of 500 m. The effective temperature on the highlands is in the order of 14°C, which is very moderate temperature. In the lowlands the effective average temperature is quite hot at 260C, with associated high humidity levels during and immediately after the rainy season. Mean annual rainfall in the highlands vary between 1 800 and 2 000 mm, whereas the mean rainfall in the lowlands is only 1 200 mm. About 85% of the annual rainfall occur within the period June to September. 2.1.2 Hydrology Seven rainfall gauging stations exist along the route of the road. Records of approximately 20 years exist for most of the stations. The consultants used this data to determine mean annual rainfall for the area. Mean annual rainfall ranges between 1 200 mm per annum in the Gambela area to 2 000 mm per annum in the Dembi region. ETHIOPIAN ROADS: EIA Draft Final Report Page B 5 SECTION B: DEMBI - GAMBELA Annexure B The project is located in the Baro River drainage basin. The main rivers crossed by the route are: Didesa River Dabena River Gumaro River Wanges River Uka River Yatu River Baro Kalla River Bonga River Joue River Wangong River Karmi River Baro River 2.1.3 Geology The geology of the road corridor is characterised by rocks of volcanic, sedimentary and metamorphic origin. The most predominant rock type, covering the largest part of the route, is volcanic rock of trap series dominated by basalt and rare rhyolites. This formation is prevalent in the first approximately 63 km of the project starting at Dembi. The volcanic rocks are occasionally interrupted by small and separate stretches covered by volcanic plugs. The most predominant rock types covering the entire study area are basalt, rhyolites, dolerite, trachyte, schists, gneisses, marble, quartzite and granite. Metamorphic rocks are the most prevalent rock formations towards the end of the project in the Metu - Gambela section (km 132- 168). Most common formations are granites, gneisses and schists. The geological strata underneath the soil profile of the total stretch of road comprise mainly of two types of rock formations, namely * Km 0 to 80: Volcanic rock of trap series dominated by basalt and rare rhyolites * Km 80 to the end : Precambrian rocks, mainly granite and the lower complex undifferentiated 2.1.4 Geomorphology The road alignment generally follows the contours of the land with a minimum of cut and fill areas. The general rough terrain the road crosses necessitates very steep gradients as well as sharp curves and narrow road widths to achieve an alignment following the existing topography very closely. The terrain can be classified as broadly flat (20%), rolling (47%), hilly (20%) and mountainous (13%) terrain. The most prominent mountainous section is found between km 112 and km 135 on the Metu - Gambela section. The flat area is located in the lowlands close to Gambela with the balance of the project route basically covering rolling to hilly terrain. 2.1.5 Soils The predominant soils of the project area are clays originating from the chemical disintegration of the volcanic bedrock. These clays form extended deposits of varying ETHIOPIAN ROADS: EIA Draft Final Report Page B 6 SECTION B: DEMBI - GAMBELA Annexure B thickness ranging from 1,5 m to 5 m depending on the stage of weathering of the underlying rock. Seven different soil types are encountered along the route, namely * Red silty-clay of moderate to high plasticity * Brownish silty-clay of high plasticity * Dark brownish silty-clay of high plasticity * Reddish-brown clay of moderate to high plasticity * White clay with silt and sand * Yellow to reddish decomposed rock * Fresh to slightly weathering rock 2.1.6 Air quality No data could be obtained on air quality. However, with the absence of major industry in the region, and relatively low volumes of traffic on the road, the air quality was perceived as being high, with the exception of fugitive dust from passing vehicles. 2.1.7 Water quality No specific data relating to water quality is available. 2.2 Biotic 2.2.1 Flora The first section of the project road stretches from Didesa Bridge to Bedele town and is largely used for agriculture. Few indigenous forests remain in the river valleys. The major indigenous tree species found along this portion of the road are Cordia africana, Acacia sp., Ficus sycamorus, Croton macrostachys, and Aningeria altissima. The second section of the project road stretches from Meta to Gambela and has relatively good cover of forest. This portion is rich in floral diversity, and has relatively undisturbed ecosystems. The major tree species along this portion of the road are Cordia africana, Ficus spp., Tamarindus indica, Acacia senegal, Acacia seyel, Commiphora spp., Sterculia spp., etc. Roadside cultivation around Gambela is dominated by exotic tree species (Atadirachta indica). An endangered indigenous plant, locally renown as "addidgoye" is found particularly in Gambela region. 2.2.2 Fauna The project stretch from Metu to Gambela was formerly, known for larger mammals, but now, due to human interference, particularly Sudanese liberation front and refugee movement, the numbers and diversity of these game animals have markedly reduced. Some species have migrated to the neighbouring countries and or are hunted to localised extinction by soldiers and refugees. ETHIOPIAN ROADS: EIA Draft Final Report Page B 7 SECTION B: DEMBI - GAMBELA Annexure B The remaining wild animals commonly found along this stretch of the road are Anubis baboon, vervet monkey, Colobus monkey, red monkey and antelopes. There are also crocodiles, tortoise and several species of fish in the Baro River. Many species of birds are also found along the road stretch. 2.3 Socio-Cultural 2.3.1 Demography The following data was collected from the authorities at national and local levels. Persons contacted are also listed here. Dembi Town Mayor Ato Girma WlAregay Tel: 19 ETHIOPIAN ROADS: EIA Draft Final Report Page B 8 SECTION B: DEMBI - GAMBELA Name of Project Dembi-Bedele + Metu-Gambela Number of Regional States Transected Two (Oromia + Gambela) Number of Zones included Two (illubabor-Oromia + Zone 1- Gambela) Number of Woredas Oromia Illubador 6 IZone 1 Gambela 1 Total Woredas 7 Demographics POPULATION _ .___RURAL POPULATION URBAN POPULATION E 0 wU w < q~ .. ..j E < (t 0 w < w ~~~~~~~~. w Ca ZONE WOREDA 5w 0 | |3 O| 0 , DIDESA 25493 25809 51302 623.44 82.3 23189 23557 46746 2304 2252 4556 Gechi 47394 48973 96367 1400.44 68.8 44618 46160 90778 2776 2813 5589 Ir BEDELE 55009 58292 113301 1678.44 67.5 46677 49692 96369 8332 8600 16932 METU 62124 62379 124503 1461.41 85.2 48073 49095 97168 14051 13284 27335 m ALE 41770 43178 84948 1494.44 56.8 36226 37249 73475 5544 5929 11473 _ BURE 31203 32651 63854 1496.41 42.7 27961 29350 57311 3242 3301 6543 Total OROMIA 262993 271282 534275 8154.58 403.312199 226744 235103 461847 36249 36179 72428 IZONE 1 |GAMBELA116489 15859 32348 2859.85 11.3 4367 4684 9051 12122 111751 23297 Total Project 279482 287141 566623 11014.43 51.4 231111 239787 470898] 48371 47354r 95725 . ______1______1_ _ _ .1_ _ _ _ 1 _ _ _ J_ _ _ _ I--_ _ _ Annexure B 2.3.2 Land use * Dembi-Bedele stretch The major land use in this stretch of the road is agriculture. Farmers mainly produce teff, maize, sorghum and coffee. Roadside tree cultivation is dominated by Eucalyptus and cypress species. There are also naturally growing Acacia trees bushes along the roadside. In some places along the road stretch, there are coffee plantations under the shade of Acacia trees * Metu-Gambela stretch The major land uses along the Metu-Gambela stretch of the road are farming, forestry and grazing. In the highland portion (Metu - Gore), coffee plantations are found under the forest cover on both sides of the road. Maize and sorghum are also cropped along this stretch of the road. Tropical forest and savannah type grasses cover lowland portions of this road, especially in the Gambela region. Settlement in rural areas along this stretch of the road is very scattered, with farming practice being very low and limited to the production of maize and sorghum. Fruits such as pawpaw, mango, watermelon, banana and lemons are also grown along the Gambela stretch of the road. 2.3.3 Archaeology & history There are no known historical and archaeologically important places along the project road. However, there are burial yards at km 43,3 of the Dembi-Bedele and at km 12 of Metu-Gambela road. There could be more burial grounds, which were not observed during the field survey. 2.3.4 Tourism While stretches of the road have high aesthetic quality, little evidence of regular tourism in this area was observed. 2.4 Aesthetic 2.4.1 Visual The area through which the road passes is typically rural in character, except for the major towns. The rural areas show little signs of obtrusive human disruption, being mainly pastoral/agricultural, the major intrusions being quarrying/borrow activities. 2.5 Economic The region is an important coffee production area with Dembi, Bedele, Metu and Gore being the most significant centres. Approximately one third of Ethiopia's coffee is produced in this area. Other important crops include teff, maize and sorghum. ETHIOPIAN ROADS: EIA Draft Final Report Page B 10 SECTION B: DEMBI - GAMBELA Annexure B The most western parts of the study area show low levels of economic growth, when compared with the national rates. 3.0 CURRENT CONDITIONS 3.1 Maior road conditions Approximately the total route has a gravel wearing course with varying widths as well as pavement thickness. In general Telford and crushed stone bases have been used in the original road construction. Certain sections were however constructed with only thin gravel wearing courses overlying the in situ sub-grade materials. Existing pavement types can be classified as follows, namely: * Didesa - Dembi - Bedele (km 0 to 64). A crushed stone base of varying thickness placed over in situ sub-grade material. The base course consists of basaltic or cynder gravel in a matrix of fines. Depending on the type of fines the material is of moderate plasticity. The existing wearing course material can only be re-used as sub-grade material in the road upgrading process. The existing surface is in fair condition except for a few isolated spots where ravelling is evident. * Sor Bridge - Metu (km 0 to 6). Bituminous pavement. The existing condition of this bituminous pavement is extremely bad in that it is badly potholed, pitted, corrugated, rutted and ravelled. A total reconstruction of this pavement is required. The area is not well drained and therefore rainwater flows on the road surface and causes surface undulations and erosion. * Metu - Sibo (km 6 to 74). A Telford base over in situ sub-grades. The road is on average about 7,3 m wide but the road has not been constructed with proper crossfalls or cambers. The result being that the surface is poorly drained and numerous ponds form on the road surface. * Sibo - Bure (km 74 to 88). A gravel regulating layer placed directly on bedrock. The road condition is similar to the condition described for the Metu - Sibo stretch. * Bure - Baro Kalla (km 88 to 178). A crushed stone base of varying thickness placed over in situ sub-grade material. The riding quality of this road is very poor. The pavement needs to be widened and to be improved in general. * Baro Kalla - Gambela (km 178 to End). Thin gravel wearing course laid over in situ sub-grade material. Most of this section is also of very poor standard. The road in general is very narrow, except for the last few kilometres into Gambela. ETHIOPIAN ROADS: EIA Draft Final Report Page B 11 SECTION B: DEMBI - GAMBELA Annexure B Travelling time along this road is currently unacceptably long, especially during wet conditions. This can be attributable to the bad condition of the existing road. Travellers on the road is subjected to very dusty driving conditions during the dry periods whereas during wet periods the road becomes almost totally impassable due to exceptionally muddy conditions. A number of the existing bridge structures along the road are seriously depleted. This may render the road impassable at times until the bridge decks have been repaired. The difficulties associated with the transportation of people and fresh produce during the wet season are considered to be one of the major causes of the limited economic activity in the region. Other causes are probably the presence of many tropical diseases in the region. Fresh produce has to be taken to markets on a regular basis and can not be delayed by bad inferior road conditions. Access for people to health and educational facilities are equally important to the general upliftment of the region and its people. 3.2 Existina drainage structures The condition of the existing drainage structures can be summarised as follows: * Reinforced concrete deck girder (simply supported multiple spans). Generally the structures for all the bridges are in good condition. General maintenance is however required on items such as expansion joints and drainage holes. * Steel girder with Bailey deck (simply supported and continuous spans). In general the wooden decks have all failed. A few members and joinery of the steel girders are also missing or the girders are badly damaged. Approaches to the bridges are steep and narrow. In general the narrow approaches and deck conditions make riding quality very poor and slow. * Pipe culverts. Generally the pipe culverts were found to be adequate, but poorly maintained. Typical maintenance problems are cracked headwalls, overgrown inlet and outlets as well as siltation of culverts. * RC slab culverts. Generally the slab culverts were found to be in good condition, but are poorly maintained. Head walls are missing, inlets and outlets are overgrown and siltation of the culverts has occurred. * Box culverts. The structure of the box culverts are generally sound but are poorly maintained. Similar problems to the above for other culverts have been noted. 3.3 Maior environmental issues The following major environmental issues were reported in the documentation and were confirmed during the field trip: The land cover along the road is relatively good and therefore roadside erosion and landslide problems are not pronounced. However, in some places sheet and gully erosion occur, mainly on the cut slopes. These are mainly induced by the lack of ETHIOPIAN ROADS: EIA Draft Final Report Page B 12 SECTION B: DEMBI - GAMBELA Annexure B roadside rehabilitation and proper drainage. The prevention of soil erosion, and consequent sediment deposition, is significant, given the presence of hydro-electric development in the region. * Slope instability and landslide problems may arise along the road alignment between Gore and Bure on the Metu - Gambela section, where there are steep slopes and unstable rock outcrops. . The Dembi - Bedele portion of this road is mainly under cultivation, with some fragments of natural forest. * Approximately 40% of the Metu - Gambela road (the area nearest to Metu) is cultivated, the remainder being primarily dense tropical forest and open grassland savannah. The forest areas are potentially most vulnerable to disturbance. • Wetlands occur along the project road, at km4O and km63 of the Metu - Gambela stretch, and at km31,4 of the Dembi - Bedele stretch. * In spite of the fact that this area includes some of the most significant coffee and tropical fruit production areas in Ethiopia, much of the population are still living relatively close to the subsistence level. * Lack of financial resources prevents the further growth of the coffee (and potentially also tea) industry. * The road is important economically, being a link between the capital Addis Ababa with the Sudan. 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the main report (Section 8.2). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following page for a summary sheet containing the noted micro impacts and their associated change in significance rating following mitigation actions) > Section B-1 r Destruction of trees, agricultural land * New road alignments * Roads through town sections • Erosion S Section B-2 * New road alignments * Borrow / quarry areas * Destruction of houses * Destruction of trees, agricultural land * Disturbance to existing overhead electrical lines * Erosion ETHIOPIAN ROADS: EIA Draft Final Report Page B 13 SECTION B: DEMBI - GAMBELA Annexure B Generally speaking, these can all be relatively simply and successfully avoided and/or mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. The impacts are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily, in terms of the extent, areal influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in section 8.2 of the Main Report, both in terms of the local communities as well as in terms of the national economy. ETHIOPIAN ROADS: EIA Draft Final Report Page B 14 SECTION B: DEMBI - GAMBELA Annexure B 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Staqe: C Construction 0 Operation M Maintenance Affected environmental components: I Primary effect 2 Secondary effect TyDe: A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Draft Final Report Page B 15 SECTION B: DEMBI - GAMBELA PROJECT:DEMBI -BEDELE CONTRACT NOI ______ Potentially affected en,ironmentat components I values Potential £c ______Impact ~~,~ - - ~~~~Floraa characteri Air Water Land n Human use Quality ot litfe Actrvities and associated potential Impacts C Mittgatlon *155 ~~~ ts~~~~~~~~~~~~~~~~~~~~~E E 5, 0 ! - 9 ... C.---~~~~~~~~~~o01U)II1IDI A u L N-wbridge construcOon0 c sfte ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Temporaryroad diversion and river crossing to be provided I 0 I 2 11 2 1 2 11 6 M L NSC H on leflthand site otexisiting bridge daring reconstruction NSC LI I I I II I I I~~~~~~~~~~~~___period 2 Loss ot plant species 21 IcI A I L LN NH M Refer mitgation no 9. N N I 3 Coffee plantation as well as Acacia trees that shrelte 272 2 1121 1 ALLS N Refer mitigation no 5. c c ___the coftee wilt be partially attestedMC CM 4l1ew borrow area to be established as well as ne. 4 C access road to pit 2 2 N C Reter mitigation no I Exael site could not be located N MC LI 5Coffee plantation as well as Acacia trees that shrelte 4 C2 2 1 11 1 ALLICN Refer mitgation no 5. theecoffee wl be Partially affected Mc Mc M 6 Town. Dembl Town 7I tilt I A SE N NM Rfefermitgation no. 2 NN L 7New road alignment 14 5f 2 1 I E C Riefer mitigation no. 3. (Section kim 14.2 to IS m L L NMCM~~~~~~~~~~~~~~~~~~~~~Embankmrentsto be protected agalnst erosion N MC LI Vi1ewroad at.gnment 17IC 2 BLLN c Refer mftigation no. 3, (Section kon 17.55 to 17 8 it aligNentC IewIroa M rIEmbantknentsto be protected against erosion N MC L New rood alignment~ ~ ~ 181 1 I B L LN McMRer mitigation no. 3. Enrbankments to be protectedN C Destructionnew road of agricultural land due to a~~~~~~~~~~~~~___gatbst erosion algnestruto 1arclua ddet e e Compentsateowner of land for toss oil agricultural land 10 ainetlatC I I 2 2 1 1 2 A LI I SC N H Ptect embankment against erosion by installation of cut- MC SC LI IiTown: Yembrero Town 22C 1 1oSEffNMRidrmtlatnano.N N I 12Tows. BldoTown 29_7 IIli t A SE N N M Refer mEgation no. 2 N N L 13 Soil erosion downstream trom existing cuivert 1 22 ID8A L L NSC H Isalerosion protection measures downrstreamnfromN C 14 _Loss _of_plant_species_31C___2____I exIstng culvert ouieit 14 loss ot plant species ~~~~~~~~~~~~~~~~~~~~~~~~~~IA L L N N M Refer mitigation no. 9 (km3l -38.8) 15 tutono lntto ----- All wood obtained from the clearing operation should be 15 32C i I ~ ~~~~~~~~~~~~~~~~~~~~~~~iA L L Mc Mc Mhanded to the local community as addrdonal fossil fuel MS N LI Soil erosion due to existing road Embankment protection required on LHS. Stormwater cut- 1y 3600 1 111 A I LI LNSC H loff trench lo be Installed along thie tapelf the embankment N MC LI Destruction of plantatiorn M All wood obtained from the clearing operation should be Il C1 1 17 A L L Mc McM handed to the local community as additional fossit fuel MS N LI Unsate road junction Investigate alternative position for junction where better sighl I 8 38 75 0 1 1 A L LN N H ~~~~~~~~~~~~~~~~~~~~~~~~~~distanceswill be achieved. Combine the tw junctions al N N L. I I ~ ~~~~~~~~~~~~~~38.75and at138 8 into a stngie, safer junction 19 Coffee plantation as well as Acacia trees that shelte 4 C2 2 1 2 II AL S N Rermfiaono5.M Mc ___the coffee will be partially attested MC I M 20 Loss of archaeological artetacts 43__3ICI_2___A_L_LSC N_Refer_m____a__n_no._____ N N_L 21_Town._Gch __Town _4 C_I_I_I_I_ A S E N N M Refer mEtgation no. 2 N N L 22New roodvertical alignment StblzCn rtc maket gts rso 22 ~~~~ ~ ~1COiiI ~ ~~~~ ~~~50.5 I 2 E L L NMc M tianpoeem nmnlgasersn NMC L Dabena Rivr bridge construction site Temporary road diversion end river crossing to be provided 23 51 3C I 1 2 1 2 11 18 M L N SC H onleftthandsfteoflexistingbridge during reconstructlon NSC L ______o~Ieriod 24llew road vertical alignment 51.7 C I 1 2 L L NMC M Stabilize and protect embankments against erosion N Mc L 25Disturbaneef x1eistlnghuts 52 6 C *2 + 2 I A L LS N M Protect existing huts and avoid unnecessary interferenc Mc Mc L 25 with the area 1 1 PROJECT:DEMBI -BEDELE CONTRACT NO I Potentiallyi offected environmentlal components I alues Potential - - - ~~~~~~~~~~~~~~~~~~~~~impacto6. Ad ~~~~~~~~~~~~~~characterU01 5 -oS AnWatet Land ~faora & Human use Quality of lIfe sa0n5:- ActjImiesand associated potential impacts0- i f00Migtn 010 a~~~~~~~~~~~~~~~Mii0to 0 0rI=5~~~~~~~~~~~~~~~5~~~~~~~ ~ ~ ~ ~ ~ ~~~~ ,n~E1.' E5 E 26 iLoss of plant species 54.7 C 1 21 11 1 I I Al LILI H N M Refer mtigation no 9 N L Destruction of plantation All mood obitainedfrom mhecleating operation should bc 27 54 8 C 1 A L LI MC MC M handed to the focal communty as additional fossil fuel MS N L 28Loss of plant species 55 C1 2 t 111 A L LI MCI 14N M RefertnitlgatlDn no 9 N MC L 29TosBdelo1s 2 It11 11 A SEl NHIN M Refertmidgatlon no2 NHN PROJECT: METU -GAMBELA - SECTION 2 Potentially affected environmental components /values Potential Impact So 0 9 Air Water tLand Foafua Human use Guastly ot life choracteri r f2 - satlon 3tE E Activities and associated potential Impacts i MItigation E E oR -ui~ ~ ~~u 0 a E ~~~~~~~~~~~~~~~~~~~~~~~~~~00~~~~~~~~~~~~r I Town.Metu lawn C1I1111 1 1 ASElSC MC HRefer mftlgatton no. 2. NI L 2 flew quarry to be established an well as new access C22 2 22H2MC A 1 MRefer mitigatIon no. I Exact site for proposed qaarry could __ road to pit L I M m r otebeIdentified NN H L Newbarrow area to be established C22 2 2 2 1AL I HNMC HRee HgtonnMC L I/ow borrow area to be established Refer mitiglatIonno.1. Compensate owners of agricultural 4 I 2 2 2 12 Al LILI SCI MC Hproduce for loos of cultiatable land and ctops MC SC L 5 ILoss of archaeological aritefacts 121 1 Al ILSC N IHRefer mitigation no 10 kNNL New quarry to be established __ _ Refer mItiation no. I. Compensate owners of agricuttural 6 2 2 22 22 1 ALL ISCIMCIHproduce for loss of culttivtable land and crops MC SC L Town Gore Town - approatmately 20 mud houses C Refer mitigation no. 2. Compensate owners of affecited 7 to be destroyed by the RoW wIdth of the road 25 3 C II I I 1 1 1 II A SE S C H houses and provide land for consftrctIon of new houses HNSC M it Cotfee plantation may be affected 26 C 2 2 2 . 1 1 2 2 I ALL SCI N HRefer mfttgation no. 5. N MC L N"w toad alignment 2665ICI 1111.12 HL MC M Reflerrmitgatlon no 3 HM 10New toad alignment 2 5C 2 2 BL INM MRermdgono3NM L 10 1 B I I H MC M eferroltlgatlonno ~~ NIMC lien quarry to be established ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermdlgation no. I. Wood cut In the clearing process t If uryt b salse c 2 212 1 ALLNI MC M be handed to the localcommunity as fossil fuel suppty, etc MS MC L 12Eucalyptus. cypresses and banana will be affected 29CI 22I22 1A W CN Referto mitigation no 5 &6 MS MC L 13 Destruction of plantation 292CII2 A S C Wood cut In the clearing process to be handed to the IocaSSM L community asthre wood supply,etcSSCL 14 heLwborrow area lo be established an welt asnnv 8 C1 22 I22 21 2 IA L M MRefer mitigation no.1 HNMC L access road to pit mII I f5 Coffee plantatin may be affected 37 C 2 2 21 1 2 2 1 ALL ISC N H Refer mitfgation no. S. N MC I. lit Emacayptus,cypresses and banana wf I be affected 374C 1 2 2 I 2 2 1ALWIWMCNH H Refer to mitigation no. 5 &6. MS MC L 17 Euralypfas. cypresses and banana wil be aflected 34C2I 22221ALHIRefer to mitigation no. 5 &6.MSCI 18flew broarea to be established as well asne 394CC 2 22 212 no A LNMI RfrmtgtoRC 19 Roaddrainage system at wetiands 47 II I I I I1 A N M H Additiona .ldcovrtt b nastalnledIn order.to maintaIn flI,N M 20 wqar obeetbihda wl snwacss c 2 22 ALLNHMC M Refer Mitigation no 1. Exact site for proponed quarry cootld M r0oad to pit 425mInotebe IdentitiedNM L 2 Electric___ poles____ 42 1 1 AS ENHSC H Relocate power lines HSC L 22Soil erosion due to existing erosion galley 4 ALLCS H ehb-tt the existing erosion galley by means alNM 23=e=brrwarea to be established as well as ne' 4AC2 2 1 ALLN~ HMC M Refer mitigation no I Exact focation of proposed sfte could M aces3radt pit not be dentfied HM Lowoverhead powerliiles Minimum sole vertical clearance tD exloting overhread 24 492CI I A S ENHscH powertines to be checked and the cleamanceto be Increased HNSCI I ______i found to be too tow finn road alignment 02 2 1T I . IILI HNMC MRefermttigatlon no 3 H MC PROJECT: METU GAMBELA - SECTION 2 ______Potentially affected enveonmentaf componenits Ivalues Potential - Impact 1 AiLatr tand Foa & HuaQs uality of lIf chiaacterl ( ActlufeIs and assocIated potentmalimpacts Mitigation a, - ~~~~~~~~~~~~~~~~~~~~~~~~~1 -aa6 Protectionof~existing ~hut~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~E F 23 Protct hutand avod any nnecessry Intrferenc with hPMC S Town road aTignmn-AsalnmemuRoestRefer mitigation no 3 ofafece HmenatMCr 26 ewdetoe alignment yteRWwdho rad h AS SCMC RIouefer n nro.leln3 f(Sectonstrunc53.2oto5n05 hosesab CSC 30Hue lib eolse 21c2 211 1 S C ee mitgtion no2N MC I. m M a~~~~~~~~~~~~~~~~~~~~~~~~~~~ndprotect embanknrents against eroslon Low overhead poweitines Minimum sate vertical clearance to existig omerhead 31 63 9 CII A S E N SCIH powerlines to be checked and the clearance to be Increased H SC L fffound to be too fewI Soil erosion on embankrrents Rehabf Salethe existing erosion and Install cat-off drahs Io 32 6770 2 1 1 221 A L L MC SC Hadtrect surf acerunoff away from the badly eroded areas N MCI L Town, Siba Town -A small number of mud houses Reter rnitigation no.2. 'Compensate owners of affected 33 to be destroyed by the RoW width atthe road 68 5 C It I f 1 1 1 1 AIS El SC MC H houses and provide land oarconstruction of newhouses MC SC M New quarry to be established Refer mitiation no 1. Compensate owner tar foss o 34 70.21 221 2 22 2 1 11I1 2 IA LLC MC H agrlcutturaltland and possibly alsoan extsting house N MC L m ~~ ~ ~~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~___Provide fond for resetttement of household. Soil erosion on embankments Rehabf Satethe existig erosion and install cut-aft drains tI 35 76412 A L LMCISC H direct surface runoff away from the badly eroded areas. H MC L Roadhorizantat alignment to~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~nvestigatethe possibility of providing a larger horizontal 35 d otzotl1li1mnt A I. L NMC M curve radtus atthis curve The exlstng curveIs verytitght. N MC L Townr Bare Town -A small number of mud houses Refer mitigation no. 2. Compensate owners of affected 37 to he destroyed by the RoW width of the rood 87 CfIt11 I A S E SC MCIH houses and provide fond for construction of new houses MC SC M 38 Eucalyptus. cypiezes and banana wilt be affected 87 C 2 22122ALWMCN Reter to mitigation no 5 &6 Ms MC L 39 Houses witlbe demolished 211 11C 1 I ALLiSC N HReferto mflgation no2. N SC M 40 fle, quarr to be established an iweii as new,access 874C 221 122 212 1 N C Refer mItigation no I. Exact site for proposed quarry coatd N MC L road to pit not be Identiled fl ewvboirro area to be established as welt as new 902C 221 I22 212 1 N C Refe, l9tiaion no 1 Enact lociatton of proposed sfte coatd N MC L access road to pitm not,b IdentIfie 42 Nwra lgmn 71c I III IIII N C Ref er mitigaion no. 3. Stabilize and protect embankments N MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~againsterosion. 43 I-le road alignment BLL M m R efer mitigaiton no 3 Stabilize and protect embankmentsN M L ______975 against erosion. N C 44flew road alignment 123c IIII N C Refer mitigation no. 3 Stablizce and protect embankments N MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~againsterosion. Road horizontal alignment to order to avoid the very tight horizontal curve and c ~~~~~~~~~~~~~~~~~~~~~~~~~~~~associatedmassinecutting the possibilty of designinga 45 10 I I A L. L NMC M larger horizontal curve radius and do a ffl on the natural N MC L fA ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~terraceIn lieu of the big cat should be trrvstigated Nrlinet oa IBRefer mitigation no 3 StabIlize and protect embankiment N M I I rsionMCm~~~~~~~~~~~~aans I PROJECT: METU -GAMBELA - SECTION 2 Potentially affected environmental components Ivalues Potential Flora Air Water Land Fa& Human use altyoWe characterI 0 e Acttvties and associated potentlal Impacts Mitfgation V. 10.- Aa § i ~ & a E ~~~~~~~~~~~~~ o~~~~~~~~~~~~~~~~~ E~ Or a 5 5 e 00S 8 u E ~ W E E 47New road alignment 152C 2 111 3L M Refermitigation no 3 Stabtlize and protect embankmenisNIMI ______I_I_I I_I I _ against erosion. N M 48New road alignment cC0. 1IBL LNMc M Refer mitatiDn no 3 NMC L 49Inadequate slght distance for safely and vizual105 2 IAL N M H Increase trwdth tf the cutting on the left hand side t N MC M reasons 'ncreao hrznasight distances 50 Indqaesgtdsac o aeyadvza 1 LN C H Increase the width of the cuffing on the left hand side toN Mc M reasons ecreas horizontal sight distances New quarry to be establshed as well as new acces. Reter mitigation no. 1. Very steep slope in be-negotiated road to pft with quarry access road. Investigate the possibtiv of usin 51 152 221 122 2 2 I A LLI N SC H matertalftobe obtained from cuitareasIn thisnvclnlty for us N SS L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~asaggregate far the quarry in lieu of the development ofa I I I I I I I I I I I I I I I I I I lsci H~ ~~~~~newquarry I 52 dqaesih [tne o aey n iuiIncrease the width ofthe cutting on the left hand side toN MC M o aeyadvz 115 3 0 2 I I A LL N MC H oiotl ofesih itne reasonsIin adeut ih itne tcraehrznasihdsacs Road horizontal alignment In order ta redueothe exitensinevolume of cut materialIn the section, Ikn 11576 to 116 1, the possibitity of retaining the existng vertical and horizontal alignment along this stretch 53 C I I I I I I 1 A S L N SS H of,road should be further Investigated. It wOl require N MS L ~~~~~ ~~~~~~1157 sihtly longer bridge structure at a more oblique angle it the river, but this additional cost could be offset against the substantial savingn on the 15 madeep ctst required by the _current design proposal Proposed alternatr/e new road horizontal alilgrrmerrl Two alternatie design options should be reconsidered to, for safety andvizual reasons this sectionalf road between km 116.4 and 116it, namely (a a revised new horizontal alignment to the left between 11i6 54 116 6 C I I I A L L N SC H ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~and116 67 with assoclated high Win or altematluly (br) aN 54 1166 C I I I A I I H SC H revised new horizontal alignment to the rigtNbeween1H6Iright betweenew116zntalaligmentto.th and 116.85with associated deep cst (which could possibl be utilized as quarry material, refer ImoI i5 2) 55 Lossofhabftat it9 C I 2 I 1 I 1 I 1 Al LIWIMC NJ M IRefer to mttgaiton no. it. HN MCI L 56New road alignment 19 C 2 1 B L LI MCI M Refer mitigatin no 3 StabIlize and protect embankment N MC L M iIII agai nst erosion. ~57Loss of habItt 120_ CI I A L W MC NJ M Refer tomftigation no.i9. NT LC 58 ew borrow areato be established 107C 22 22 2 2 1ALL N MIH eermgaonoIN C L Refer mitigation no. H C I 59flew borrow area lo be established C2 H Refer mitigation2no.1L Hc MC L E [New b:orrow -arealobe established 4 C3 LN C Refer mitigation no. 1 HN MC L 61Protection of exrsting huts 13 LS Protect hut and fruit ptantations. Avoid any unnecessaryM C 61 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Interferencewith the area Towe: tionga Town -numerous mud houses to beCmest wnrLfafce 62 destroyed by the RoW width of the road 135.7 C I I 1 1 1 1 I A S E S MC H houses and provide land for construction of new houses Mc SC H Low -overhead p erne ]- 1] F I Miiu saevrcaclaac toestg vrhd 63 136it C f j i~ jI 11 I A sIEIN SC H pewerilnes to be checked and the clearance tobe Increase HN SC L 6,4 itew borrow, areaIn be established 137 5 C 22I I22 2i ' - - Refer mitigation no I ~ C - ______M 22~~~~~~~~~ 11 : L[II N MC H ______PROJECT: METU -GAMBELA - SECTION 2 Potentially aifected environmental components I values PotentialS Impact gre Air Water Land Flor 2 Human use Quality of litfe characteri E ( Actwitles and associated potential Impacts _ Migation a, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0~~~~~~~~~~~~~~,t 12~~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~c o b r r S _ | e _ o u l 2 D _ Q i U U U _ 9 X S C 9 i it0~~~~~ino 13~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ E a, V it E6~~~~~~~~~~~~~~~~ Low overhead powerlines Minimum sale vertical clearance to existIng overhead 65 139 1 1 A SI E N SC M powertines to be checked and the clearance to be increase N SC L ...... I . . I I~~~~~~~~~~___ ifouand to be too low 66 Electzic poles 141 C 12 2 2 A ISI L SC| N H Relocate power ltnes N SC L 67 New botrow area to be established 142.4 c 221 2 2 2 1 2 I AIL L N MC H Refer mthgatlon no I MC L Road horizontal alignment In order to construct a new bridge, a temporary dbverslonwil be requIred and the proposed vertIcal alignmen' necessitates a massive cut on theteft on the approach t the bridge The road horizontal alignment should be revisec further to the right hand slde to avoid the bigcuttng and th 6864 5CI I 1 IIALL N S new bridge could then be constiructed hmmedlatelto th N SS right of the existing structure, thereby eliminating the nee for temporary works and protecting the natural environmen on the htlside 69 Electric poles 1506 C _ 2 _ 22 i A LISC R H Relocate pcwer lines NSC L New quarry to be established _ M Refer mitgation no. 1. Careful planning of the quarry area 70 152.2 C 1 2 11 I _ 2 2 2 _1 _2_ _1 _ _ _ _ _ || 2 1 A LI LI N MC Ii required as the total hil will be nituenced by the quarrng N M L 70~~~~~~~~~~~~~~~~~~ operations A specific rehabtitation plan for the quarry hasN M II I I I I I ~ be ~~~~~~~~~~toestablished 71 New borrow area to be established 158C4C 2 2 1 I _ 1 2 2 2 2 11 A LI L N MC H Refer mtigation no I N MC L 72 Electric poles 164 _ 12 2 2 A LSC| N H Relocatepowerllnes N Sc L 73 Iflew road alignment 167.1 C 2 1 2 1 1 1 eL L M Refer mngaton no, 3 N _ Tukuls will be affected Refer maigatlon no. 2. Compensate owners of affecte 74 170 I 1 2 2 I 2 2 A L. L SC N H houses and provide land for construction of new houses MC|SC M 75 Town Gambela Town 1705 C 11 l A EN 1| MRfermigabonno. 2_L 2 N Annexure C SECTION C: NAZARETH - DODOLA, GOBA - SHASHEMENE TABLE OF CONTENTS PAGE 1 Project description 1.1 Need for project C-2 1.2 Construction elements C-3 1.3 Appurtenant actions C-5 1.4 Construction programme C-5 2 Environmental description 2.1 Physical 2.1.1 Climate C-5 2.1.2 Hydrology C-6 2.1.3 Geology C-6 2.1.4 Geomorphology C-7 2.1.5 Soils C-8 2.1.6 Air quality C-8 2.1.7 Water quality C-9 2.2 Biotic 2.2.1 Flora C-9 2.2.2 Fauna C-1 0 2.3 Socio-cultural 2.3.1 Demography C-10 2.3.2 Land use C-12 2.3.3 Archaeology & history C-12 2.3.4 Tourism C-12 2.4 Aesthetic 2.4.1 Visual C-12 2.5 Economic C-13 3 Current conditions 3.1 Major road conditions C-13 3.2 Existing drainage structures C-14 3.3 Major environmental issues C-14 4 Environmental impact assessment C-15 5 Environmental impact schedules C-18 ETHIOPIAN ROADS: EIA Page C -1 - SECTION C: NAZARETH - GOBA Annexure C I PROJECT DESCRIPTION 1.1 Need for the project This project entails the rehabilitation/upgrading of the Nazareth - Dodola and Shashemene - Goba paved/gravel roads (397 km). The road can be classified into three fully engineered road sections namely: Nazareth - Assela, Assela - Dodola as well as the Shashemene - Goba sections. Nazareth - Assela is a paved section whilst the other two are gravel sections. The project road lies entirely in Oromiya Region. The Nazareth - Assela section of road begins at the junction of the Addis - Harar roads. The road passes through fairly flat terrain and consists of long tangents connected with gentle curves up to the Sodere junction at Melkassa (km 16,8). A winding stretch follows with sharp curves up to km 21. The remaining section of this road passes through rolling and flat terrain. The riding surface of this section is paved and in fair to poor condition with deteriorated pavement sections in places and quite bad potholes in certain areas. The road width is 7 m. The other two sections are both gravel roads with a shoulder to shoulder width of 8 m. The gravel roads are surfaced with highly plastic and poorly graded natural gravel obtained from the sides of the roads. No major maintenance works have been undertaken on these roads. The Assela - Dodola section climbs to the Assela Bekoji Plateau with a mountainous section for the first 15 km. It then proceeds through rolling and flat terrain until it reaches the Wabe Plains. The alignment in general passes through mountainous terrain for about 20% of its length, 30% rolling terrain and 50% flat terrain. The Shashemene - Goba road starts 2,2 km north from the centre of Shashemene on the right side of the Addis Ababa - Awash Road. The first section of the road goes through flat terrain until km 19. It is followed by rolling terrain up to km 35 after which another stretch of flat terrain follows up to km 107. A mountainous section follows up to km 147. This section is very winding with very sharp curves, steep grades and steep embankment slopes. Stability of the embankments is a serious concern. Beyond km 147 and up to km 200 a stretch of flat terrain folilows, consisting of long tangents and gentle curves. The latter part of the Shashemene - Goba road passes through the Densho National Park, which needs particular attention to environmental mitigation measures. This road serves the area to the east of the Rift Valley Lakes. This region is a very important agricultural zone of the country. It further serves as the main road to the Densho National Park (Bale Mountains), and the areas to the south-east of the Bale Mountains. Although the roads remain trafficable even during the wet season, the tavelling conditions are very bad during the wet season. Travelling time will be considerably reduced after completion of the paved roads and traffic safety aspects will be greatly enhanced by the proposed upgrading. Accessibility of the region in general, as well as the areas beyond, will be greatly improved by the upgrading of the road. ETHIOPIAN ROADS: EIA Page C - 2 - SECTION C: NAZARETH - GOBA Annexure C 1.2 Construction elements The project has been divided into three separate contracts of 199 km, 108 km and 89 km length respectively. The nature of work contained in the three contracts are quite similar except for the fact that the first contract contains a 79 km section of upgrading of an existing asphalt road whereas the other two are upgrading contracts on gravel roads only. The bulk of the work can be categorised into the following sections. 1.2.1 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends and to improve sight distances. The existing roadway width needs to be increased over most of the length to accommodate the widened carriageway and shoulders. 1.2.2 Pavement and road shoulders The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A sub-base of gravely material extracted from borrow pits will be laid on top of the existing gravel structure to depths varying from 150 to 250 mm, followed by a 100 to 150 mm thick base course of crushed stone. The paved surface, which will be 7 m wide, except in urban areas and in mountainous sections, will be 50 mm asphalt concrete or bituminous surface treatment. Over the rural sections of the route, 1,5 m wide surfaced shoulders will be constructed with double bituminous surface treatment. In urban areas the shoulder width will be increased to 2,5 m with a double bituminous surface treatment. In the mountainous sections the shoulder width will be 1,5 m in general, but will be reduced as per the specific site constraints. 1.2.3 Major structures Twenty-three major culverts will either be reconstructed or changed to upgrade the existing inadequate structures. Most of these are single span culverts, although two double slab and a few pipe culverts are also to be changed. Four bridge structures need to be widened and one steel truss bridge has to be redesigned. ETHIOPIAN ROADS: EIA Page C - 3 - SECTION C: NAZARETH - GOBA Annexure C 1.2.4 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section. Where necessary, these drains will be lined with stones embedded in cement mortar to prevent erosion. Frequent turn-outs will be provided which discharges into drainage channels. Protection works such as cascades will have to be installed where necessary to reduce erosion. 1.2.5 Borrow pits Borrow material will be required for vertical re-alignment sections where inadequate cut material is available within an economic haul distance and for sub-base materials all along the road. The location of potential sources of such materials have been pre- determined. Certain of the proposed new borrow areas could not be located during the field trip. We can therefore not assess, other than passing generai comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located. 1.2.6 Quarries and aggregate extraction There are a number of existing quarries located along the route and a number of new additional locations have been identified as sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies. 1.2.7 Disposal areas The location of disposal sites is to be determined by the contractors through negotiations with local communities, subject to approval of the Engineer. Proposals for the environmental protection are to be prepared by the contractor and submitted to the Engineer for approval. 1.2.8 Water for construction purposes During the field trip investigations most of the rivers and streams in this area were flowing very strongly. It was however pointed out to us that during the dry season most of the streams dry up completely, making water a scarce commodity in this region. During the dry season the contractors will be reliant on sub-surface water supplies. Boreholes will need to be drilled and equipped. Under no circumstances will the supply of water for construction purposes take preference over the supply to local communities. Boreholes drilled during the construction process should be handed to the local communities upon completion of the project. ETHIOPIAN ROADS: EIA Page C - 4 - SECTION C: NAZARETH - GOBA Annexure C 1.3 Appurtenant actions It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. In areas where agricultural crops will be destroyed by the road construction process, advance warning should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for and land should be made available to the owners for reconstruction of the facilities in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock by the indiscriminate removal of existing fences. Locations of construction campsites for the construction teams are to be agreed with the communities and authorities concerned in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concerned. 1.4 Construction programme It is foreseen that the three contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to certain areas during the rainy season can be very difficult at times. It is therefor very important that the contractor plan the activities according to the seasons. The construction period will be in the order of 24 months, which should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite. 2 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate The climate of the area is generally temperate, varying according to topography. The mountainous areas between Dodola and Goba are the coolest. Precipitation is generally seasonal, June to November being the rainy season. ETHIOPIAN ROADS: EIA Page C - 5 - SECTION C: NAZARETH - GOBA Annexure C 2.1.2 Hydrology A total of 12 rivers are crossed by the roads, namely: * Awash Melkassa (Nazareth - Dodola) * Awash (Nazareth - Dodola) * Kulumsa (Nazareth - Dodola) * Ashebeka (Nazareth - Dodola) * Wabe I (Nazareth - Dodola) * Wabe 2 (Shashemene - Goba) * Ukuma (Shashemene - Goba) * Meribo (Shashemene - Goba) * Leliso (Shashemene - Goba) * Wosha (Shashemene - Goba) * Weyib (Shashemene - Goba) * Shaya (Shashemene - Goba) The existing road has no proper drainage along most of its alignment. In some sections of the road, the existing drainage system concentrates run-off and discharges it into farmland. This existing drainage practise accelerates the erosion phenomenon in the region. 2.1.3 Geology The geology of the project area consists of recent soil sediments and quatemary and tertiary volcanic rocks. The recent soil sediments are generally the results of Alluvo- lacustrine processes completed by further weathering processes. The quatemary and tertiary volcanic rocks outcropped in the area are various types that can be differentiated in time and space. In the following, the geological distribution of the project area is described as per the particular type of geology identified along the project route. * Red cinder dome This is a very recent age, pyroclastic type of volcanic rock. It occurs in a distinct topographic landform usually forming a dome-shaped hill. Such formation of a distinct dome-shaped hill makes the identification often easier. In general, red cinder volcanoes exist in the form of isolated hills here and there. The volcanoes are distributed all over the area. However, the predominance is restricted to the Nazareth area and all the way up to surrounding of Dodola town. * Basalts Two types of basalts sporadically outcrop within the reach of the project area. These are the quaternary basalts and tertiary basalts. The quaternary basalts are mainly restricted within the Rift Valley portion of the project route corridor. This formation is seen mainly outcropped around Melkassa Town along the Awash River valley and over the Melkassa plain constituting the ETHIOPIAN ROADS: EIA Page C - 6 - SECTION C: NAZARETH - GOBA Annexure C route corridor. This basalt has not formed any significant distinct landscapes distinguishable from the rest of the plain topography. The plateau (tertiary) basalt is the oldest formation outcropping in the area along the project route corridor. As the name indicates, the plateau basalt forms distinct hills and mountains in the project area. It is spatially distributed all over the area from Bekoji up to Goba. .The plateau basalt is the main formation that has made up the Bale mountains which rise up to nearly 4 500 m above sea level. Tuffs and Ignimbrites These are the plio-pleistocene deposits predominantly found in the rift valley portion of the project route corridor. The areal distribution of the rock is mainly evident between Bekoji and in the area from Shashemene through to Dodola. Slope instability was observed in several areas along the existing road and in Dodola and Dinsho towns. It can become more severe and may lead to landslides, when road widening is attempted in these sections of the road. Therefore, it calls for a careful treatment of exposed steep slopes by vegetation or use of retaining walls. 2.1.4 Geomorphology The project road is situated in the south-eastern highlands region of Ethiopia. The elevation of the region is generally between 1 500 m and 3 000 m, with some higher mountain areas and some crater cones. Between Nazareth and Assela, the topography is predominantly flat to moderately rising. From Assela to Dodola, the road rises sharply to a high-lying plateau. From Shashemene, the road rises steadily from Rift Valley floor to reach a rolling plateau where it remains until Wesha Town, after which it enters a mountainous section to the end of the road at Goba. Broadly, the topography of the project area can be categorised into two: . The low-land plain type, and • The plateau type of topography. The project route commencing from Nazareth up to the outskirts of Dera Town traverses the Rift Valley. This area is categorised under the lowland plains type of topography. Here, the relief height ranges from 1 500 up to 2 300 m above sea level. On the other hand, the highland topographic part consists of the route corridor area before Iteya all the way up to Goba, and from Dodola to the far reach of Kofele Town. The relief height varies between 2 300 to a maximum of 4 000 m above mean sea level in this region. The Arsi-Bale plateau forms part of the eastern highlands. As a consequence, the topography of the project area, irrespective of the broad classification into low-lying plains and plateaus, can be typified as rolling to undulating dominantly, hilly in a substantial proportion, and as mountainous in a small proportion of the overall project route. ETHIOPIAN ROADS: EIA Page C - 7 - SECTION C: NAZARETH - GOBA Annexure C 2.1.5 Soils Generally, the soil condition of a given area depends on the geology, topography and hydrological parameters. Different types of soils have been identified as occurring all over the stretch of the project area ranging from lacustrine to alluvial origin. The lacustrine deposits are limited within the Rift Valley portion of the project; that is from Nazareth all the way up to Melkassa, and within the surroundings of Shashemene to far beyond Kofele Town. The lacustrine deposits that make up the plains are mainly layered ashes, sand and silty soils ranging in colour from light to grey. The remaining portion of the route corridor contains soil types, which have passed through complex processes of alluvial and residual origins. The alluvial/residual deposits making up the surface of the plateau-top, the slopes and valleys, range from clayey to gravelly in type, and from grey to red and to black in colour. The soils along the road vary from brown to dark brown silty clays underlain by volcanic ash to black cotton soils. The road stretch from Nazareth to Iteya is characterised by very wide and deep gully formations. These are partly due to the absence of proper drainage and partly due to the lack of vegetation cover on the watershed and downstream, and a consequent lack of energy dissipation of the runoff. The soil type in this area is mainly silty to ashy. Combined with sloping micro-topographical features and high to short duration run-off, this presents ripe conditions for serious erosion to take place. In the Iteya - Dodola - Wesha section of the road the intensity of erosion is slightly less and not as severe as in the preceding section of road. Only localised gully formation was observed at a few isolated locations along this section of road. In the Wesha - Dinsho area, also known as the Bale Mountain area, the area is predominantly mountainous. The area constitutes highly weathered basaltic rocks with associated high vertical faces. A series of debris flows, mass slides and rock falls are evident along this stretch of road. Water percolating out of the mountainsides acts as lubricant to aggravate slides at any time, but more so during wet cycles. The section from Dinsho to Goba has less erosion problems due to the undulating landscape and reasonable vegetation cover. 2.1.6 Air quality Fugitive dust constitutes the most significant air quality problem, but even this is relatively limited due to limited traffic. ETHIOPIAN ROADS: EIA Page C - 8 - SECTION C: NAZARETH - GOBA Annexure C 2.1.7 Water quality No specific water quality data is available. However, it can be assumed that the relatively large population in the region would have impacted on the surface water quality in the area. Water samples tested from the local rivers indicate that the chlorides and sulphate levels contained in the water is well below the required norms. This renders the potential river sources suitable for construction purposes. 2.2 Biotic 2.2.1 Flora The project road stretches from Nazareth to Dodola and from Shashemene to Dodola are largely used for agricultural development and have very few indigenous tree species. The lowland portion along the road is characterised by Acacia spp. and the highland portion contains Ficus spp., Podocarpus and Juniperus spp. However, the road stretch from Dodola to Dinsho is woodland that mainly contains indigenous species, such as Juniperus, Hagenia, Podocarpus and Hypericum spp. The mountainous portion of this stretch is dominated by endangered indigenous species, mainly Juniperus, Hagenia and Podocarpus. The Adaba Woreda Forest Extension workers undertake the conservation activities. Flora of Bale Mountains National Park The Bale Mountains National park, which starts at Webi River along the road and covering an area of 2 200 kM2, is a very important sanctuary for the conservation of a variety of plant and animal species. The high rainfall, together with the great variation in altitude and topography, results in a rich diversity of vegetation. Stratification of the vegetation cover is clearly seen when one traverses from the base of the mountain to the summit. The base is characterised by grass and riverine trees, and then succeeded mainly by Juniperus sp. and Hagenia abyssinica forest. This forms a belt that reaches up to about 3 300 m altitude. Above the tree line, heather moorlands reach to about 3 600 m altitude on gently sloping ground and as high as 3 800 m on steep rocky slopes. Above this are various forms of Afro-alpine moorland, dominated by different plants depending on slope, drainage and microclimate. The top of the high peaks are either bare rock or exposed soil with very small mostly tussock herbs or grasses. To the south, the land drops away through rich and varied forest below the heather, containing bamboo and Podocarpus trees. The park also contains different flowering species such as Helichrysum formosissimum, H. citrispinum, Lobelia rhynchopetalum, L. gibberoa, Kniphofia spp., etc. ETHIOPIAN ROADS: EIA Page C - 9 - SECTION C: NAZARETH - GOBA Annexure C 2.2.2 Fauna The project road passes through one of the largest ecologically important wild life reserves of Ethiopia called the Bale Mountains National Park. This park is the famous habitat for the endemic Mountain Nyala, Simyen Fox and over half of Ethiopia's endemic bird species. Tables 1 and 2 list major mammals and bird species respectively. TABLE 1: MAMMALS OF THE BALE MOUNTAINS NATIONAL PARK Common Name Scientific Name Mountain nyala Trachelaphus burtoni Manelik's bushbuck Trachelaphus scriptus meneliki Bohor reedbuck Redunca redunca Klipspringer Oreotragus oreotragus Grey duiker Sylvicapra grimmia Warthog Phacocoerus aethiopicus Simyen fox Simenia simensis Golden jackal Canis aureus Spotted hyena Crocuta crocuta Serval cat Felis serval Egyptian mongoose Herpestes ichneumon Olive baboon Papio anubis Colobus monkey Colobus abyssinicus Abyssinian hare Lepus sp. Rock hyrax Procavia capensis capillosa Giant mole rat Trachyoryctes macrocephalus TABLE 2: ENDEMIC BIRDS OF THE BALE MOUNTAINS NATIONAL PARK Thick-billed Raven Abyssinian long claw Verreaux's eagle Spot breasted plover Blue winged goose Lammergeier Abyssinian long-eared owl Whattled ibis White collared pigeon Rouget's rail Chough Pintail 2.3 Socio-Cultural 2.3.1 Demography The following table contains the population figures for the Region, Zones and Woredas. The data was collected from the authorities at national and local levels. ETHIOPIAN ROADS: EIA Page C -10 - SECTION C: NAZARETH - GOBA Name of Project NAZARETH - DODOLA AND SHASHEMENE - GOBA Demographics POPULATION RURAL POPULATION URBAN POPULATION --- - AREA POPULATION REGION ZONE WOREDA MALE FEMALE TOTAL (Km) DENSITYK MALE FEMALE TOTAL MALE FEMALE TOTAL EAST SHOA ADAMA 160619 159021 319640 1008 317.2 55508 48064 103572 105111 110957 216068 TOTAL EAST SHOA 160619 159021 319640 1006 317.2 55508 48064 103572 105111 110957 216068 DODOTANASIRE 63939 62035 125974 1048 120.3 51562 49617 101179 12377 12418 24795 HITOSA 100708 101587 202295 1215 166.4 87511 87785 175296 13197 13802 26999 TIYO 58811 61327 120138 889 135.1 27508 26977 54485 31303 34350 65653 DIGELUNA TIJO 58811 61327 120138 889 135.1 54033 56204 110237 4778 5123 9901 :E BOKOJI 94519 97384 191903 1455 131.9 84276 86068 17034 10243 11316 21559 O GEDEB 68253 70942 139195 1139 122.2 61211 64033 125244 7042 6909 13951 O TOTAL ARSI 445041 454602 899643 6636 135.6 366101 370684 736785 78940 83918 162858 DODOLA 71018 75998 147016 1613 91.2 60195 65105 125300 10823 10893 21716 ADABA 55272 57716 112988 2166 52.2 48920 51282 100202 6352 6434 12786 SINANANA DINSHO 79392 80917 160309 1775 90.3 64356 65847 130203 15036 15070 30106 GOBA 34619 36699 713181 16191 44.01 173031 177821 35085, 173161 189171 36233 TOTAL BALE 240301 251330 4916311 71731 68.51 1907741 2000161 3907901 495271 51314j 10084 TOTAL OROMIA 845961 8649531 17109141 148161 5211 6123831 6187641 12311471 2335781 246189 4797 Annexure C 2.3.2 Land use About 95% of the land use along the project road is cultivation and the remainder is grazing, forest and settlement. From Nazareth to Dera, the major crop is teff. From ftaya to Goba wheat and barley covered most of the cropped portion of the land. There are also maize, beans, peas, linseed, etc. The major crops along the Shashemene to Dodola stretch of the road are wheat, maize, barley and sorghum. There is also ensente (banana) near the homesteads between Shashemene and Kofele. The mountainous portions along the road starting from Adaba town up to Bale Mountains National Park is characterised by the natural woodland and remnant of forest. The Muneja-Shashemene State Forest is found along the Shashemene - Dodola road. The tree species are exotic, mainly Eucalyptus and Cupressus spp. Only a few portions of the roadside are left for grazing. 2.3.3 Archaeology.& history No known archaeological sites are specifically known along the road alignments. However, discussions with the Department of Archaeology in Addis Ababa, show that there exists a strong possibility that such sites may exist, particularly in the Rift Valley locations, and more specifically in the Shashemene region. 2.3.4 Tourism Two main tourism areas occur in this region. The first is the Bale National Park in the eastern region, and the second is the southern Rift Valley areas in the south-west. The Bale Mountain area has some tourism facilities directed primarily at mountain landscapes and game viewing, but these are limited, with relatively low numbers of visitors annually. Poor access, low standard facilities and community invasion of natural areas detracts from the tourist utilisation. The Rift Valley region inciudes numerous natural lakes and wildlife attractions. This area is relatively easily accessed from Addis Ababa and has greater tourism activity than the Bale Mountain area. 2.4 Aesthetic 2.4.1 Visual The region has high visual quality, specifically the Bale Mountains area to the east. The road alignment is relatively free of human intervention, besides agricultural activities, ETHIOPIAN ROADS: EIA Page C -12 - SECTION C: NAZARETH - GOBA Annexure C which do not constitute obtrusive intrusions. Disused/unrehabilitated quarries and borrow pits were observed. The Shashemene area displays greater urban disturbance. 2.5 Economic The major economic activities of the region are concentrated in the Nazareth (Ethiopia's second largest city), Shashemene (with greater industrial development), and Goba (the administrative centre). While these towns have shown considerable economic growth over the past years, the rural areas between them are essentially subsistence areas. 3.0 CURRENT CONDITIONS 3.1 Maior road conditions * Nazareth - Assela The gradients in this section do not exceed 5%. The road is winding between km 17,8 and 21 and contains sharp curves. The remaining section of road passes through rolling and flat terrain up to km 67,2. Beyond Kulumsa a steep section of 7% grade exists. The riding surface of the first 28 km of the Nazareth - Assela paved road with a width of 7 m, can be classified as fair. No visible distress areas were observed in this section. Beyond km 28 distress signs such as potholes, ravelling as well as longitudinal and transverse corrugations were observed at frequent intervals. Shoulder condition needs to be improved in this section. * Assela - Dodola This section of the road climbs to the Assela Bekoji Plateau with a mountainous part for the first 15 km and proceeds through rolling and flat terrain until it reaches the Wabe Plains. The road is surfaced in red cinder between km 79 and 167. The balance is surfaced with a highly plastic and poorly graded natural gravel obtained from the side of the road. The section of road up to Bekoji is well compacted and in fair to good condition. From Bekoji to Dodola the road is in poor condition. Pot holes, severe corrugations and road surface subsidence were observed at frequent intervals. Severe subsidence, due to the presence of black cotton soils, was also observed on route. X Shashemene - Goba The first 19 km of this road passes through flat terrain which in turn is followed by rolling terrain up to km 35. This section is again followed by flat terrain up to km 107 where the mountainous section starts. The mountainous section continues until km 147. This section of road is winding and has steep grades as well as steep embankment slopes. The road from km 147 to 200 passes through flat terrain and consists of long tangents connected with gentle curves. The first 27 km has a well consolidated gravel surface. This section shows few potholes, corrugations and localised subsidence due to the presence of black cotton soils. From Kofele to Dinsho the road distress is evident at frequent intervals. Black cotton soils are evident at numerous locations. Sections of this road are surfaced with ETHIOPIAN ROADS: EIA Page C -13 - SECTION C: NAZARETH - GOBA Annexure C highly plastic soils and other sections with very slippery surfaces. Also in this section road subsidence at frequent intervals were observed. In the mountainous section from km 110 to 120 the side slopes of the embankments are very steep. Unstable cut slopes were observed in this section. Mudslides were observed in a few locations. The last section from km 162 to Goba is in fair to poor condition. Some areas of bad corrugations and smaller potholes were observed. A few areas where rutting is evident also exist along this stretch of road. In general, travelling on the existing road is quite difficult during the wet season when the road becomes very slippery and muddy. During the dry season the road becomes very dusty, which causes serious safety concems for road users. The road forms part of the central area of the country where more roads exist than in the more remote areas. Alternative routes can thus be used during adverse weather conditions. The volume of traffic on this road is comparatively high and it serves not only the local communities but forms an important link to the south eastem parts of the country. It is therefore important that safe road conditions be created for the transport of goods and produce between the central areas and the rural areas beyond. 3.2 Existinn drainaae structures There are 18 bridges on the project. On the Nazareth Dodola section of the project there are 3 concrete girder bridges, larch bridge and 6 slab bridges. A couple of the slab bridges are too narrow and require widening or replacement. The other bridges are adequate. On the Shashemene Goba section there are 8 bridges. Apart from the very narrow bridge across the Ukuma River all the other bridges are adequate. The Ukuma River bridge will have to be replaced. The other culverts suffer from a general lack of maintenance as well as a certain amount of abuse by local people. 3.3 Maior environmental issues The following major environmental issues were noted in the documentation and were confirmed during the field trip: a Nazareth is the second largest town in Ethiopia, after Addis Ababa, and functions as an important junction in infrastructure between the capital, the Rift Valley areas and the route eastwards to Djibouti, currently the main port for Ethiopia. As such, the economic significance of the road is very high. * The road stretch from Nazareth to lteya is characterised by very wide and deep gully formations. This is partly due to the absence of proper drainage and partly due to the lack of vegetation cover on the watershed and downstream to dissipate the energy of the runoff. ETHIOPIAN ROADS: EIA Page C - 14 - SECTION C: NAZARETH - GOBA Annexure C * The existing road has no proper drainage for most of its stretch. In some portions, the existing drainage system concentrates run-off and discharges it into farmland, thereby accelerating erosion. * The Bale Mountain National Park, which starts at Webi River along the road and covering an area.of 2 200km2 , is a very important facility for the conservation and variety of plant and wildlife species (bio-diversity). The high rainfall, together with the great variation in altitude and topography, results in a rich diversity of vegetation. Stratification of the vegetation cover is clearly seen when one goes from the base of the mountain to the summit. The base is characterised by grass and riverine trees, and is succeeded mainly by Juniperus and Hagenia abyssinica forest. This forms a belt that reaches up to about 3 300m altitude. Above the tree line, the heather moorlands begin, reaching to about 3 600m altitude on gently sloping ground and as high as 3 800m on steep rocky slopes. Above this are various forms of Afro-alpine moorlands, plant dominance depending on slope, drainage and microclimate. The top of the high peaks are either bare rock or exposed soil mainly tussock herbs or grasses. * To the south, the land drops away, through rich and varied forest below the heather, containing bamboo and Podocarpus trees. * The park also contains different flowering species such as Helichrysum fornosissimum, H. citrispinum, Lobelia rhynchopetalum, L. gibberoa, Kniphofia spp., and others. * In the towns, the roadsides are not easily accessible, particularly during the rainy season. This is due to the absence of proper drainage and crossing structures. * Slope instability was observed in several areas along the existing road and in Dodola and Dinsho towns. * Economic growth is apparent in the major towns of Nazareth, Dodola, Goba and Shashemene. The rural areas however appear to be relatively poorly off, with subsistence agriculture being the main activity. This is in spite of the fact that the area is relatively easily accessed by road, except perhaps of the eastern-most region. 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the Main Report (Section 8.3). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following page for a summary sheet containing the noted micro impacts and their associated change in significance rating following mitigation actions) ETHIOPIAN ROADS: EIA Page C -15- SECTION C: NAZARETH - GOBA Annexure C > Section C-1 * Destruction of houses * New road alignments * Borrow / quarry areas * Disturbance in town sections * Disturbance to graves * Erosion > Section C-2 * Disturbance in town sections * New road alignments * Erosion * Destruction of houses 9> Section C-3 * Borrow / quarry areas * New road alignments * Destruction of houses * Disturbance in town sections * Erosion * Bale Mountain - loss of habitat and wildlife Generally speaking, the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. Of particular significance on this stretch of the road are the impacts on the Bale (Dinsho) National Park, through which the road runs. While the impacts listed above only list 'loss of habitat and wildlife", this could be further elaborated on, as follows: During road construction where the road passes through the park area (approximately 8,0km), noise, explosives and population pressure could negatively affect the stability of the park ecosystem through forced localised migration of animals to other areas. This migration would in all probability be temporary, and it could be expected that the animals would return after the completion of the construction. * A long-term impact on the park ecosystem could be the abuse of the forest by the increasing population flow resulting from the easy access provided by the upgraded road. This could manifest as deforestation, illicit harvesting of roots and other vegetative matter, game poaching, unintentional fires, etc. * Dinsho town, which is practically inside the park area, would undoubtedly develop due to better transportation access. This will ultimately put greater pressure on the park ecology as more land would be needed for grazing, crops, housing and development. In addition, further cross breeding between the Red Fox and domestic dogs would occur, and one could expect increased hunting by domestic dogs. Increased logging and charcoal production could deplete the forest stand and disturb natural habitat if not controlled / halted. ETHIOPIAN ROADS: EIA Page C -16 - SECTION C: NAZARETH - GOBA Annexure C These impacts would all result from increased development in the area, and specifically of Dinsho. It would be imperative that development controls are put in place for this part of the road, and that these are strictly enforced, given that this reserve is report to be the largest area of Afro-Alpine moorland habitat on the continent. The impacts listed in the following table are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily, in terms of the extent, areal influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in Section 8.3 of the Main Report, both in terms of the local communities and in terms of the national economy. ETHIOPIAN ROADS: EIA Page C- 17- SECTION C: NAZARETH - GOBA Annexure C 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Stage: C Construction 0 Operation M Maintenance Affected environmental components: 1 Primary effect 2 Secondary effect Type: A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Page C -18 - SECTION C: NAZARETH - GOBA PROJECT: NAZARETH -ASELA -DODOLA Potentially affected environmental components Ivalues Potntl a. ______Impact I; tlon~~~~~~~~~~~~itgto ActMties and associated potential Impacts c aI.9 g0i E E~~~~~~~~~~~~~~~ao ti~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~i 4 So 9 0u E9 t-a u rc~~~~~~~~~~~~~~~~~~~~ Town Naareth own - aproairately (ttilsqor __ E Rter miigationno. 2 ompensae ownes or atecte I mudhoussh theRoW tobe idth0dstroed 0 1 1I I 1 1 A S SC M H husesand rovie lad fo cOntrucIon t ne houes M ScE _____the toad~~~~~~~~~~~~~~t - 2 t - Town AwasaehMTowas apptoxlmately6 hou0sem__ I ti efer mitigation as. 2. Compensate owners ot afflected muadshopss to be destroyed by the RoW width otfl 175 I AI S ESC MCIHhpopertes and provide land for construction atnew houses Mc SC M rh oadReemfgono 2 e q)suarbynctobexestalishued 209 0 2 12 2112 21t 21 1 22 1 1 1 2 I IAlLL SMCIN M Nr MC_ Ltndeeopet 3Soil eurositondue toexstabingeerosion g22otley1AL N C Ree mflaio o M SotDerosiondofeyteisting erodinsiongalleyAS SI HfclUsMCS growns Aewash1Mk111-11prASEaelN6 NosHsRefer mitlgation no,2. Cmesaeoneso_af~e 10 an1hp o edsrye1yteRO t1f h 75 A MEISC McHpwaterties avaladprelatdpeopl havestrsctright tofthew matser NC SC M 11 DIsturbance to existing graves 209 2 221 2 22 IIII I ALSLSC N MI Protect gravstn ndeaveoidmnyenterlrnewteae Mc MC L 12of eoinodu! existingt eurrroaioguly 2 1ALL¶ NMCSCH ehabmItIatIonh exsotMintaI newioglexess modnsEoa M 15 Ionteroducionauetosee rexstinriction 21 ALBule MN22 NCHIRhalcato thespe rexstricgionosigntaoongullebit kmeasol 1 Ton oil eisti6 qurry real SI EN MCN HReer mitigation no. 2. Manti eisig ces md(Ea Ofsturbance to water point IV,/atl,lng pointuay onl~~~~~~~~~~~~~~~~~~~sionatcotdot be located)fdqaevlmso Town27nd2Town aprooAorIteyI24 muIiMCu5H I wReer mitigation no.c2.pCompleaensahteowertheatete SC lit Ditorbeeanced eithegby RoWyewit2!tera 378C II1111I ASLSCM MHN Proutestgaeandprvde land farycInserfrnceno ewtthousesa MC SC L 192 Etownonf eutusatowngquarryarea MRieflmiRSN gation no2 21lob le estalishequary as wll asnew aces.392 C 2 1 1 2 2 2 2 2 1 ALL~N MCM RtranIt 1.(Eac1ntpsIio oilesproasd(ExatNM m I I I po~~~~~~~~~~~~~~~~~~~~~~~~sfonfquarrycutnote d ter bied) d -13 Graveyard 40ccould be disturbed 2 1 ALLSC N HProtec~~~~~~~~~~~~Statiethhigheandmbidanykntlren ndeprovidle ardesla NM 224 Gacceyardllcoulaproeditrties adoIIg o 1 t 1 AI I SCN H rtc gMC nMaodayInefrne lhteara NM Town-SGondeTown -approximately 24 mad house. iReter mitigation no. 2. Compensate owners at affected 23 to be destroyed by the RoW width of the road 63 7 C It IIII A 5E9SC MC Hi houses and provie land for constructionoatnew houses Mc SC id 19 Tmn Kulumsa67.2C Town II I I I ASE N ~~~~~~~~~~~~~~~~~~~~~~RefermftigatIonno 2N3 20 wro,Aselanmont d 1155 2 1 1 A E NMCM Refer mitilgatiss no 2. N NC L 29 lew, qaroadaInentabihd b lla e cer74 2C2 21 tALL NMC MRefer mItgatlon no3 Eatpst fpooe e N MC L 27 N1ewroad allignment 197IC 2 1 1B L NCMCM1Ret1r mitiation no 3 NMcSCL ______~m PROJECT: NAZARETH -ASELA -DODOLA Potentlally affected envtronmental components / values Potential t - ______~~~ ~~ImpactV a Alt Water Land Ohuna Human use QualltNtof llte charatotcterl t 2 0 E~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ Actutiesand asnoclated potentIal impacts -a E L MEtaton MdCacP~~~~~~ C C~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 32 New road 1- 29 Ton LeuS-aTw 2 111115 s lN U drmtgto o C 1 1) A l E SC| H Compensate ownerato affected hat and provIde land tot MC SC L 28 Destruction of existing hut I NoNo1 130 construction af new hut 29 Town: LemuanSba Town 1t21 C I I I 1 1 1 SI EL N N M Refer mitigation no. N N L 30 New road alignment 122 C 2e2 1 21 1 L SC M Rlebr mtttgatlkonno. 3. Compensate farmners fr loss al MC MC L 30 ~~~~~~~~~~~~~~~~~M agricuftural land on new alignment 31New road alignment 124 2 2 Refear i n n no. 3. Compensate farmersufor lass a MC MC L 32 New road allonM __ agriculturl Olandon new atlgnment 3 ew road a9 C _ _ _ _1 1 _ _ _ _ t 1_ _ _ t _ _ _1I | | | 1 2 L 21:NRemgatIon H hterRa_ miti no b3 w N MC L Town Bekoji Town -approximately 12 mad houses Refr m.qation no. Z Compensab owner. of afted 33 beto destroyed by the RoW w of the roadidth 130 C I I I 1 1 1 A S E SC MC H houses and provide land tor construction oa new houses MC SC M 34 Grave ard could be130 disturbed C 2 IavLaLtdCI A I I SC N H Protect graveoand anyProtectntrvrfernncavwithnythetaretenNeMC L 35 Existing quatty tloe rehabo tated 132.2 C 1 1 1 IB L L N MC M Refer mitigatton no I N N L 36 New quarry to be established as well as new acces1 cCCation 2 2i 2---2 1 2 1 L L N MC H Refer m no. 1. positronel ptopose c N MC L road to pit ______M______not_rec1uld_ New road alignment (Alternattve alignment) lvsgt osbeatraieruet vi xesl 37 IIIA 14- A ILI N SC H high MI1and protect the waterfall. Refer mitigation no. 3 N MSi L Town, Meraro Town -approximately to mud Reter mitigation no. 2. Compensate ownemsat affected 38 houses to be destroyed by the RoW width at the 1458 C 1 1 1 1 I1 I A S El SC, MCI H houses and provide land tar construction of newhouses MC SC M __ _ roa d I______I______39 Town. Sirbo Town 154__ I I1111I 1 A SE N N MRefer mitlgatlon no.2. 40New quarry tobe established 2 2112 IALefer R5 mitigation no. 1. Compensate oners far loss al 41 Disturbance to existing graves 161.3 C I I I A S L N N M Protectgr avs and avoid any Interference with the area N N L 42 Town.Negele Town 13 CI I 11N E NMRefer mtlUgation no 2N N L 43Towyn.Aasa Tow 181 -I 11-111- A SE N N M Refer mitigation no.2.N N L fNewquarry to be established as well as new acces~ C 2 CMRefer mitigation no. 1 (xcpsioatrposed ne0 M ratopi q uarry could not be determined) PROJECT: SHASHEMENE WESHA Potentially affected envIronmental components I values Potental c Air Water Land Human use Quallty of life characteri - & ActMiies and associated potential Impacts 9I * Mitigation E E o ~ ~~~~~E-a e a, ~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ -~ ~ ~ ~ _ !~~~~~~~~~~~~~~~~~o a, ~~~o~~sw22ffSa,~~~~~~ a 0 cr~~~~~ = sO rs 0 wit~~~~E j Speed restriction I 1 I A L I N 0N H~~~fn 2 Rodid eeil eafetd 2 1 22 12 A SE SCMC H Rfer mitigation no 2.& (kmpersxe- ner26ftc 4__ Destroyedobf theeRo3W widthLINMCM thetob res lofld o poroad M 5Speed restriction 25 C1 1 A LL~N N H Speed restrlction of 50krrthto beintroduced forfthe section N N L I __ km 25.2 to 27.5 ad10krhbyn m2. - Speed restriction 17 1 1 A LL N N IHSperetctoof5khobeirdudfrtescinN N L 8 Spe etito 35CAL N HSpeed r=tisin a10k terh ta be Introduced for theN N __ section upt on35ad 80 knrirhbeyond kir 33 5; 9 Silemsonduetoexisting erosion gulley 3 a 2 221AL MCS HRehabilitate the existing erosion gulley by means of N MC L- Soilterosincde toex2t12t2inAgLg MCSCsHbackrfutitng 10to Disturbance existing graves38 05C 1 I A SLI NI N M Protect graves and avoid any Interference with the area N~ N L Soil I erosion due to existing erosion gulley 44 7 0 2 I 2 1 A LLL MCI SC H Rehablilftate the existing erosion guiley by means of N MC L 12 Town:Wabe Town 54.8 C 1I A SEl N N M eemaineo. 2. N _N _ 13 Soil efosion55 1 0 due to 2existing 1 erosion guiley2 2 1A LL MC sclHRehabilitate thehexistingeerosionugalleyybyemeanslaNNMCC Soil erosion dxcix0 existing2 erosion1 galley 2~~~~~~~~~~ 2 1 A I I MC SC H backitilibacfnglin 14 N4ewroad alignment 56.1 1 1I 1 2 1 2 1 1 LL N N M iRefer mfgation no. 3. Stabflze andprotect embankmren' N MC L ______M gataost erosion Sail erosion due to existing erosion gutley Rehabilitate the embankunent and protect against further 15 56.1 0 1 1I 1 2 21A LILMC SC H erosion Direct stormwater flawaway from face o N MC L ______I ___ c~~~~~~~~~~~~mbankmrrent 16Extentton of existing quarr area 56-2 C 1 222 2 A L L N MC M Refer mitigation no. 1. Positin of quarry Indicated at NkCm ______I_I I I 156-7 17 and not at 56.2 Indeslgn documentation. N IM Town. Eddo Town 57 2 IC IIIiIII EN Refer mitigation no 2. N N L ifTemporary dfrersion at new bridge site 59.2 C 1 B SLt N SC H Temporary road dimensionand culvert required an left hasd N SC L ______~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~I I sideat new bridge construction site 19 TownDodolafTovn 74 C1 I I I 1 I II ASSE IN N M iRefer mltigationeno 2N N L 20 Town. Herero Townr 89 7 C 1 I I I1 I I1 AS E I N N M iRefer mitgation no,2 N N Disturbance to huts In village Protect the existing huts and other Infrastructure along the road through the village Compensate owners of afitected 21 192 1 1 A L L SC MC H properties and provide land for redevetopment of facilifties MC SC M 22 Town. Adaba TownI IIIIIIII IIIII ASENN Reemfgaino2N 23 Exlstlsg borrow area103 toC be rehabilitated2 1 2~ ~ ~~~~~~~_ I A L L N MC M Refermitgation no I NM yawn Wesha TownReemRgtono2 Seiustrwerdaae 24 ~~~~~~~~~~~~~~II 1 1 I I I ASEISCiMC H iproblem through centre of town Drainage system to be N SC M PROJECT: WESHA -GOBA Potentially affected environmental components I v;alues Potential o Impact Air Water Land Foa& Human use Quality of life characteri u fauna sEin ActMties and associated potential Impacts IC . 1 Miiato 0mw ~~~~~~~~~itit.oE mrs~~~~~~~~~~~~~lOato a 0 - 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~E 5, fl~~~~~~~~~o wa -~~~~~~~ 0 9 ~~~~o it; S it ~~~~~~~~~~~~_ - 5,~~~~~~~~~~~~ ______0 05 roOmy 50. u.W0~~~~~~o.~V 2 E Soil erosiongalley due to ~ eulsilag~ erosion~ ~ ~ ~ ~ ~ ~ ~ E I E.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~isalebnmn rtcinmaue ln ierg New road ailgomesl a.i1~~~~~~~~~~~~II, 1 B! I I3 ELCMHtrmtgtono3NM Soil erosion due to existaing embainkmulentPoetadyaiie te eitn maketisa 4 1 A ~~~~.I N SC H InembambanmentprotctlonmeauremalonNthSCadequate cut-off drainage channels at top of Mh Ial onIn0Ntoa ak 952 5 C 2 1 1 1 12I 11 1 21 1 1 A L Lit c SC H hasnumspdeofted resaritIon 0h40nelze shouldberInt roducthe N S 2 Disturbance 3 8 C of exmtlng huts A L LMC N M~~~~~~~~~~~~_phrougct the exitin MCs N L Habiwtoatdisrpinmint inieosfrstevrnet C 22 1 111 2 IIA LLC4 HC Reer mitigatlon no. NMC Soil erosion due to unstable embankment Protect and stabtiie tire existing embankment Install 4 7.5 m I I I i 2 2 11 I~~~~~~~~~~~~~~~~~~~1AL LI N SC H dequate cut-ff drainage cirannels at top of embaskmen N S Itaeto 1eitn uryee AI H M M ferpmtigatione no. b. Maingtainexsting daccessra N SCI M 9 Saexitn borownanaratfona berreiab-it0t9dli 75 C 2 I 21 1 11 1 1A L EI N SMC H M aRefermitgto no.e1etrcioHf MChshudeInrdue li Eabfttbdigsbrrowcare lnieobe fohaitittenvi 20.1t Ico 2 2 12 1 1 2 21 A L IENI MCI MH Refer mitigation no. I. H Mc L Soew roadaigndet ntbeebnment PrtcHadsabMC teeitigebaket ntl 12 Nxewtoroad alistgnment ae 7 12 2121 122 1AtLLNMC M Rfer mitlgattonno. tanexsln ccs ra NMCM 13 llernad aignmet I I I I MC M elermtigatin no. N MCI L 14 Existing borrow area to be rehablitiated 2 5 C 2 I 2 1 A L LI N MC M Refer mitigation no. I H MC L 15 ExistIng borrow area to be rehrabitbtted 2091C 2 I 2 1 A L L N MC M iRefer mitlgation no. I H MC L 1 New road alignment 20.95C 2 H MC MLN efer mltlgation no. 3 NM Nr2 oadto it net2 5 B L N C ee iiainn 13 Jew road aignment 30 2C 2I 1 1 12 I22 11A3 L N Mc H tRefermtigandtionben ando.ocmpe n3r rara N S 14 Existing borrow area lo be rehabtiltated 3753 C 2 I 2 1 1 A L L N MC M Refermitigation no. I N MC I. 21 Exbistingborowto arat b eaS td2 C 2 2 1 21 I1A I E NS C ReHfermitigation no.9IN.C 22 tbeDesturoyned o eitigheuoy it h oftera 26 41 C I 11 I I I A SLitMCI NMCH Phousestand erovd land foNosrc no o oss M SC M- 23 Neoitw borowda rineanto berea8td491C 2 I 2IB A L L N MC M Refer m tlation no. 3 N MC L 25New quarry to be established awelsnwacssRefer mhUgationno.l Aces oaMCruh eanIyse PROJECT: WESHA -GOBA Polentrally attected environmental comnponents I values Potentlat *. - - n~~~~~~~~~~~~~~~~~~~~~~IpactV 0 Flora & chraracterl oP fauna sation Ef ; AC9,11fes and assoctatedAi WateotentiHulanmuacualit oitigaife S ~ ~ re ~ ~~~~ Cr Activities~ ~~~ and associated ~~ potential impacts I, co= 0 Mitigation Cr II 0 a,~~~~~~~~~~~~~~~~~~~~~~~~~~ ) 0 i -- Lu 26 tamnRobeToma76 C I __ t _ 11111 ASS ENN NN M Relermltigaliaane.2. NN N L~A 27 Town Goba Tovn 87 C I t 11111 ASEN N lMefr italon no. 2 N N Annexure D SECTION D: WORETA - WOLDIYA TABLE OF CONTENTS PAGE 1 Project description 1.1 Need for project D-2 1.2 Construction elements D-2 1.3 Appurtenant actions D-4 1.4 Construction programme D-4 2 Environmental description 2.1 Physical 2.1.1 Climate D-5 2.1.2 Hydrology D-5 2.1.3 Geology D-5 2.1.4 Geomorphology D-6 2.1.5 Soils D-6 2.1.6 Air quality D-7 2.1.7 Water quality D-7 2.2 Biotic 2.2.1 Flora D-7 2.2.2 Fauna D-7 2.3 Socio-Cultural 2.3.1 Demography D-8 2.3.2 Land use D-10 2.3.3 Archaeology & history D-10 2.3.4 Tourism D-1 0 2.4 Aesthetic 2.4.1 Visual D-1 0 2.5 Economic D-1 0 3 Current conditions 3.1 Major road conditions D-1 1 3.2 Existing drainage structures D-1 1 3.3 Major environmental issues D-12 4 Environmental impact assessment D-13 5 Environmental impact schedules D-14 ETHIOPIAN ROADS: EIA Chapter D - 1 - SECTION D: WORETA - WOLDIYA Annexure D 1 PROJECT DESCRIPTION 1.1 Need for project The village of Woreta lies 330 km north-north west of the capital Addis Ababa. The Woreta - Woldiya road extends approximately 300 km due east to the town Woldiya, lying 520 km north-north east of Addis Ababa. The road is located in the northem part of the country in Gondar and Wollo Districts. The road is divided into two sections. The first section being the Woreta - Debre Zebit section and the other the Debre Zebit - Woldiya section. The road serves as connector road for the agricultural productive hinterlands of this region. Main agricultural centres served by the road are Debre Tabor and Nefas Mewcha. These centres are linked to the extemal areas of Bahir Dar and Desse by means of this road. 1.2 Construction elements The project road has been divided into two separate contracts. The first section being the Woreta - Debre Zebit section and the second section the Debre Zebit - Woldiya section. The nature of work contained in the two contracts is quite similar. The bulk of the work can be categorised into the following sections. 1.2.1 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends, to improve sight distances and to improve approaches to bridges. The existing roadway width needs to be increased over most of the length to accommodate the widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cutting into steep slopes beside the road where the alignment is improved, is expected to yield suitable fill material for use in vertical alignment improvements. 1.2.2 Pavement and road shoulders The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A sub-base of gravely material extracted from borrow pits will be laid on top of the existing structure to depths varying from 150 to 250 mm, followed by a 100 to 150 mm thick base course of crushed stone. The paved surface, which will be 7 m wide except in urban areas and in mountainous sections, will be a double bituminous surface treatment or asphalt concrete. Over the rural sections of the route, 1,5 m wide surfaced shoulders will be constructed with double bituminous surface treatment. In urban areas the shoulder width will be increased to 2,5 m with a double bituminous surface treatment. ETHIOPIAN ROADS: EIA Chapter D - 2 - SECTION D: WORETA - WOLDIYA Annexure D 1.2.3 Major structures No new bridges will be constructed as part of this project. Concrete used in a few of the structures appears to be subject and has to be submitted for detail analysis to determine whether the existing structures could be retained. At a large number of the major structures new guardrails are required as well as scour prevention measures. Twelve pipe culverts and thirteen slab culverts are to be replaced by larger culverts. 1.2.4 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section, 2 m wide. Where necessary, these drains will be lined to prevent erosion. Frequent turn-outs will be provided which discharge into drainage channels. Protection works, such as cascades, will be installed where necessary to reduce erosion. 1.2.5 Borrow pits Borrow material will be required for vertical re-alignment sections where inadequate cut material is available within an economic haul distance and for sub-base materials all along the road. The location of potential sources of such materials have been pre- determined. Some of the proposed new borrow areas could not be located during the field trip. We can therefore not assess, other than passing general comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located. 1.2.6 Quarries and aggregate extraction There are a number of existing quarries located along the route and many new additional locations have been identified as sources of suitable material. In certain areas river bed boulders and gravel will be used as source of aggregate. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies. 1.2.7 Disposal areas Disposal sites are to be determined by the contractors through negotiations with local communities. The use of such proposed disposal sites is subject to approval of the Engineer. Proposals for the environmental protection are to be prepared by the contractor and submitted to the Engineer for approval. ETHIOPIAN ROADS: EIA Chapter D - 3 - SECTION D: WORETA - WOLDIYA Annexure D 1.2.8 Water for construction purposes The road is located in the more arid parts of the country. Water is considered to be a very scarce commodity in the central area. The contractor will have to make extensive use of groundwater extraction for construction purposes or altematively will have to cart water in over considerable distances. Under no circumstances will the supply of water for construction purposes take preference over the supplies to local communities. Where boreholes are drilled, these should be equipped with handpumps upon completion and be handed to the local communities for their future use. Ample water sources are available within the first 115 km and the last 40 km of the project. The quality of the water is reported to be satisfactory for construction purposes. 1.3 Appurtenant actions It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas on the plateau will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. In areas where agricultural crops will be destroyed by the road construction process, advance waming should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for, and land should be made available to the owners for reconstruction of the facilities, in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may indiscriminately be destroyed but where destruction of existing fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock by the indiscriminate removal of existing fences. Locations of construction campsites for the construction teams are to be agreed with the communities and authorities concerned in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concemed. 1.4 Construction programme It is foreseen that the two contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to certain areas during the rainy season can be very difficult at times. It is therefore very important that the contractor plan the activities according to the seasons. The construction period will be in ETHIOPIAN ROADS: EIA Chapter D - 4 - SECTION D: WORETA - WOLDIYA Annexure D the order of 24 - 36 months. This should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite. 2 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate Depending on the altitude, the climatic conditions along the project road vary from place to place. In general, the area receives a mean annual rainfall of between 1 050 and 1 450 mm. Monthly mean temperature also varies, depending on the elevation. It varies from 18-23 0C in the lower areas and from 10-1 5°C in cooler highland areas. 2.1.2 Hydrology In the Woreta - Nefas Mewcha region several rivers are crossed. These rivers in general flow towards the north and are all perennial of nature. The bed material of the rivers consists of sand, boulders and large rocks. The section Nefas Mewcha - Kebero Meda has no larger defined watercourses. A number of small waterways and flood courses, draining smaller catchment areas, convey the water from the hills towards the road. Several relief structures exist on the flat plains under the embankment sections of the road. In the Kebero Meda - Woldiya section a number of major rivers are encountered. These rivers are also all north flowing rivers. 2.1.3 Geology The geology of the project area between Woreta and Woldiya is predominantly Tertiary Volcanoes with the exception of the first 30 km from Woreta. This area contains lacustrine deposits over the extension of the Lake Tana plain. The topography is predominantly rolling to mountainous. Soils are brown to dark brown sandy-silty clays underlain by decomposed basalts, rhyolites and tuffs. A sub-grade of black cotton soil is observed at a number of locations on the roadway. The geological formations along the route can be described as follows: * Alluvial and lacustrine deposits. These sediment deposits cover the area near Woreta from km 0 to km 30. These are generally brown silty-clay type soils. * Plateau Basalt. The plateau basalts are composed of alkaline Basalt and Trachyte and cover a short stretch of road extending from km 30 to km 40. These formations are mostly decomposed with sporadic out-crops. ETHIOPIAN ROADS: EIA Chapter D - 5 - SECTION D: WORETA - WOLDIYA Annexure D * Alkaline Basalt, Tuffs, Rhyolite and Trachyte. These are the most abundant rock formations along the project route. They cover the area between km 40 to km 265. Outcrops are available at a fair number of locations and are normally suitable for masonry works. * Rhyolite, Trachyte and Sub-alkaline Basalts. These geological formations extend from km 265 to km 295. Transported stream gravels, pebbles and boulders are abundantly common in numerous streams and rivers and are ideal sources for crushed stone aggregates. 2.1.4 Geomorphology In general the topography through which the project road passes comprises rolling, mountainous and flat terrain. The following summarises the landscape generally: - km 0,0 to km 24,0 flat terrain - km 24,0 to km 37,7 mountainous terrain - km 37,7 to km 67,0 rolling terrain - km 67,0 to km 117,0 mountainous/rolling terrain - km 117,0 to km 140,0 mountainous terrain - km 140,0 to km 160,0 rolling terrain - km 160,0 to km 163,0 mountainous terrain - km 163,0 to km 178,0 flat plateau - km 178,0 to km 254,0 rolling terrain - km 254,0 to km 270,0 mountainous - km 270,0 to km 300,0 flat terrain. The elevation along the road varies from 1 200 to 3 450 masl. 2.1.5 Soils The soils along the project road are mainly brown to dark brown silty-clays, underlain by deposits of volcanic ash. They are very loose and highly sensitive to erosion. Soils appear to be agriculturally productive as evidenced by the intensity and character of local cultivation. A previous report notes the presence of a sub-grade of black cotton material in certain sections between km 152 and km 230. The loss of soil is a critical environmental problem in Ethiopia. Poor agricultural practices, de-vegetation, including overgrazing and drought, and indiscriminate development activities exacerbate erosion. In the project area, previous road construction and maintenance practices have also caused erosion. Several instances of erosion were observed along the existing road. The first of these is located at km 39 and includes a section of drainage parallel to the existing road in which the local community has constructed a series of check dams to inhibit additional erosion. ETHIOPIAN ROADS: EIA Chapter D - 6 - SECTION D: WORETA - WOLDIYA Annexure D Culvert failure was observed at km 81. Additional erosion problems were observed in the cut and fill slopes at km 258. Rocks in the area are often highly weathered and are used as a source for gravel. Slope stability problems were observed along the existing alignment. Protection against falling rocks is necessary, notably along the escarpment area and on exposed slopes in the Gombira River valley. 2.1.6 Air quality Air quality in the region is excellent, as the sources of emissions, such as buses and trucks, are few and intermittent. Fugitive dust is the most critical air quality problem along the road. Little industry is present in the region. 2.1.7 Water quality No specific water quality data is available. Visually, the most noticeable characteristic is the high sediment load in the surface water, eminating from erosion surfaces higher up in the catchment areas. This erosion occurs generally in the same areas as the community settlements, and it can therefore be assumed that other contaminants are also present. Water quality for construction purposes are reported to be satisfactory. 2.2 Biotic 2.2.1 Flora Natural vegetation cover along the project road is highly depleted. Except for a few scattered indigenous vegetation clumps, observed at about km 5,4 to 29,2 and at about km 129 to 139, there is no area that can any longer be considered as natural forest. Main indigenous tree species that were observed at the above-mentioned stretch of the road are Croton macrostachys, different species of Acacia, Cordia africana and Syzygium guineense. The cultivated tree species are mainly Eucalyptus and Cupressus. They are mainly cultivated along the roadsides. In some localities, they are cultivated within the road right of way and will be affected by the road upgrading process. There are also a few cultivated Acacia trees near Woldiya. These trees were cultivated to prevent soil erosion. 2.2.2 Fauna Along the project road, there remains little habitat that is suitable to sustain wildlife. During the site visit, no wild animals were encountered along the project road. Even the ETHIOPIAN ROADS: EIA Chapter D - 7 - SECTION D: WORETA - WOLDIYA Annexure D common animals like baboons and monkeys were not noted. However, information from local people indicates that there are baboon, monkey and hyena in isolated places along the road. Many species of birds were observed along the road. These include whattled ibis, Abyssinian hombill, thick-billed raven, starling, egrets, common crane, hammerkop, Egyptian goose, wheatears, herons, vultures, siskin, etc. 2.3 Socio-cultural 2.3.1 Demography The population along the road is predominantly Amharic, with the road passing through 28 villages / towns. ETHIOPIAN ROADS: EIA Chapter D - 8 - SECTION D: WORETA - WOLDIYA Name of Project WORETA - WOLDIYA Demographics POPULATION AREA POPULATION RURAL POPULATION URBAN POPULATION REGION ZONE WOREDA (Km2) DENSITY/Km 2 MALE FEMALE TOTAL MALE FEMALE TOTAL MALE FEMALE TOTAL KEMEKEM 128622 123576 252198 1560 161.7 107827 101705 209532 20795 21871 42666 SOUTH DEBRE TABOR 48038 47684 95722 835 114.7 33451 33739 67190 14587 13945 28532 T.GAYINT 14587 13945 28532 6 4877.3 13036 12125 25161 1551 1820 3371 TOTAL SOUTH GONDAR 191247 185205 376452 2401 156.8 154314 147569 301883 36933 37636 74569 ______~ ~ EE |MEKETNORTH 1 110674 109460 220134 1925 114.4 107805 106313 214118 2869 3147 6016 WOLLO GUBA LAFTO 78440 79291 157731 1021 154.4 78440 79291 157731 0 0 0 WOLDIYA 16140 15063 31203 4 8789.6 0 0 0 16140 15063 31203 TOTAL NORTH WOLLO 205254 203814 409068 2950 138.7 186245 185604 371849 19009 18210 37219 TOTAL AMHARA_ 3965011 3890191 785520 53511 146.8 3405591 3331731 673732 55942 558461 111788 URBAN POPULATION REGION ZONE WOREDA TOWN MALE FEMALE TOTAL I E A.ZEMEN 8897 9264 18161 YIFAG 1624 1868 3492 2 I E AMBA MEDA 797 984 1781 z I v WORETA 9477 9755 19232 C9 I~TOTAL KEMEKE 20795 21871 42666 DEBRE TABOR IDEBRE TABOR 14587 13945 28532 O TOTAL DEBRE TABOR 14587 13945 28532 GAYINT ARB GEBYA 1551 1820 3371 ITOTAL GAYINT 15511 1820 3371 TOTAL SOUTH GONDAR 36933 37636 74569 O MEKET G RA 2869 3147 6016 -J O TOTAL MEKET 2869 3147 6016 GUBA LAFTO GUBA LAFTO Z ITOTAL GUBA LAFTO I01 01 ° o ____ Z WOLDIYA IWOLDIYA 16140 15063 31203 TOTAL WOLDIYA 16140 15063 31203 TOTAL NORTH WOLLO 190091 182101 37219 TOTAL AMHARA 559421 558461 1117881 Annexure D 2.3.2 Land use Land use along the Woreta - Woldiya road is mainly agriculture. There are also some grazing areas (mainly swampy areas). At about km 278 there is an irrigation scheme, which uses the road drainage system as an irrigation water channel. Major crops grown along the project road are barley, wheat, bean and teff. Barley is dominant in the mountainous portion, while teff dominates in relatively lowland areas. There are also other crops such as pea, linseed, and Niger seed. In a few places, between km 272 and 278, sugarcane plantation was observed. Agriculture is mainly organised as small plots managed by families. 2.3.3 Archaeology and history Northwest Ethiopia is one of the country's richest regions for culture, history, and natural beauty. Important sites in the immediate region include Lake Tana, the Blue Nile waterfalls (Tis Isat) near Bahir Dar, and Lalibela, the site of a series of 12'h century rock hewn churches. Debre Tabor, a town directly on the project road is the historic capital of Emperor Tewdros II and contains the ruins of the old palace and a major church. The principal cultural site that will be directly affected by the road is a church and monastery located at approximately km 130, immediately adjacent to the road. This particular site will warrant special attention in terms of the design of improvements such as widening or lengthening of curves. 2.3.4 Tourism Tourism is primarily centred on Lalibela, Lake Tana and Bahir Dar. Access to the former is via Dese and Woldiya, while that to the latter is primarily directly from Addis Ababa. 2.4 Aesthetic 2.4.1 Visual The region through which the road passes contains a diversity of landscape types, with some areas of high visual quality and charm, including escarpments, plateau and river valleys. The landscape is generally rural, with limited obtrusive human intervention, mainly in the form of quarrying and borrowing. 2.5 Economic Agriculture is the principal economic activity of Ethiopia contributing to almost half of the GDP and supporting over 85% of the population. Ethiopia is purported to have the ETHIOPIAN ROADS: EIA Chapter D -10- SECTION D: WORETA - WOLDIYA Annexure D largest population of livestock in Africa (130 million) but productivity is reported to be low. Livestock contributes about 40% of the total agricultural sector output. Herding of goats, cattle, and sheep were commonly observed in the area, as was the presence of donkeys, which serve as the principal means of transporting goods. Camels were seen occasionally. In general, agricultural production in the area was organised in small plots. It includes a variety of cereals and seed oil crops in addition to legumes and teff. Bee keeping and fruit growing are also practised. 3 CURRENT CONDITIONS 3.1 Major road conditions In general the condition of this road can be described as fair. The road is badly corrugated in areas and rutted in isolated stretches. The mountainous sections are in quite good condition but the curves are terribly tight on the hairpin bends. The very steep gradients of roads on descends, coupled with the very tight bends, have caused many heavy vehicles to overtum on the way down the mountain passes. It is quite evident from the type of wrecks of vehicles along this route that the road forms an important linkage in the transportation of especially goods, materials and produce. The upgrading of the road will alleviate the dust problem and enhance safety aspects along the route. Travelling time will be less affected than on the other roads, but safety will be improved markedly. Erosion is very bad on the steep cut slopes in the mountain pass sections. Serious erosion gullies are forming down the mountainsides at almost all the culvert outlets in the mountainous sections. Debris, in the form of rocks and boulders, washing down the streamlets, is clogging the culvert inlets in many areas with resultant overtopping of the road by stormwater. This causes erosion channels to form across the roadway surface. This aspect is further aggravated by the irrigation channels, which are cut across the roadway surface by local farmers, to direct runoff water onto their croplands. These channels intercept and concentrate the stormwater in places where it can not be accommodated by the existing drainage structures, resulting in the formation of new erosion channels. Minor landslides were observed between km 241 and 285. A particularly serious occurrence was noted at km 276,5 where the landslide took a quarter of the road shoulder. The remaining portion of the road at the same location is cracked, collapse being imminent. This severe landslide was induced by the Aloha River. The river washed out the soil from the riverbank and created suitable conditions for the slide. If this problem is not solved promptly, it will create severe problems for road traffic and safety. 3.2 Existing drainage structures There are a total of 37 bridges located along the project road. All except two of these structures appear to be in satisfactory condition. In general most of the bridges require new railings and approach guard rails. The two suspect bridges need to be further ETHIOPIAN ROADS: EIA Chapter D - 11 - SECTION D: WORETA - WOLDIYA Annexure D investigated in terms of concrete durability and quality. None of the culverts had any major structural deficiencies, but some require extensive scour protection and guard rails. Desilting of a number of the culverts should be undertaken. 3.3 Maior environmental issues The following major environmental impacts were noted in the documentation and were confirmed during the field trip: * This is a very important road in terms of the economic survival of the region, being a major link between the two major north-south arterial roads through the northem part of Ethiopia. * It is further an important link between the cultural / tourism areas of Bahir Dar / Lake Tana / Gonder and the Lalibella region. * The erosion problem is very severe along the road especially in the areas where the slopes are steep. Although the main cause of erosion is degradation of land through overgrazing, cultivation has also contributed. * Some drainage structures, which were constructed to transfer runoff to downstream areas, have induced the formation of large gullies, with almost all of the structures between km245 and 285 having aggravated the formation of gullies. Some of the structures, instead of reducing flow energy, accelerate the flow and increase the erosion potential of the runoff. Very deep and wide gullies that were formed by such processes are threatening the road at the following locations: - Km 74,7 - Km 84,6 - Km 103,1 - Km 120,0 - Km 251,3 - Km 261,1 - Km 262,0 - Km 263,9. * Steep slopes in some locations along the road are susceptible to landslides and rock falls. * Much of the area has been cultivated. The areas in the plateau area would appear to be more sensitive to disturbance due to the rocky conditions as well as harsher climatic conditions. • The proximity of established tourism centres has shown economic advantage for the area, specifically in the towns. However, the rural areas still maintain subsistence living with relatively low economic development. ETHIOPIAN ROADS: EIA Chapter D - 12 - SECTION D: WORETA - WOLDIYA Annexure D 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the Main Report (Section 8.4). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following page for a summary sheet containing the noted micro impacts and their associated change in significance rating following mitigation actions) > Section D-1 * Borrow / quarry areas * New road alignment * Destruction of houses * Erosion * Destruction of habitat * Disturbance in town sections * Disturbance to cultural sites > Section D-2 * Borrow / quarry areas * Erosion * Destruction of houses * New road alignments * Slope instability * Disturbance in town sections * Destruction of habitat Generally speaking the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. The impacts are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily, in terms of the extent, areal influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in Section 8.4 of the Main Report, both in terms of the local communities and in terms of the national economy. ETHIOPIAN ROADS: EIA Chapter D - 13 - SECTION D: WORETA - WOLDIYA Annexure D 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Stage: C Construction 0 Operation M Maintenance Affected environmental components: 1 Primary effect 2 Secondary effect Tvpe: A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Chapter D - 14 - SECTION D: WORETA - WOLDIYA 0 0_,,G,d t P 5J d 0 palAU0l 5 lu cU Oln 1 ua 06l0 lP _ 0101 alau d0OllU Le 0 1 1S0 OW~~10 *.,-lo~0I01, ~ oui H -'e- S,o00d 5u Poo14U' 'no 1mat l1al051 1 o~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~iepo OVI OVI1~ 0 0 S1a~.~ oue H 1 I I "II Z imisul 'O -Q~~~~~~~~~~~~~~~~~~~~~O~rl1 113 uoisoi Be~~~ 011 H 1zI .~S 1 1 1,ads0QlP2 Pao SC1 411110sIlA d' fou0 Hu0GIOl00 1 ugel ~aAs se p0111151 00 1 0 0111 H flOS Ma 10U01 P 0 t10 0901 a h acl500 1 00~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~,SAC p5egm940 ZC 10 101 o~~0s101 0U 114 ~~SOl 50 0 0S4 H ~ S 3 1 o10 OpqISlOa 1IlII I 9v~ ~ ~14 010~Ml 0ud500 pu u011*o CaOIS OS 011 0a0'~0pa120110 p sins Il 01010 ~0I09 05~~~~~~~~~~~~~~~ ssol~ IOJ ~ ~ ~ a 00150~~~~~i~~~ 0 0aO 11015 Sl 0 sIH R 001 O ~ ~ T 0 0 1la01~~ sfl ~ 05 oud5~l0la~01 1a10101 ieo1 PR~OJECT: WORETA -WOLDIYA :CONTRACTI1______ ______Impact T ActMitlesand associated potentbiaImpacts a C Mitigation o R~~~~~~~~~~~~~~~~~~~~~~ 0~~~~~~~~~~~~~~~~~~~~ E x 4 Ne-w quarry45 3 to Cbe esta 2 1 1 2 2 1 1 2 1 1 A LI LI Refer mitiationftigat[Onnoi o ¶ ExacetrExctaloction o uqrar cocolldnotbb 2 blished I I le~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~__'stabllmshedI I flew road aitgnment CReemiiainn3.Cmestfresfalosf 25 ~~~~~~~~~~512 0 1 1 1 II 1 ¶ BL L.ISC MC H agriculturaliland (km5l.2 -51 8) MC MCLI ______M 26Newoborrow areato be established 51 3 C 2 1 1I2 2 2 1 2 1 AL L N MC N Refer mitgaljon no. I. Exact location of borrowarea could N MC M lnot be established 27Extentlon of existing quarry area 53.4 C 2 2 I I 1 1 2 1 AL L N MC M iRetermifigation no 1 N MCL 28 New borrow area tobe establIshed 56.7 C 2 1 1 2 2 2 11 2 I AL L.N MC H iRefermitigatisonno I N MC M 29Speed restriction 8 10LLNN Reduce speed at krr S8itfrom 80 Ion/hr to 50 km/hr and nol N N L I I ~~~~~atbkn59 3 30 Town: Gasay Town I9I I11111 AS EN N HRefer mtlgation no2 N NM 2i 22 2 2 ALL MCHRoftr mitigation no 1. Exact location of quarry could not be N MCLI 31 Nwqattobesalse64C established I 32 Soil erosion due to existing erosion gulley 64 5 M RehabilitaLNMC= te the existing erosion gutley by means of N MC I New borrow areato be established 654C 21 1 LL CHRefeor mtidgtion no i. Exact location of borrw areacould N MCLI 33 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~notbe establishe 34 Abaut 2 Tukunlswiti be affected 63 C2 21i2 1 1 AL LSC RelRefemlgationN no. 2 MC MC 1, Town Kemer Dingay Town - approximately 4 mud Rotor mitigation no 2. Compensate owners of affected 35 hoases and eucalyptus trees to be destroyed by the 69 5 C I1I I I I A S El SC MC N houses and provideland for constructin of new houses MC SC N RoW widthot the road __ _ _ _I___ I__ _ _I______I______I______I_ _ 36 Nwvrclanmnofra73 I I I I 2 1A LNMCMStabilze embankments and praotcit against erosion. N SCLI 37Soil erosion due to existing erosion gulley 74.7 M I IA LNMCHRhbrtehexsngroinulybymasf IMI ______I I_I_ bacld linirg- - - 3- Sedrsrtin59 LL N MIncrease speed from kmn75 9 from 30 km/hr to 80 Ian/hr NN L 39New quarry to be established 21 22 2 iAL SCM H Refer mitigation no I Compensate farmers tar Ionsof MC MC N I _ __agreltumilarltnd 40Soil erosion due to existing erosion gailey 73M I IA LNMC Rehabilitate the existing erosion galley by means ofatC 40 ~~~~~~~~~~~~~~~~~~~..Ibac__ lfing NM N4ewroad alignment Refer mitiigationno 3 Compensate farmoersfor loss of 41 ~~~~0 ~ ~~~~802 II I Ii I IBLILSC MC M agricultumliland MC MCLI lhew roadalignmeneol Rofto mitigatisn no 3 Compensate tanners tor loss ot 42 84 30 2 I I 11 1 i BLLSC MC H agriculturailand MC MC M .INewroad alignment Refer mitigation no 3. Wood cut daring clearing process to 43 8586 0 2 1 1 B L L MC MC M be handed tolocal commanlty N MC L ToerosionSa- duie~to existing erosion guiiey 861ehabilAdaN C =n1te the existing erosion galiey by means of 44 ~ ~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ __ aitiigN MC L New roadalignment Refer mllJation no. 3. Compensate farmers for lass of 45 8 1B m rp N MC M L 46 be esAabiNsMCed 885 Cquarry2i2s Rotor mftlgatlon no i Exact location of quarry could not be N MCL 46 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ stablished Neroroad aliinment C Refer mitigation no 3 Compensate farmers for loss of craps 47 89 40 2 ii I 181.I INMC m (km 9 4 -89,6) NMCL M ______PROJECT: WORETA -WOLDIYA : CONTRACTI1 Potentiatly affected envlronmrental conmponentsI values Potential C - ______~~~ ~~~Impact tt Alr Water Land Human use Quatlty of [de characteri ActMties and assoctated potential Impacts S2 MilIgatlon B~ ~ ~ ~ ~ ~ ~ ~ ~ E~ aa o C, -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ o L) L) o.~Ree,miiatonno New road alignment M ef,mMCain o NC 48II I 49 New borrowoarea to beestabllshed 92 C 2 1 1 2 2 2 -- 1 2 I A IL L MC MC H Reter mltgtion no. 1 N Mc U 50 Few houses and water point wtlbe affected 92 7 C 1 I. 2 2 2 1 1 2 AIM L MC N H iRefer mitigation no. 2 N MC L 51 aeaNe borowtobe etablshed94 C 2 1 1 2 2 1 1 I 2 I A L L N MC N Reerrltlgalton no 1 Exacttlocation of borrow area coald N MC L not be established 52 Few eucalyptus and cypreoses wilt be affected 94 3 C 2 2 2 2 2 2 I I A L L MC N M Refer mitigation no 6 N MC L 53 Eucalyptus plantation and crop land wll he affected 9 C22 2222 IALLM N MRefer mitigation no, 6 &7 NM NeWroad alignment Refer mitigation no 3. Compensate fannmerfor tossof 54 94 80 2 lii I 1 111 I L LSCMC MMagrlcultural land MC MC L - Speedwslllctlon introduce new speed retrIconrestriction 801509/50 km/hr nVhrat at km 98 5 to NducNewspee leuaat troposedresbtrtion 30u50 knfhtr at1km99r2 56 Town: Gob Gab Town c 19 1 lI I II A SEN N H Refer midgatlon no2. N N M 57 ExIstmngborraw area to be rehabtitated 102 3 C 2 1 2 1 1 A L L N MCI M Refer mitigation no I N MC L 58 Existing borrow area to be rehabtlhated 102.9 C 2 1 2 I I A L L N MCIM Refer mitigation no 11N MC L New toad alignment Refet mitigation no 3 59 iO NM MN Mc L Speed restriction Introduce new speed restriction 60180km/hr at km 10717In 60 17701 1 i 8 L L N N M liea of proposed restriction 60/80 km/hr at km 11074 N N L 61 Existing borrow area to be rehabuldtated 1093 C 2 1 12 11 1 A I L LN MC M Refer mrtgalton 00.1I______N MC L 62 Few eucalyptus trees wtl be affected 108 4 C 2 2 2 2 2 2 1 1 I A IL I MC N MH Refer mfltgation no. 6 N MC L 6.3 Exlention ot existing borrow area 112.9 C 2 2 1 1 1 I 2 1 A L L N MC -M Refer mfltgallon no.!I N MC L 64Town Nefas Mewcha Town - 16 mud huts ate13CII1 1 S C Refermitigation no 2. Compensate owners and provide McS ___affected by road widening IIland for construction 01 newhuts. 65 ExIsting borrow area to be rehabIliftated 1144 C 2 I 2 1 1 ALILNMC M Reter m ationnolI NIMCI LI 66 ExIsting borrow area to be rehabuldated 11146 C 2 I 2 1 1 A L L.N MC M Refer mfltgation no.1I N MC L 67 N qu"tbeetbihd15 2 22 2 2 ALLNM Refer miigation no 1 Exactlocation ofquarry could not tie N MC L I I establimshed b8lewborrow area to be established c 21 1 2 21 11AILL C Re1ler mItIgation no. 1. Exact locatfon of borrowatea could NM 69 ,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~otbe established NM 89 Damaged retaining structure - -IA 11 1 S LI.N SC H Damaged retainligstructure to be repaired N SC L 70 Soesaiiy19 I II A LNS HStabilize embankment and protect against further etosion N SC L 71 New borrow area to be established 122 C 2 1 1 2 2 2 121 1 2 I A L L N MC H Refer mitIgation no.1I N MC L. Road horizontal alignment Realign section between kin 123.7and 1239 with a single 72 138C2 2 1 1 A L. LN N M curv further to tihe lert to reduce the large number of short N N L I I ~~~~~~~~~~~~~~~calvesover a short disanc-e 73 Speed ieslriciion 149 BIL N N Retain 30km/hr speed restriction through town section (km N N L I I I I 11~~~~~~~~~~~~~~~~~~~~~~249to 126) 74 To hceoTw 0mdht r fetd15CI S c Reter mitigation no 2 Compensate owners and provide CS by the construjctIon Iland lomrconstruction of nowhats. cS 75 N otwae ob salse 2 S C Refer mitigation no I Compensate farmers tot ions ot Mc Mc M __ agricultural landI Soil erosron due to exrsting erosion pulley 1 11eaffaeteeitn rso ulyb en fNM ______126___L_L N_MC H backf4ling 77Habrlatdisruptioni 129 C 2I 2 I 2 21AL IW SC N IN Refrt-- mEgt- r- 9 k19 19 j PROJECT: WORETA -WOLDIYA :CONTRACTI Potentially affected environmental components I values Potential n o - Flarait chor~~~~imacterVI;o~ Air Water Land fauna Human use Qualtty oflite characterlu E o Actties and associated potental Impacts r Mcitigtio 78 Monastryand church 193C __._111 22 | I 11 AL|LS|N H Refer m a no gat Sn 79New borrow areato be estabinshed 13 t __ E _2_1i E 9 H Refer mitilgatbonno 1 E_xactl.ocabion of borrow areacould L B0 Existing bortowarea lobe rehobitated 1304 C 2 _ 11 2 1 A| L| L N IMC M Refermitlgatlon no 1 N4 MC L Speed restriction ______l Retain 50tun/hr speed restritcion through trownsect on up to 91 O _ _ _ _ 13. _11. |t____t N Nt thtsp.olnttpm 135.2 to 135 5) hnlleu oft 80tsmlhr restr'lctlon N NF L 92 acewsborowapi to be estblihe as wel as fl1 2__ |L|LN|M Refer mitigation no 1. Pro posed site could tnotbe Identitled N |MC L 92 New quarry to be established 14 _1___I 2 _ 1 LNMCMR H agmtcutialtandno MMC 86_ afeto.AreTon-1husaeadedroad w5enn by the C_ 11 1 |' 1 A|SE C|MC Hotad for conrstruction oftnewrhuits. MC| SC M _5 Ne vqbarrowarato beestabtshed C_4 2 _ 2 2 _2 1 _ _ - 1 A SC MC H Reter mttigation no. 1. Compessate lamrersfotossolD T 97 _ __.144 5 C _ 2 _ 1 ___ 1|| __ |1_2_1A|t|LS|MC H agrIcultural land. Exact locaiton ot borrow areacould not be MC| MC Nw 86Speediresbbitbon 144 5 0 I1 1 1 E | N |N M Reduce speed atkrs 1445 trom 100 kmlhr toti50 kfhr and N |N L 99 Roadside eucalyptus trees will be atlecled 150 c 2 ____2 _ 2 ___2 r 2 2 1 __1 A | L. L MC| N M Rdeermitttgatlon no. 6 N M L PROJECT: WORETA -WOLDIYA : CONTRACT2i Potentialy affected envirornmentalcomponents /values Potenale Irtiaci lra& characteris Ii AJr Water Land faa Humanuse Ouwity of Ito go Actsles and associated potenbatImpacts u- a 15Mllgafon k i 1New borrow area lo be estabished 1539 C 21 1 2 2 I II 12 I ALI L SC MCI H eR tf=aif nto. 1. compensate fartters 1fo loss Di Mc MCI MI 2 Town: Fitaldt Town -7 mwd huts are affected by the III A ESCMIHRernigao o.2Cnpnstowrsand provldetend McS- 3 Exterttanof ex1sVngbocow area 155.6 C 1 21 1 I1 2 2 11 1 2 1 1A I I NMCI H IReferndplgalnno. I N MC M Town Geragera lawn - 30 mud houses to be I Refer ndligation rio. 2 Corrpensate owners af affected 4 destrayedbylheRoWwldloflreroad Poweinnefo 1567 C I I I I 1I1I A S E SC SC Hhomses ari provide land far consfnilon of new houses.MC SC M __ be destroyed by vAtderdngof road I II IRisaeMeie Speedrastiicton ig601 I BLI LI N N MIlessperetiioal)n19 fm8 ttoIONN L 6 Eucalytus and cypresses teesvAl be affected 161.4 C 2 21 2 2 12 2 1I I AL L MC N M Refermig onrno 6. N M~C L 7 Newborrow area tobeeastabfshed 163 9C 2 1 1 22 1 I 2 I AL L. NMC H Releralllaonno t N MC M 8 New quarryto be establshed 170 2 C 1 2 1 1 11 1 1 11 i2 1 AL L SC MC H Reerntgatonriol. Compensate fanrmers for loss ol cM 8Speed resticorn 171 131II BLI N M Remove flespeed restrfeton atIon 171.3 N N T 10 own Ar-tOil~age - 10 mud lxds to be affected by 1727 C A M ___ Refer rrdgaf an no. 2. Compensate oaners and presde laf the construction Ifrcntco fnwtf cS New borrowarea lo be estabished 18C 2 2 1 1I 2 1A ,LSiM Refer rrdfggaon no. 1. Comrpensatefamnes far loso Mc Mc M 12 Town Akatvdlage- 185CIIII I A iENIN Hleemlgfan 13 Town Clasharno\A1Iage182 II I A ENN HReerigono2NN M 14 EenoofeiIgboTwae182C 22 1 2 1 A L L N MC H iReferrtilgalonno 1. Exatpositionoflbanorcw area cotAddna 15 Newquanry tobe estabtshed 190 C 2 1 I III 2 I 1I 1 I AL L N MC H IRefer ndlgagon no.1 N_ MC_M 16 New bonrow areato be estabfshed ¶50.5 C 2 I 1 212 2 I 1I 2 I A IL N MC H Referntlf tao rtao.1 M 17Newquary tobe established- 1924 C 21 2 22 1 1 1 2 IAL L Mc Mc H Rfrrfao ol odctddi h ern mest 17 hWderndfgatonno.l. OO ICtdOM"tyN Woodculdcolngflsaclearlngpracessl N MCC M~~~~~~~~~~~~~~~~~~~b 18 iTowrn H rmusltVAllage 194_7_C______A S_E_N N_H__R__r___lga_l_nno_ _ N_ M Nowban-ow area Io be establshed Refertrrlgalon no. I. Conrwensateowners for destructn of 19 198 C 21 1 12 2 1 1112 I AL LSC MCHlHitsadrvisdepld lndforreconsiucaorrof huts Mc McM 20 Town- BoyaViRageo0 CII I I SEN R__e__ aonrol.2 21 Speed resticfonf004 I I 611L NN M Inrdc 0kf pe etito ruhvlg ewe N N I New benowmarea lo be established Raefwrrdfgalan no. 1 Compensate ownrwsfor destruclon at 22 205 4C 2 1 2 2 1 1 1112 I AL L SC Mc Hhrt arkdagricuturaslland and providetend for recons8ufon o NMC L 23 New quarry tobe estabgshed z09 C 2 1 2 f I I 12 1 AL L. SC MC H Rafer nfitgalon no.1. Compensate tanniers for loss alM M ______~ ~ ~ ~ ~ ~ ~ ~~ ~~~~~~I I a6lcdlftla land. Newban-mr area lo be establshed Refer rrifgaono no. 1. Comipensatefarmers for loss al 24 213 C 21 1 22 1 I 112 I AL L SCMC Ha agrlA5aalIand Exactllocalon ofsidtecotid not beMCMC M I ~~~~~~~_____establshed 25 Sped resricbm214-1 0 1 1 1 6 1 L~ N N M IntroduJc 50 W*ispeed restriction8aughivllage betweer ______Ian 2114anda216.3. NH 26Town.Estay4sh Town 214 3C II1 1 1111 AS E NH N Refer rnl gafnrno2. NHN M 27Extenflon of existing barrow area 21 2 1 111 LLN CHRefer nrdfgpon no 1. Exact posilon of borrowarea coLid nol I I I b~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~elocafed NM 28 Nesrborrow ar eato be establshed 220 5 C 2 1 1 2 2 1 1 I112 1 AL L N M H eRneferrigalonnoI Exactloacaon of sitecocgddnotbe N MC L establshed 29 INerquarrytobeestabtshed 226 2 C 2 1I f II 1 2 1 1 M ReferreLltgalon noI N M flew road aflgnmenl ~~~~~~~~C Refer rrllgaboan no 3 Stabllze em,banionentarid proteci 30 ~~~~~~80 ~2 ~~~~~1 2 2 ~ ~ ~~228 1 L61 L MC agatnslerosionN PROJECT: WORETA -WOLDIYA :CONTRACT 2 ______Potenfat~y ffected at ornestal comiponents/veokes Potentel Air Water Lantd la a Hmn use ie7ulto 8 tffm Ouaty of I alon 01 Actuttes and associated potental tmpacts . . zil_L i ______tzigo 31 INew borrowarea to beestabtshed -22-98 CI 2 1 I 212 I 1 I 2 1 A LLI NI MCI H Referndrfgaton no. 1 NM 32Speed resbiclon NL N MCN 32 237 6 0 8L L N N M "*~~~~~~~~~~~~~~~~~~~~~~~~~~lrfOducespeedresSicionof 60 mt fromI" 237.6 In euoG N N L I f~~~~raontkn238 33 New borrow area tobe establshred 240 C 2 1 II1I I I 1 21 I A_LL N MC H~ Reerrrngttonno I N MC L 34Towrn Halt Town - 12htos are tobe affectedbtyyth 240A4C 1 I A S E SC MC H Refer rdfgatonno.2. Compensateoeners and proAtdeartMo S cewbstruconae tobIsatihdfor consbuiclon of newhutrsMCS M 35 Newborrow 242.5 rea toC be estbished2 1 111 1 1 2 1ALL SCI MC HRefer Irdigaton ro I. Compensate farmers for loss ael M 36 Neequarrytobeestabtehed ~~~~2436 C 2 1 I 2 I ALL N MC M Refermitigation no.1. Exacttlocaton of site cosid niotbeNM L 37 New qarry to beI estabished l~~~~~~~~~~~~~~~~establIshedN Cl N~~~~~tebeesta~~~~~shed~ 25 6 C 2 1 1 11 11I 2 1 ALL N MC M IReerISgalonno.1. Exact locaton ot site cotsddnot beNM L Speedresticlon efbse 38 246.4 0 ~ 8L~~~~~~~~~IL. N N M ltnborbicspeedres5cto9not 301onytrmto2,16 4[n Rul Nua Unstable _ __e___b_r___ne___from 1te247.8 N N 1 Unstable ~ ~ enubardonent~ ~ ~ ~ cStaldze erebardanerand protectagairst erosion 39 2650 1 I LNSCHN SC M Unstableembrshantent Stblz t wonredProtect againksterosion 40 25. A LN S tblz fmtetN SC M Unstableembardonerd Stabl8zeenbantonerd andprotect against etosion 41 26 AS C HN SC M1 42 Nlewborro area tobe estabished1 2 I AIINM Reter odglonno.--I Exactltocalon ofsite corid not b 260.3 C 22 1 111 1 2 1 IIA LL N MC H ~~ntstasiN MC L SoSto coIningerosion road61 due 1 I ALL N SC H Provideapron andadequte energ dssipatory lneastres N SC M 44New borrow area lo be astablshred 26. 1 1 2 1ALL NIHMC H Reterrrilgoton no.l1. Exacttlocaton ofstetcould net NbMe - es~~~~~~~~~~~~~~~~~~~~~~~~~~~rtabAisied NM Sot emosiondue to existing erosion guLey L CHRehabitote toa edstnV erosion gu8eyby meansof backSlNn 45 2M t ALIINM arkdthe tnstoiatonoctfedequate eneeydissipatOiY measures H MC tL Unstableentarkonent c Stablze erntoadnerd andprotect agains erosion 46 26 1 S CN SC M Sot erosion due ts exdstrugerosion gurey Rehablitate toe edIstlngerosion gtfiey by mneansof backdlIT 47 23 M I I II ALL N MC H and thelnstaalodn of adequoteenergy cossipatoryroeour,es IN MC L. 49 Exterrllonofeudslngborrelwarea 264 IC 1 2 2 I II1 2 I ALL N MC H Referrrdtgatanno.1 N MC M N ew ~quarrylobie estabished Piver bed shosid not be exlposedA dlcal dept at botgdde 49 262C 21 2 21 2 I AL LI N MC M maeteuiloto beretetnedantdyer bed asprotecton agalns H MC L I erosion New qujarryto be establshed Rive bed shoLidnot be exposed. A atiical depti of bordon so 26i 2 2 1 ALL. N MC MA mateulatto be retaineddon lverbed asprotecfon agalnsi N MCi LI - . . .- I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~eroslorn 5 I Newborrorw pittobe establshed 269 9 C 2 1 1i I 2 11 2 1 CMReferedltgatmrno.I.NMCI 52 Fe. holoes YAlbe affected 27 212 2 1 AL LSC N H Refer rrltglon ro 2. N MC L 5T3 Few sugarcane plants vltbe atfected 273CI I 2 1 2 ALIL SC N H Refer ndtgaton no. 7. N MC L. 54Few houses androad side trees vAfbe affected 272 C 2 2 AL SCN Refer niggaton ro. 2 &6. N MC L T5 Sugarcane 272 C 2 -2 1 I IAL L SC N H Referrritgptonno 7. iNMC L 56Few houses andsugarcane plantlsval be etleled 227C2 tLLtt Reter rriltagoon no. 2 &S. NM PROJECT; WORETA -WOLDIYA :CONTRACT 2 Potentatly affected enrArormentalcorrwonents value Potential Ajr Water Land Flora 5 umnueuafofle characlerts O Acit)lites and associated poterrlal Irrpacts aU itgabon a i~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~v 57 New quarry to beestablished 273 C 2 1 111 1.1I 2 t A LL N MC M Refer ailglon no.1 NIMCIL 58" FaHe slde _273-9 1 I 1 I Al Li L IN MC M Reconsb-ucfated side dalin N MC I Unstableembankrnent c ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Unstableernatenkent to be stobtlzed andprotectled. Areas 0l 59 276.3 0 I I 1 ~~~~~~~~~~~~1I A L L N SC H potentialrockfats to be stabiled NSC M Scffl erosimdue toc e)dstng road ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Retainingstructire to be coesbucled along iherive bad tc 60 ~~~~~~~~276.50 1 II 11I I AL L N SC H retneIheirtver "terand prevenvtscour ofthe road NSC M m emb~~~~~~~~~~~~~~~~~~~~~~~~~~~~narinentl Soll erosion due to e)dstng eroston "Ly R~~~~~~~~~~~~~~~~~~~~~~~~~~~tehablttateVie e)s&sVneroslon guieyby meansof backrtlri 61 276 6 M I .1I I ~~~~~~~~~~~~~~~~~~~~1A L L N SC H and lieinstalalon ofadeqiate energy clsstpatory measUres N SC M 62 SLigarcane 278- C ~~~~22 1 1 2 I 1A L LSCH H Refer rdflgaflonrno.7. HM 63 Erdsfirigirrigaton canals 278.8 C 1 II 1 1 I I I B L L SC N H Erdstingirnigalon canals to beretained N N L Unsiableerribarikmeni c ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Stabtizeermbanr*oentand protect agalinsterosion 64 8 2790 1 1i I I i I A S L N SC H N~~~~~~~~~~~~HSC M 65 Extenrtonot e,dsting borrow area 280.6 C 2 1 I1I I 1 2 1 A L L N MC H Referedlgalonno I HN MC M Soil erosion clue to e)dstng erosion "-y ~~~~~~~~~~~~~~~~~~~~~~~~~Rehabiltatelie erdstngerosion proteclon measres. Realg 66 281 8 C I II I I I ~ ~~~~~~~~~~~~1 A L L H SC H the ttvers at Oieentanceaof thecute Provdeener N MC L ______gssipatory'I~~~~~~~~~~~II mneastres atlie Muet 67 Exotenbonat ensting borrowarea 284 3 C 2 2 I I 1 2 1AIA LIL I NIMC MRefer fflgatonno.lI N MC L Selferosion duteto ekrsbngerosion griey CRehiablfate Die erdsUfoerosion gAey brymeans ot backicinE 88 28II 1 I 1I MC H andlihe tnstalalon of adequateenergy sissipatorymeastIres N MC L 69 Soil erosion ckseto erisling road 284I 1 I 1 AI L N MC H R4evegetate theedstisng cit slopes N MC M 70 aTew WolcilyaToym -18 hutsvit be attestiedby 290 C Refer odifgafon no.2. Compgensateowners and provide tandM SC 70 oad0dern ~ -I--A- Sfr SCu MCo nH lMC S MI Annexure E SECTION E: GONDAR - MEREB RIVER TABLE OF CONTENTS PAGE 1 Project description 1.1 Need for project E-2 1.2 Construction elements E-2 1.3 Appurtenant actions E-4 1.4 Construction programme E-5 2 Environmental description 2.1 Physical 2.1.1 Climate E-5 2.1.2 Hydrology E-5 2.1.3 Geology E-6 2.1.4 Tectonics and seismicity E-7 2.1.5 Geomorphology E-7 2.1.6 Soils E-8 2.1.7 Air quality E-8 2.1.8 Water quality E-8 2.2 Biotic 2.2.1 Flora E-8 2.2.2 Fauna E-9 2.3 Socio-Cultural 2.3.1 Demography E-9 2.3.2 Land use E-9 2.3.3 Archaeology & history E-9 2.3.4 Tourism E-1 0 2.4 Aesthetic 2.4.1 Visual E-1 0 2.5 Economic E-1 0 3 Current conditions 3.1 Major road conditions E-10 3.2 Existing drainage structures E-1 1 3.3 Major environmental issues E-1 1 4 Environmental impact assessment E-12 5 Environmental impact schedules E-13 ETHIOPIAN ROADS: EIA Page E 1 GONDAR - MEREB RIVER Annexure E 1.0 PROJECT DESCRIPTION 1.1 Need for project This project entails the upgrading of the Gondar - Mereb River Road (424 km). The road is located in the northem part of the country under the Amhara and Tigray Regions. The road traverses 40 towns and villages with the main towns being Dabat, Debark, Adi Arkay, Shire, Axum, Adi Abun and Rama. The road has a total length of 424 km. The area has a great potential for the development of tourism. The road links the tourism nodes of Gondar (including the Tis Isat falls at Bahir Dar) with Axum in the north and traverses the Simyen Mountain Park, which has been granted World Heritage Site status. The road northwards from Gondar is the westem, south to north, highway through Ethiopia. The road ends at the border post at Rama, the customs point of entry into Eritrea. The main purpose for this road is therefore a major north - south highway through the western parts of the country, an important tourism link as well as a link to the countries to the north of Ethiopia. The road is a fully engineered road with a width of 7 m. Very limited maintenance has however been undertaken on the road after completion of construction. Design standards previously applied to this road were very low, resulting in very low operating standards and speeds. 1.2 Construction elements The project has been divided into three separate contracts of approximately 142 km in length respectively. The nature of work contained in the three contracts is quite similar. The bulk of the work can be categorised into the following sections. 1.2.1 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends, to improve sight distances and in a few cases to improve approaches to bridges. The existing roadway width needs to be increased over most of the length to accommodate the widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cutting into steep slopes beside the road where the alignment is improved, is expected to yield suitable fill material for use in vertical alignment improvements. 1.2.2 Pavement and road shoulders The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A sub-base of gravely material, extracted from borrow pits, will be laid on top of the existing structure to depths varying from 0 to 180 mm, followed by a 175 to 225 mm thick base course of crushed stone. The paved surface, which will be 7 m wide, except in urban areas and in mountainous sections, will be 50 mm asphalt concrete laid on a 90 mm thick asphalt concrete binder course. On the rural sections of the route, 1,5 m wide gravel shoulders will be constructed except for in areas with poor subgrade materials where the shoulder width will be 2 m of which 1,5 m will be ETHIOPIAN ROADS: EIA Page E 2 GONDAR - MEREB RIVER Annexure E surfaced with bituminous surface treatment. In mountainous terrain the shoulder width will be decreased to I m on either side of the road and will also be surfaced with bituminous surface treatment. In urban areas the shoulder width will be increased to 2,5 m with a bituminous surface treatment. The road width in general will be 7 m, except for the mountainous sections where the carriageway width is reduced to 6,5 m 1.2.3 Major structures Sixty-one bridges and 1 269 culvert structures exist on the current road alignment. Of these 61 bridges only 2 (Tekeze River Bridge and Bridge No 44) have carriageway widths of less than 6 m. Further to these two bridges there are four other bridges (Bridges No's 40, 58, 59 and 60) with carriageway widths of less than the proposed carriageway widths of the associated roads. The consultants recommended that the Tekeze River Bridge as well as Bridge No 60 be retained as single lane bridges. We wish to support this recommendation. The other four narrow bridges will all be replaced or be widened. Of the existing culverts, 121 have lengths less than the proposed roadway width, 170 have lengths in excess of the formation width and the remaining 978 have lengths in excess of the proposed carriageway width but less than the proposed formation width. The 121 culverts with lengths shorter than the proposed carriageway width are all to be extended or replaced depending on their structural condition and hydraulic capacity. Extensions will be made to one side of the existing structures only. For the 978 existing culverts with lengths exceeding the proposed carriageway width, but less than the proposed formation width, it is proposed that only those with lengths less than the carriageway width, plus I m, shall be extended or be replaced. This will be required on about 500 of the culverts. 1.2.4 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section, 2 m wide. Where necessary, these drains will be lined to prevent erosion. Frequent turn-outs will be provided which discharge into drainage channels. Protection works such as cascades will be installed where necessary to reduce erosion. 1.2.5 Borrow pits Borrow material will be required for vertical re-alignment sections where inadequate cut material is available within an economic haul distance and for sub-base materials all along the road. The locations of potential sources of such materials have been pre-determined. Some of the proposed new borrow areas could not be located during the field trip. We can therefore not assess, other than passing general comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located. ETHIOPIAN ROADS: EIA Page E 3 GONDAR - MEREB RIVER Annexure E 1.2.6 Quarries and aggregate extraction There are a number of existing quarries located along the route and many new additional locations have been identified as sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies. 1.2.7 Disposal areas The location of disposal sites is to be determined by the contractors through negotiations with local communities. The use of such proposed disposal sites is subject to approval of the Engineer. Proposals for the environmental protection are to be prepared by the contractor and submitted to the Engineer for approval. 1.2.8 Water for construction purposes Water for construction purposes is available in numerous perennial rivers along the road. Water is however more freely available in the first 250 km of the project. In the latter sections water will have to be transported over longer distances or gound water exploration and extraction will be required. Water samples tested indicate that the water quality is satisfactory for use in the construction process. 1.3 Appurtenant actions It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. In areas where agricultural crops will be destroyed by the road construction process, advance waming should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for and land should be made available to the owners for reconstruction of the facilities in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of existing fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any ETHIOPIAN ROADS: EIA Page E 4 GONDAR - MEREB RIVER Annexure E problem with the herding and control of especially livestock by the indiscriminate removal of existing fences. The locations of campsites for the construction teams are to be agreed with the authorities and communities concemed in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concerned. 1.4 Construction programme It is foreseen that the three contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to the construction sites in certain of the mountainous sections will be very difficult to achieve at all times. It is however a prerequisite that the road remains open to traffic at virtually all times. It is not possible to close sections of the roads to public use for any prolonged periods of time due to the fact that there are no alternative routes to travel on in these areas. It is therefore very important that the contractor plan the activities accordingly, keeping in mind the effect the rainy seasons may have on the project execution. The construction period will be in the order of 36 months, which should allow adequate time for completion of all the critical elements. Careful planning is however a prerequisite. 2.0 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate Climate along the project road varies according to variations in topography. Further changes occur as one travels northwards. The area in the northern regions is markedly drier than the southern regions. The mean annual rainfall varies from more than 1 100 mm at Debark to about 700 mm at Axum. 2.1.2 Hydrology A watershed delineates the project area in the proximity of km 30 to 40. This watershed delineates the catchment areas of the Angereb and the Tekeze Rivers. Most of the project area therefore is located within the Tekeze River catchment area. An abundance of surface water was noted along the project route up to km 250. Swamps and seemingly minor wetlands were noted at a number of locations in especially the first 100 km of the project. The abundance of surface water decreases significantly beyond km 250 to the end of the project. This latter part of the project area is located in a much more arid region. The mountainous areas continuously discharge substantial quantities of spring water down the mountain slopes. ETHIOPIAN ROADS: EIA Page E 5 GONDAR - MEREB RIVER Annexure E Five rain-guaging stations are found along the project route. They are located at Gondar, Debark, Shire, Axum and Adwa. Approximately 15 years of data is available at these measuring stations. A total of 61 bridges and 1 269 culverts are crossed by the road. The primary rivers crossed include the following rivers, namely: Bera River Gorezen River Azera River Ambera River Zarima River lazo River Buya River Serenta River Ayni River Tekeze River Gemele River Midmar River Indalilo River Daasa River 2.1.3 Geology The geology encountered along the route corridor is Quatemary sediments, Tertiary volcanoes, Mesozoic sediments and Precambrian formations. • Quaternary sediments The quatemary sediments occurring along the project route are mainly slope deposists of colluvial type, and residuals of the black to dark brown clay as well as the red to reddish brown soil types. The slope deposits identified as colluvial types are characteristically all-size grained, ranging from silt to large rocks. It is strictly associated with the hilly mountainous landscapes in the areas where debris-flow and rock fall slides intermittently take place. Hence, most of the sections identified as mountainous consist of talus (colluvial) deposits along the high slopes and folds. Dark to dark-brown clay material is mainly found along valley plains. Swamps consist of dark clay soils. The extent of dark clay deposits in swampy areas is quite localised, being sandwiched between isolated small hills. To the contrary however, dark clay soils are also found extensively along extended valleys and low land areas. Reddish to reddish-brown soil types dominantly occur on plateau tops and on places where the reddish/pinkish rhyolite and sandstone occur near to the surface. This soil characteristically consists of stone fragments which identifies the soil as lithosol. * Tertiary Volcanoes The tertiary volcanoes are the dominant rock types outcropped along the project route. Most of the hills and mountains along the route consist of this formation. Alkaline, basalt and agglomerates are the predominant rock types outcropped in the project area. Rhyolite occurs in isolated spots along the route. The extensively chained mountains and isolated plugs along the route consist of basalts, agglomerates and rare rhyolites. Alkaline basalt and agglomerates in the area are interrupted by occasional outcrops of rhyolite (Andesitic lava) and schist at places such as at the Tekeze River Gorge as well as on the plateau south of Shire. Granitic rocks are dominant in the area to the east of Axum and up to Mereb River. ETHIOPIAN ROADS: EIA Page E 6 GONDAR - MEREB RIVER Annexure E 2.1.4 Tectonics and seismicity The area along the route can be categorised under two tectonic regimes. * Regime I: This regime extends from Gondar all the way up to the outskirts of Debark Town. It co an extent of about 101 km. The area appears relatively free from any fault featL Absence of tectonic features consequently affirms less seismic risk. * Regime II: This regime extends from the outskirts of Debark all the way up to Mereb River. This is severely affected or dissected by a series of tectonic fault structures. Faulting patt are predominantly oriented in a north-east to south-west direction with other subsidiary structures oriented about 900 with the former predominant ones. The seismic risk wi considerable in the area, based on the high population of tectonic structures in the are, 2.1.5 Geomorphology The detail geomorphic characteristics of the area along the route are a product of geology tectonics. Moreover, the major drainage patterns have also influenced, and share responsibility in the shaping of the existing geomorphology of the area along the route. The topography through which the project road passes comprises rolling, mountainous, v and flat terrains. Elevation varies from 850 m to 3 000 masl. Mountainous terrain is found at the following locations: * Km 107 to km 203 * Km 230 to km 253 (Gorge) * Km 390 to km 405 The remainder of the route constitutes rolling landscape. Unstable landforms have been observed at places associated with the mountainous sec and variable weathered rock geology. In general the mountainous sections in the tec regime 11part of the route appears to be susceptible to sliding, in one form or another. U wet conditions, and due to the dissipation of spring water, coupled to loose slopes as a r of the weathering processes, the mountainous sections in particular reveal critically unsl situations. Areas of unstable conditions can be outlined as follows: * Section from km 39,1 to 40,3 and from km 137,3 to 176,4. In these sections sliding predominantly takes place in the form of debris flow occasional rock falls being evident. These sections characteristically contain s slopes of variable weathered basaltic escarpment faces. * Section from km 220,4 to 227,5. ETHIOPIAN ROADS: EIA Page E 7 GONDAR - MEREB RIVER Annexure E Sliding takes place from the high cut slopes consisting of schist. Sliding takes place in the form of debris flow, and fall in the form of large rocks. Sections from km 230,9 to 231,6 and km 302,4 to 306,9. Sliding takes place in the form of debris flow, and occasional rock falls from the cut slopes of basaltic hills and mountain chains. 2.1.6 Soils The predominant soil types along the route can be classified as follows: km 0 - 8 Silty or clayey gravel and sand km 8 - 155 Clayey soils km 155 -182 Silty or clayey gravel and sand km 182-200 Clayey soils km 200 - 256 Silty soils, clayey soils and gravel as well as rock km 256 - 373 Clayey soils km 373 -425 Silty soils 2.1.7 Air quality No data is available on air quality for the region. However, given the relative absence of industry, and the low volumes of traffic, it could be accepted that deviations from high air quality would be primarily as fugitive dust from passing traffic. 2.1.8 Water quality Visually, the most noticeable characteristic is the high sediment load in the surface water, emanating from erosion surfaces higher up in the catchment areas. This erosion occurs generally in the same areas as the community settlements, and it can therefore be assumed that other contaminants are also present. 2.2 Biotic 2.2.1 Flora Natural flora along the road stretch is highly depleted by human activity. There are very few natural vegetation covers remaining in some inaccessible escarpments and valleys. These places include Lima Limo escarpment and Tekeze River Valley. In the Lima Limo area Cordia africana, Ficus sp, Corton macrostachyus and different species of Acacia are commonly found. In the lowland portion of the road, starting from about km 170, different species of Acacia become dominant. In lowland escarpments and at Tekeze Valley, the economically important tree genus Boswellia is commonly found. This species is known for its commercially valuable resin (incense). Of this genus, six species are native to Ethiopia, of which Boswellia pirottae is one of the endemic species to Ethiopia, and mainly found in the Tekeze River Valley. In the Tekeze River Valley, Bamboo and Baobabs (Adansonia digitata) are found. ETHIOPIAN ROADS: EIA Page E 8 GONDAR - MEREB RIVER Annexure E The natural bush, which is commonly found on the dry land and rocky hills, starting from 243 km to the end of project road, is dominantly Dodonia angustifolia. Smaller areas of tree cultivation are also found in isolated spots along the road stretch. Cultivated tree species along the roadside are mainly Eucalyptus and Juniperus. 2.2.2 Fauna Along the project road, except for the Lima Limo Forest and the Tekeze River Valley, which are expected to harbour some species of wild mammals and birds, there is no important wildlife habitat. The Simyen National Park, which is situated at about 21 km away from the road, is an important sanctuary for plants and animals. The Park has been granted World Heritage Site status. Of significance here are the Walia Ibex, and the Gelada Baboon. 2.3 Socio-Cultural 2.3.1 Demography The road passes through about 40 towns and villages, the largest being Dabat, Debark, Adi Arkay, Shire, Axum, Adi Abun and Rama. The area is sparsely populated with larger population densities found closer to the towns and villages along the route. 2.3.2 Land use The major land use along Gondar-Mereb River road is agriculture (crop production). Major crops grown along the highland portions of the road stretch are barley, wheat and bean. Along the lowland portions of the road teff, sorghum and maize are cultivated. Other crops such as millet, linseed and chickpea are also grown in small quantities elsewhere along the road stretch. Very few portions of the road stretches are covered by natural vegetation. These areas include Lima Limo escarpment, from km 103,1-174 and Tekeze River Valley. 2.3.3 Archaeology & history The known archaeologically and historically important places along the Gondar-Mereb River road are found at Gondar and at Axum. Axum is one of the world's best renowned historical and archaeological places. The project road passes by the Queen of Sheba's Palace. The proposed new road alignment has been designed to run through the ancient burial site at the Queen of Sheba's Palace. This section of road is to be re-designed to avoid the burial area. Any development activities in the Axum area should be carried out with great care and in consultation with appropriate experts in the field of archaeology. There is also a gravesite just on the roadside at about km 265.2, which could be affected by the road widening activity. ETHIOPIAN ROADS: EIA Page E 9 GONDAR - MEREB RIVER Annexure E 2.3.4 Tourism This road traverses a very important tourist area, including a number of attractions including cultural and landscape elements at Gondar, in the Simyen Mountains National Park (accessed from Debark), and at and around Axum. 2.4 Aesthetic 2.4.1 Visual The road passes through and near to some of the most spectacular montane scenery in Africa, notably the Simyen Mountains. The visual quality of this region has been documented as far back as the early Greek civilisations. Visual disturbance occurs mainly in the form of disused borrow pit areas, untreated cut and fill slopes, erosion gullies, agricultural malpractices and urban development. This may imply that specific attention would need to be paid to the visual reinstatement of disused road alignments. 2.5 Economic Economic activity is essentially based in the major towns, as listed above. The areas between towns are mainly agricultural and/or pastoral. These areas are mainly subsistence farming areas. The income generated by tourism is severely restricted by poor access to the attractions. In the.northern Axum area the current war has had a significant effect on the number of tourists visiting the area. 3.0 CURRENT CONDITIONS 3.1 Maior road conditions This road section was originally constructed during the Italian occupation between 1936 and 1940. The road was constructed with a Telford base and penetration macadam. Virtually all the asphalt pavement has reached an extent of deterioration where the road can be classified as a gravel road throughout, except for a short section through the town of Axum. In comparison to many of the other same hierarchy roads elsewhere in the country, the quality of this road can be described as fair to good. The Telford base ensures that the structural integrity of the road is retained, although minor areas of rutting are evident along the route. Potholes, dust and corrugations are the major problems encountered on this road. The mountain sections are in quite good trafficable condition, but the safety aspects in the mountain sections should be improved. The mountain pass sections are very long and overtaking opportunities terribly limited. The associated operating speed on this road is tremendously low, resulting in very long travelling times between the major centres along the route. ETHIOPIAN ROADS: EIA Page E 10 GONDAR - MEREB RIVER Annexure E Existing drainage structures Along the road 61 bridges exist. These bridges are arch bridges, deck girder, slab and steel bridges. Of the 61 bridges only two have insufficient discharge capacity, namely Bridges No's 15 and 44. The discharge capacity of Bridge No 15 can be increased by means of channel excavation, and therefore the bridge will be retained. Bridge No 44 will however be replaced due to insufficient discharge capacity as well as a too narrow deck width. Maintenance on the bridges are a main concem. The following common problems were observed namely, damaged or missing parapet walls and railings, poor deck drainage, clogged drains, vegetation in bridge joints, exposed reinforcement in concrete decks and deterioration of mortar joints of masonry structures. A total number of 1269 culverts exist along the road. These are made up of slab or box culverts, arch culverts, deck girder culverts and concrete and metal pipes. Should no headwater be allowed, about 300 of the existing culverts will have inadequate discharge capacity. However, using a 20% headwater, 60 of these culverts will be able to adequately discharge the calculated run-off. This will however mean that damming up of stormwater at the culvert entrances will occur. Siltation of inlet and outlet structures is the major problem in maintaining culvert capacities. 3.3 Maior environmental issues The following major environmental impacts have been noted in the documentation and were verified during the field trip: * In general, the existing road is trafficable, albeit at low speeds. The towns and rural areas immediately adjacent to the road are therefore not significantly isolated. * Soil erosion, land slides and rock falls are major problems on some parts of the road. Severe gully formations were observed at km 42; 61,7; 264,8; 305; 315,5; 323,6; 324; 325,8; 326,9; 327,2; 332,4; 334,3; 358,3 and 364,7. Minor sheet and rill erosions are evident in several places. Many of the erosion occurrences have been caused by drainage culverts being silted up, with resultant diversion of stormwater. * Unstable roadside slopes, which can lead to land slides and rock falls, were observed at km 121,7; 138; 147; 150,1; 167,2; 187,3 and 224. * The major economic development occurs in the southern parts of the region, in and around Gondar, and in the northern parts closer to Axum. The southern areas, being more easily accessible from Addis Ababa, show greater growth, with the northern areas currently hindered by the effects of the war. ETHIOPIAN ROADS: EIA Page E 11 GONDAR - MEREB RIVER Annexure E 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the Main Report (Section 8.5). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following two pages for summary sheets containing the noted micro impacts and their associated change in significance rating following mitigation actions) > Section E-1 * New road alignments * Destruction of houses * Borrow / quarry areas * Destruction of habitat * Disturbance in town sections * Erosion > Section E-2 * New road alignments * Borrow / quarry areas * Destruction of habitat * Destruction of houses * Disturbance in town sections * Erosion > Section E-3 * New road alignments * Borrow / quarry areas * Disturbance in town sections * Erosion * Wetlands * Destruction of habitat * Destruction of houses Generally speaking the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. The impacts are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily. They are also evaluated in terms of the extent, arial influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in Section 8.5 of the Main Report, both in terms of the local communities and in terms of the national economy. ETHIOPIAN ROADS: EIA Page E 12 GONDAR - MEREB RIVER Annexure E 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Stage: C Construction 0 Operation M Maintenance Affected environmental components: I Primary effect 2 Secondary effect Type A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Page E 13 GONDAR - MEREB RIVER P'ROJECT: GONDAR -MEREB :LOT I 1 Air LandWater ~Human use Quality of Ile Q P1 'ua.. E ~~~~~~~~~~~~~~~~~~~~~~~~E Activities and associated potential Impacts Mitigation 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ it 2~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ _ _ _ _is__ _ _2_ o'B ~ m oe. o . 2 wi I iTown: GondarTown - I111 1 ff AlSiEN NNI MRefer mltgatlon no2. NIN LI 2pant of a eucatyptus ptantation will be destroyed A CN HCompensate farm er accordlngt Altwteefligl I Ilwl p__rocesstng to be doeb ncmunit New road alignment Refer mitigation no 3. (Sectlon fun 2.45 to 3 4). Wood cut 3 2.5 0 1 II1 1 1 118 L LIN SC Hdurtng the clearlngprocess tobe handed totlocal N MC L m I - I __ c~~~~~~~~~~~~~~~~~_ommuntty New verticat atlgnment of road 2.7 f 1II1 1 1 11 I 2 IIA LLIMC SC H StabUtzeand protect embankments against erosion N SC I 5New vertical alignment of toad 29 III I II 2 1AL M SC Stabflze and protect embankiments against eroslon N SC L 6 New vertical alignment of toad 3 2 C i I I I III 2 1 A LL~.MC SC HStabtirze and protect embankments against erosion N SC L Town, Weleka Town - approxlmately 5 mud Refermitigation no. 2. Compensate owners and provie 7 houses to be destroyed by the RoW wfdth of the 4 2 C I I I I I I A SE6SC MC H land for construction ofnew houses Mc SC M roadII New road alignment Refer mitigation no. 3. (Section km 2.45 to 3.43. Wood cut 6 ~~~~~2 0 ~1 ~ ~~~~~~~I1 1 1 ~~5 1 I 6 LL N SC H durng the cleartng procesn tDbe handed to local N MC L. ______I_f_I_I com m unity. 9 'bout 2 houses and eucalytus wilt be affected 5 2 AL MIN Cornseate orwnerseither financially or provide land for N M L ______I I'I edevelopment. (ktmS.2-593 Road horizontal alignment Investigate realignment of road to tire left between kfun5.2 io 5.3 c 2 22 1 1 1 11 1 1A LLSC SC H~~~~~~~~~~~~~~~~~~~~~~~~and6.0 to reduce tire cut areas and protect tiheexisting hat N S L Ki ~~~~~~~~~~~~~~~~~~~~~~~~~~~atian 5 4. Retain the existtng alignment between km 5.4 ______1 1 1 1and 5.5 Destruction of enisting hats . 11AL S N Compensate owners of affected hats and provide land for MCS L ______~I I 1construction at new huts i2tEtentmonofexisting borrow area 56 C 2 2 11 I1 1 2 1A ILLSC MCIH Refe mitgation no I. Compensate owners of agricutturet ~S 12 5 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~landfor toss of land 13 Sotl erosion due to existing road 5. m I 2 I 1 A I L. MC SCIH Rehabilitate the existing erosion galley by means of N ISCIM ______IIrI __ acMIdllng.Instail energy dlssipatory measures 14 New vertical alignment of road 569 I I I I I I11 I 2 1Al I ILlmC SCIHStbize and protectembankments against erosion N SC L 15 Few eucalyptus trees wfll beaffected 6.2 C 2 1I 1 2 2 1 i 2 12 1 I A LIWINMC N H_ Replant roadslde trees. N4MC M New road alignment Refer mitigation no. 3. Wood cut dudlng ctearing operations 16 6.5 0 1 II I 1 1 161 1 L NMC Mto be handedtoflocalcommunity NMC I f4ewroad alignmentlc Refer mitigation no. 3. Stabtlze and protect embankment 17 7.1 0 1 III 1 I 1 1a9L1 NMC M gakist emston NMC L. New road allgninent Refer mitigation no 3. Compensate tormemefor loss of lit ~~~~40 ~f ~ ~~~~f ~I ~ ~I ~~7 if IBLLSC SC Mgrc uaffcuuraffland MC SC L 9Coadwill be affected 7¶ C 2 1 2 2 1 A ILL SC N HCompensate farmer accordingly. MC MC L. New road alignment C Reter mitigation no. 3. (SectIon km 8 0 to 6 3) Compensate 20 6 2 0 1 1 1 1 I I 1 1 1 B LL ISC MC M farmers for lowsof agrtcultumrltland .MC SC L. 21Eucalyptus plantation and crop land will be affected 6 7 C 21 122 I 2 1A L W Mc N H1Compensate tarmer accordingly. (kmti.7-8 9) Mc MCI I PROJECT: GONDAR -MEREB :LOT I Potentially affected environmental components / valuesS - 2 Air Water Land Flora 6 Human use Quality ot Ile S E i! e tE E Acllvitles and associated potenUal Impacts __ Miigation a 5 e nf 5 af aEee |a5 loaaDuu u,a a' 0~~~~~~~~~~~~~~~ -. . .o .P.N~~~~~) 9W ______~ o E__ N4ewroad alIgnment Compensate farmers tr lass of ag_cultural land. Wood cut 22 88 M 1 1-1 1 1 1 1 1 ' | IB LLSC|MC M durng clearing operatIons to be handed to local commuofty MC|SC L 14ewroad alignment Ref mIigatlon no. 3. (Section km 9 05 to 9.25) 23 9.2 0 1 1 1 1 1 1 1 1 1 LLSC MC M Compensatefarmers for loss ot agricultural land MC SC L Town Shembekit Town -approxlmately 12 mu Refer mitigation no 2. Compensate owners and provide 24 houses to be destroyed by the RoW wIdth of th 10 0 C I 1 1 1 1 1 A S E SC MC H land tor constructlon of new houses MC SC M road 1 1 I | Ai SC N H Compensate owners of affected huts and provide land for MC SC L 25 DestructUonof existing huts (3 No) 10.6 C constructlon of new hats New road alignment Refer mldgaton no 3 (Section km I i 2 to 11.6) Stabtize 26 114 0 1 1 I1 I I I I BLL. MC SC M and protect embankment against erosion N MC L NJewroad alignment Reter mitigation no. 3. (Sectin km 11.7 to I2.0 Stabitlze 27 119 0 1 1 1I 1 1 1 1 BL L N MC M andprotecitembankmentagainsterosion N MC L New road alignment C Refer mitigation no. 3. (Secton km 12.15to 13 2) Stabtize 28 122 0 1 1 1 1 1 1 1 1 B LL N SC H and protectembankment aganst erosion N SC M Road horlzontal alignment Investigate cost of realignment of section 12.6to 12.9 wlth 29 12.8 C II 1 2 2 1 1ALL N S. H new bridge to the left ot the current alignment to avoid the N MS m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~verylarge cat areas on ltheproposed alignment hi very N M I I I _I_ _ I _ _ I_ I _ _ _ _ I _ _ Il l IIl I I _ steep terraln. New road alignment C MCI Refer mitigation no. 3. Wood cut during clearing operatons 30 1360 1 _ _ t _ t 1I M M tobehandedtolocalcommunity NMC L New moadalignment C Refer mitigation no. 3 (Section km 14.1to 14 65 ) Stabilize 31 14.1 0 1 1 1 1 1 | 1 B LL N MC M and prntect embankment agalnst eroslon N MC L 32 Ertentlon of existing borrow area 14 9 C 22 1 1 1 2 1 MC H Refer miigation no. 1. Nearby powerlines and pylons to be N L New road alignment Refer mitigation no 3 ( Secton km 15.15to 15 45). c ~~~~~~~~~~~~~~~~~~~~~~~~Stabnizeand protest embankment against erosIon. Wood H M 33 t5 2 C 1 1 1 1 2 2 1 2 2 1 1 | | | 1 B | L | L N | MC M cut during clearingc operations to be hgalndedenost loa N MC L I II I I I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~community New road alignment CReer mitigation no 3 ( Section km 1605 to 16.3) Stabilize 34 16 2 0 1 1 1 t 2 2 1 2 2 1 1 1 B L L N MC M and protect embankment against erosion N MC L New road alignment 1 Refer mitigation no 3 35 1 11 2I LL IVC MN MCIL New road alignment 1 Refer mitigaton no 3 36 1650 1 II121 LL N M N MCIL 3New road alignment C1CC b1 Lt1_ I____ _ 2_ _ _ 1 Rete_mtgatinRefermitigatio ______Mnon 3 _ __ L 37 1990 1 C 1 2 N . _ Nn MC 36 I cacias will be affected 19 C 2 2 1- A NLI SC. H AJliwfor trees wilihin RoW (krmt191.19 4) NN PROJECT: GONDAR -MEREB : LOT i Potentiafly affected environmental components /vatues Ia Air Wlr Lend loa& uanue Quality of life E..- fauna qm'tu Activitie and associated potential Impacts Mtgto E E~~~~~~~~~~~ ~~S~Soae~ 5E - E Al~~~~~~~~~~~ 39 193 0 1 1 1 1 2 2 1 1 a I I N MC M aodpotecte(obankmentaI lnsterosla. NMMI0 -40 About 3 houses and crop land wdiltbe affected 20 2 C 2 21 1 11 I 2 A L.L SC N H lCompensate farmers accordingly. (km2O2-20.6) MCI MCI M flew road alignment c Refermitigation no. 3 Secton km 20.2 to 20 6). Stabilize 41 20.3 0 I 1 1 1 2 2 11 8 LL1 N SC M and protect embankment against erosion N MC L New quarry lo be established 20 2 1 111 1112 1AI S MC H Refer mItIgatIon no.1. Copnaefrers for toss of 2 ______Ii I I I gricultural land ICS New rood alignment Refer mltlgatlon no. 3. (Sectin km 21.2 to 21.45 ) Stabtlze 43 21.3 0 1 1 I I I I B LLI N MC M and protect embankrment agalnst eroslon N MC L New road alignment Refer mItIgatIon no. 3 (SectIon km 2`1.6to 22 9). StabIlIlze Ag 21.7 0 1 1 1 I 1 1 1 I 1 6 1 L SC MC M ond~~~~~~~~~~protetmalmetglserosion. Compensate MC SC t ______I I ~mI _ armem orst ss o a i t raltand -45 Road realignment Acaclas willbeaffected.5 NO. 22.1 C 2 2 2 1 1 2 2 1 1 A ILL SCI N H Allow fortbees In RoW wfherspossible.,lm9 .94 N N M 46 Exstsingborrow area to be rehabilitated 2 1C 2 2 1ALL N M Refer mitigation no i N MC L New road alignmnent Rotor mitlgatin no. 3. Compensate farmers far toss of 47 24 00 1 iii 1 1 1 1 8 LLSC MC u agrkculfursllandMCS L Ilewroad alIgnment Refer mItIgationno 3. ( Section km 24.3to 25.2 ). Stabitlze 48 24.3 0 1 ¶ I I I I I B ILL SC MC M andprotect embankmerrt agairrsteroslon. Compensate MC SC L ______farmers forloss of agrlcuttumal land New roadalignment Refermttlation no 3.( Section km 25 4 to26.3 ). Stabilize 49 25 4 0 I I I I I I I I a L L SC MC M andprotectemakmnaalnsteomsion Compensate MC SC L ______I___I_I__I_I_I_Iarmors fortos ofaglc j tuat nd 50Destrrucllnofexisting huts (2 No) and cropland. 25 9 C 2 2 1 1 I 2 A LLI SC N H Copensate ownersof affected huts and provideland for MCS L ______'onsbuctionstrctlol, off n.new htfhuts~~~~~~1co Town Cherema Town -AbouttO houses and cro H Refermlligatlon no.Z Compensate farmers I ownlers and 51 landwHi be affected 26.8 C 2 2 1 1 1 I 1 2 A L L SCIN H provide land for construction of new huts (km26.8-27.8) MC SC M flew road alignment c Refer mItigation no. 3. (Section kcm26.8 to 28.0 ).Stabntze 52 26.8 0 1 I I I I I I I I B LLI. SC MC M andpmtectembankmnentagatnsterosfon Compensate MC SC L. ______M_ farmers for loss of agrictoturat land Road horizontal alignment Investigate alternative alignment further to threleft between' 53 27 3 c 1 2 2 2 1 t f 11~~~~~~~~~~~~~IALLI SC MC MU km 27.15 and 27.6 to save the exstng huts atkm 27.36 N MC IL 54Destruction of existlng huts (2No If AL C N Compensate owners of affected huts and provIdeland for MCS L 27 4 c~~~~~~~~~~~~~~~~~~~~~~~~~~~~~onstructinof new huts New roadalignment Refeormitigation no 3. ( Section fun 29.4 to 30 9). Protect 55 29 5 0 i I ~~~~1 ~~~~~~~11 1 I I 1 a LL .S MC1 embn=. entagalnst erosIon. Compensate farmersfor loss MC SC L m farclua.1~~~~~~~~~~~~~~~~~~~~~~~___ land 1flewroad alignment -About 6 tukruts,few Ilogent C M RetermItIgation no.3. ( Section km 31.68to32.4).StabUitze 56 and Eucalyptus plantation wItl be affected 31 6 0 1 i1 1 I 1 1 B LLI SC MC M and protect embankment agaInst erosIon. Compensate N MC L m _ t~~~~~~~~~~~~~~~~~~~~~_armersfor loss of agricultural land 57Desthuctionofeoisting huts (2 No) 32 2 111AL s Compensate oYwnersof affected huts and provideland for MCI SCI construcinofnw huts Road horizontal alignment M Investgate atternattse alIgnment further to the right between 58 32 2 C I IIA I I I C N M km 3205 and3265 to save the exlsting hits atkm 27.35 N N L. M PROJECT: GONDAR -MEREB :LOT i- ______ Potentially affected envIronmental components I alues Air Water Land Flr& Human use Quality of life EL E I E or~~~~~~~~~~~~~~~~ E e m ~~~~~~~~~~~~~~~~~~~~~~~ E 6~~~~~~~~~~~~~~~EJ E E~~~~~~~~ Refer mitigation no. 3 60 Town, Amba Ras Town - 336IC1 1111IIi ASIE N N MRefetrmitigation no2. N N L 61 New quarry to be establishred 337cRefer mitigation no I NM Newmad alignment c ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~RetermItiation no. 3. (Section km 31.6 to 32.4) Stabtlze 62 33.7 0 1 1 I 1 1 I 1 1 I 6 L L SC Mc M and protectemnbankmrent against erosion N MC L. 63Destruction of existing huts ( 2 No)3 I LLS H Cmest weso fetdht n rvd adfr M C __ construction of new hutsMCS Town,24 mud Amba Glorgis Tawn- approximately ~~~~~~~~~~~~~~~~~~~Refermitigation no. 2. Compensate owners and provie 64 houses to be destroyed by tire RoW wAdth of the 36 5 C 1 1 11 111 I AS E SC MC H tand for construction of new houses Mc SC M Newroad alignmentc SC, SC M I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitlgaitn no. 3. (Section km 38.2 to 38 6) 65 38.2 0 1 1 I 1 1 1 1 1 aL L CS Compensatetarrners fortlossof agriculturaltIand MC SC LI flew road alignmentC ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitilgallonno. 3. (Section km38 95to 39.3) 66 390a 0 1 1 1 1 1 1 1 I 1 1 L SC SC M Compensate farrnersfortloss of agricultural land MC SC LI 67 New barrorwarea to be established 395C 21 2 2 2 1ALLN C Refer mitigation no 1 N MC L NLwroad alignmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitigation no. 3. (Section km 36.7 to 40 15) 68 39 7 0 1 1 1 1 1 11 L L1SC SC M Compensate farmers for loss of agricultural land MC SC LI Nowtoad algnmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitigation no 3 (Section km 40.4 to 41 05 ) 63 40 4 0 I iI 1I I I I 1 L LISC MC M Compensatefannmerafor lossonfagriculturalttand Mc SC LI 70Destruction cf existing hut (1I No) 1 01 AL. LSC N H Compensate orwnersof affected hut and provide land for MCS ______~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~I onstnucilon of new hut M C 71 Town WekretBademna Town 411C1 I11 1 1 I I ASEN NN M IRefer mftgaion no. 2. N N L Newroad alignmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitigation no 3. Rehabtitate existing erosion gulley 72 41.9 0 1 1 1 1 1 1 1 6L LNH MC M and Instaniadequate energy diosipatory measures N MC L. 73 Soil erosion due44 7to Mexisting roadI I 11 1 2 1 1 ~~~ALL.~ N SC H Rehabititte the existing erosion guttey by means of N SC M ______irackitting. Installstalmeasuresisipatry energy diosbaipatoryt tnasure Newroad alignmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitigation no 3 (Section km 44 85 to 45 2) 74 ~~~~~~~~~~450 o I f I I I 1 1I 1 aL L.ISC MC M Compensate farmers for loss ot agricultural land. Protect Mc MCI I ______I__ _I___I___I___I_exItigIutIa kI4 .2 75New quarry to be established451 2 12 ALLN C Refer mitigation no. 1. Compensate farmers for foss of M C ______I___agrlcutmturat fandMC S I Newroad alignmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermitgation no. 3 m -- I I I I~~~~~~~~~~~~~~~~~~~~~ M Newroad algnmentc ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Refermftigation no 3 (Section km 46 751to49.05) 77 ~~~~~~~~~~496o I 1I I 6L L McIMc M StabOxleand protect embankment against erosion N MC L areato he established C8 Refermt22a2i2nNno L New borrow PR to be established as well as nev 486 C 1 21 I1I2 1AI S C H Rfrtlan1 N M access road Is Pit cm______I______'IC______I____ PROJ-ECT: GONDAR -MEREB :LOT I Air Waternd u U~Himanuse Ouaitty of the a. ta E~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~f ActMfiles and associated potential Impacts Mitigatin E~~~~~~~~I a OUwO~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~V 80 499 0~~~~~~~~~~~~~~~~CCI 1w 1 1 1 2 1 1: I I I N3 MC M npoetrbnrnnaontrso MC Niewtoad alignment F-Refer mitigation no. 3. (Section km 52.9 to 5367).SailZ 82 530 0 I 1 1 1 11 1 1 B L L. SC MC M anCpomtenstembarnkentsgrlosofrtvefrosiondNMC S L New road alignment CRefr mitigation no. 3. (Section m5.5t 47 83 54. 0 I ¶ 1 1 1 1 11I B L LISC MC M Cmpensatetfarmers forlocs of agriculturalland, MC SC L New toad alignment CRefer mitigation no 3. (Section km55 9 to 58.7). Stabnize 84 55.9 .0 1 f 1 11 11 11 1 II B LLI SC Mc M land protect embankment against erosion. Compensate Mc Mc L I ______I __ _ _I__ _ _I I______annemsfor loss of egrlcuttursl land .I 85 Detuto1feitn u(IN)5 A LLI SC N N Compensate owners of affected hut and prtotde iand for Mc SC L ______~~~~~~~~~~~~~~~~~~~~~~constructionatnew hat Destructlon of existing hut (1I No)5 CII A LL~. SCI N N Compensate owners of affected trot and provide fond for MC SCIL ______~~~~~~~~~~~~~~~~~onstructionru c io ofnsnew huthu Town' Gedebeye Town - approxImately 12 mud Refer mitigation no. 2. Compensate owners and provide 87 houses lo be destroyed by the RoW width of the 570 C 1 1 1 1 1 1I A S E SC MC N land for cetstbuctan of newhouses Mc SC M 88 Water point wIll be affected 57 C tI I A LLI SC N H Relocate water poist. N LC 88 Extention of existing borrow area 57C 22 1 2 1ALLNM IRefer mitigation no. 1 N MC L Now road alignment CRefer mitigation no 3. Stabitlze and protect embankment 9o 57 II I B LLIN MC M against ersosn. N MC L 91Existing borrow area lo be rehabHttated C90m 2 1 2I LNM Refer midgtigotnno. 1 N LC New road alignment About 2 houses wilt be C Refer mitiation no. 3. (Section ion82.9 to 3.25). 92 affected ~~~~~595 0 1I 1 I 1I 1I I II I LLSCI MC M Compensateafarmers for loss of agriculturaltland and Mc MC L m I ~~~~~~~~~~~~~~~~~~~~~~~houses 93Destruction of existing hut (1 No) 59-CAL S Compensate owners of affected hut and provie land for M C 4 C1 1AL C N H c~~~58onsttuctlon ofnew hutMCS L 9 Soil erosion due to existing rood 619m I 111 111AL S C H Rehabflftte lthe existina erosion galley by mneansof N SC M ______'raciditling. Install energy dib2salpgaInsteryenergmeassaureyseasure N4ewroad aligntment CRefer mitigation no. 3. (Section km 59.35 to 60 8) 95 63 1 0 1 I I I I 1 1 B L LSC MC M Compensate farmers forltossof agrlcutturalaland MC MC L 96Town Deldalyl Towni 6571C111 AsE N N M Refermtdgatlon no. 2. N N L New road alignment CRefer mitigation no. 3 (Section km 65.6 to 65.95) 97 6558 0 I I 1 1 1 iB L L SC Mc M Compensate faffners fortlossof agrtcuttutaltland MC MC LI 98Town. Dabat Town - I mod house to be destroyed 71 0 C I 1 I I 1I1 1 AIS E, SC Mc N toRdfeordgaonsno. 2.o mpenewhateonr and provide Mc C bv the RoW width of the road __ dfrcnsrcinofnwhue 99 lew vertical alignment of read .2C I I II2 1BLLN S N C L New road alignment CRefe mitigation no 3. (Section km 74 551to74 85) lOG 74 7 0 I 1 I 1 SC mc M Compensate farmers for loss of agricultural land MC MC L 10 xsigborrow area lo be rehabilitated 754C IALLN[. m RfrmUainn M M 2 A LRfrliaino PROJECT: GONDAR -MEREB LOT 1 potentially affected en,'lronmental components I talues Au Water Land a Human use Qualitiyof Ife 0-UE ActMiles and associated potentia Impacts Mitigation enen~~~~~u~~~~ ~ ~ B E M E 102 Extention of existing quarry area 75.8c 2 2 1 I1 2 1 A L LS Mc mH ee mitigation no I. Compensate farmers for lons of Mc SC I. ______M agrcultumlt land fJew roadalignment C Refer mItigation no. 3. (SectIn km 78 3 ta 76.65 103 76 5 0 1 1IIB L L SC Mc mM compensateftatmemsfor loossofagrlcultursftland MCI Mc L New road alignment Refer mitgaion no. 3. (Section km 77.5 to 78.2). StabIlilze 104 77 5 0 1 1 11 11 1 IB L L SC Mc M and protect emba,nk1mengis rso opnae M C I ______farmers tor lo s a g l uttja lan New road alignment Refer mitigation no 3. (Section km 7683to 76 65) 105 78 6 0 I 1I 1 1 L 1 SC Mc M Compensate farmremfor loss of agrtcultural land MC SC tL New road alignment Refer mitigation no. 3 (Section km 15.15 to 15.45) c ~~~~~~~~~~~~~~~~~~~~~~~~~~Stabtizeand protect embankment against eroslon. Wood 106 60 5 0 1 I 1 1I I I I I B L L SC MC M cut durlng clea rlng operationsto be handed to local MC SC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~community.Compensate farmnersfor toss of agricultural I I I ~~~~~~~~~~~~~~~~~~~~~~~~~~land New roadalignment Reter mitigation no 3 (Section km 81.7 to 82.0) 108 81 8 0 1 I I1 1 1 1 1 1B 1 L SC MC M Compensate farmerslforlosssof agrfcultural land MC SC L t09 Town. WakenTown __4 111 11 SE Refemttiatlno.2 New road alignment R efer mitgtinno 3(eto m8. o84 tiO 85 2 0 1 IIIB L L SC MC M Compensate farmers for toss of agricultural land MC SC L. New roadalignment Refer mitigation no. 3. (Section km 88 05 to 87.3 Ill ~~~~~~1 0 ~1 ~ ~~~~~~86I 1 1 1 1 1B L L SC MC M Compensate farmers for toss of agricultural land MC SC L New roadalignment Refer mftdgatlonns. 3. (Section km 89 9 to 80 3 ).Stabilize 112 8969 0 1 1 1 1 1 1 1 B L L SC Mc M and protect embankment against erosion Compensate MC SC L NM__I 1 I farmers tor toss of agricuttural land 113Town. ArbalensaTown ____ Il 1 1111 ASENE N MRefermltigatlonno.2.Reer ftJatin n. 2 N Ni~~~~~~~~~~I 114 Destruction of existing huts 97CIII A L LISC N H Compensate owners of affected huts adproiemad for __construction of new huts. (Section km 92.7 o9.) M C I 1New road alignment About 8 tukuts and Refer mitigation no. 3 (Section km 92.7 to 93.5 ).StabiliZe 115 Eucalyptus plantation wntlbe affected. 92 70 I I 1 B L LISC MC M and protect embankment against erosion. Compensate MC SC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~farmersfar loss of agricultural land and dwellings IsExisting borrow area to be rehabUtitted 938C 211 Refer mitigation no I N MC L 117 Soleoindet xsigra 41m I1 C H Rehabtitate the0existing erosion galley by means of H SC M ______lrsckflttlng Install energy dackiosipgInstalatnergodrssyatomeasurese 1-18 Town Mikara Yesusiztilage 94_3 11 111 AISE N H MRefer mftlgtion no. 2. N N IL New road alignment Refer mitigation no 3. (Section km 65.2 to 96 ) 119 95 2 0 1I 1111B L. L SC MC M Csompensate farmterfortlonssofagrlcujltural land MC SC tL 10Existing borrow area to be rehabilitated C Refer mitigation no I NM 121 iTown DebarktTown _7 11 1 1A E N M Refer mtigatlon no.2. NN L Newroad alignment Refer rotilgaflon noo 3(3 (SectionSctin kmk 99499 4 tto 999985 95) Stabiliezergatontabliz 122 ~~~~~~4 0 ~1 ~ ~~~~~~961 I 111IBII.NMCIM and protect embankment agaiost erosion N MC L PROJECT: GONDAR -MEREB :LOT I Potentrafly affected envitonmental components I values c ~ Akr Water Land Foa& Human use Quality of life r! *gA E8 faunaE ActivllIes and associaed potentoalImpacts 0MitIgation Efd O C~~~~~~~~~~~~~~ 0 8 E -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~aaI E 123 Extentlon of exioting quarry area 8 C9 I IMC I1,Re2fer mItgation no. I N C 124 2 houses wll be taken- 100 0 C 2 2 I II 1 2AL I ISCI N H Compensate ownrers accordingly. N MC M Now roOdallgnment C M Refer mfflgation no. 3 125 00 LLN MC N M I New toad alignment C Refer mItigation no. 3. (SectIon kmlItO.55 to I1DO7) 126 100.6 0 1 1 1 1 IB . L N MC M Stabfltze and protect embanktment agatnst erosion. MC SC L 127 3 big trees wIll be affected ____6I 22i 1A W MC N H Realign mad toprot ert trees. N MC M_ New~road allgnmerrf C Refer mItIgatIonno 3. (SectIon km 101.1to 102.25). 128 101.2 0 I I I I I BL LISC MC HNStabtlize end protect embankment agartnst erosIon. MC SC L M IIII_ Coinpensate farmers for loss of agrcuftursallandI 129 Big trees wilt be affected 1_1_7 C__ .... 2 21iA WI MC N H Refer mtlgatton no. 9. NISC _ 130 Big trees will be affected 102_7I 2 1A W MCI N IH Ref er mItIgatIonno. 9. N S 131 Indigenous forest wIll be affected 10. 221 I. ALI W MCIN HN Refermtllgationno.9 _ SC_ 12SoIl erosion due to exilstinrgroad 137m I II A - ',== - S 133 Exlstlng borrow area to be rehabtitated C Refer mitlgation no. I N4ew read alinment Refer mItIgatIonno 3 1134 1 0 1 1 1 1 LL M MN MC L Road horizontal alignment Investigate altemnattIealigntment further tD the rlght between c ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~kmID4.9and 105.Ito run through the old quarry In stead ot 135 1104.9 II I I I I IIAL L N SC HN through vIrgInforest as per the proposed design alignmerrt N SS L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Rehabntittlnto the quarry wIl not be required If thIs I I I I I I I I I~~~~~~~~~~~~~~~~~____alignment Is followed.I 1 Existling borrcswarea to bn rehabilitated 1 C0 2 2AL N MC IRefer mItgatIon no I N MC L 137 ExistIng borroywarea lo be rehabtltnated I n5C Refer mitigation no. I NM JeLwroad alignment Refer mitigataonno. 3. (Section km 112 to112 1) StabIlize 138 112.0 0 1 1 11 I IL I B LIN MC M and protect embankment egatnst erosion. N SC L Ne.vroad alignment Refer mttgatlon no. 3. (SectIon km 112.2to 112 3) Stabllize 139 11122 o 1 I I I1 BI I LN.L MC M and protect embankment agalnst eroslon. N SC L M New road alignment C Refer mItIgatIonno. 3. (Section km 112.5to 112 6) Stabilice 140 112 5 0 1 1 1 I 1 1 IBL .I.N MC M and protect embankrment against erosion N SC IL I I MI I I I I I I I I IM New road alignment c Refer mItigatIon no 3. (Section km 112.71to1113) Stabtlze 141 112 8 0 I ¶tI I I I IBL L.N MC M and protect embankment against erosion. N SC L 142 Forest will be affected 111I 21 22 Al WI.VMC N HI Refer to mitigation no. 9. -N MC L New road alignment Refer mItigationno 3. (SectIon km 113210o113 3). 143 113 2 0 1 I 1 1 1 1 1 B L. SC MC M Compensate farmers fortloss of agrculttural land. MC SC L New road alignment Refer mItIgation no 3 (Section km 113 5 to 113 8) Stabilize 144 113 6 0 I 1 1 r 1 1BL Lt N MC M and protect embankrmentoagainst erosion N SC L PROJECT: GONDAR -MEREB :LOT II Potentially affected envIronmental components I values Alr Water Land Floa Human use Quaolityof lIfe o ActIvitIes and associated potential Impacts M0gto .1 -6 2 41 -a c a~~~~~~~~~~~~~~~~~~~~~~-r E~~~~~~~~~~~~~~~~~~~~ [x _i 1 g I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~IE New road alignmernt Refer mitigation no 3. (Section lir 1139 to 11445) 145 114.0 0 1 1 1 1 1 1 1 - L L1N MC M Stobtlze and protect embankiment against erosion. N SC IL 146 Few Acacia and Eucalyptus trees will be affected 114.0 C 2 11 2 2 1 2 2 I A L W MC N H Refermltlgation no.6 (kmfl4.114.6) N SC M Now moadaflignmenf C Refer mitigation no.3 147 11i4.7 0 1 11i1 1 1B L LN MC M N SC L 148 Wetiands wiff be affected 147CI2 2 II 2 1 AIDSiW M M Refer mftigationnooS. N IMCIL 149 Town. DibbaherTown 11.ii III II i I1I1 JAISEN N MRefer mflgatlon no2 N I NTI New road alignment Refer mitigation no. 3 (SectIon kiml17.31to 117 45) 150 1117.3 0 I I1I 1 1 1 1IB IIILLN MC M Stabfllze and protect emrbankrmentagainsf erosIon N SC L 151 Now borrow areato be esfablished 176C 2 12 I NM Refer mtgto oINM 15 Existing borrow area to be rehabllilated 19 C 2 1AlL NM MRermtIaono.IN C L Now road allgnmentf Refer mitigation no. 3 I(Section kiml19.25 to 120) Stabtize 153 119.2 0 1 11 11 I I 'S LLN MC M and protect embankmentfagainst erosion N SC L New road alignment Refer mttIgatIon no 3. Stabllze and protect embankment 154 121.1 0 f III I I 1 1611L NSC HNlgahasiterosion N SC L. lNew road alignment .C Refer mItigatIon eno.3 Stabflze and protect embankment 155 121 70 I 1 1 1 BL6 1 L N MC M against erosion N SC L ______I IIM New roadalignment C Refer mltlgaflon no 3. StablUzeand protect embankment 156 11224 0 1 I 1 I1 B L LN MC M agalnst erosion N SC L M I III , II I I II New road alignmentC Refer mItIation no. 3 Stabtlze and protect embankment 157 123 0 1 B LLIN MC M against erosion N SC L 58ExIstIng borrow area to be rehabitiated 9 C2m A LLIN MC M Refer mltigatlon no 1 N MC L New road alignment C Refer mItIatIon no. 3 StabOlzeand pmotectembankment 159 126 20 1 111 1 1B611 NMC M agalnsterosionl NOSC L 160 Ne vertical alignment of load 175C I I I III 2 L MCS H Stabilize and protect embankrments agalnst erosion N SC L New rood alignmentC Refer mftigation no 3 (SectIon km 12869to 129.1I 161 BLL CIS M Stabflze and protect embankment against erosIon DaylightMCS I m I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~left hand cutting uP to existing rood Compensate farmers M I______toad ___a____gnmen______for loss of agricultural land S flew rodanetRefer mitigation no, 3 (Section km 129.4to 1299 ). 162 ~~~~~~~~129.50 11 1 1111B 1 ILLN SC[ M Stabnize and protect embankment againslt erosion Daylight N SC I_ Ileft hand cutting Upto existing rood. 163 Few bushes and ttees wlllbe affected 1300 C 2 1 I2212 2 .A 1 L W MCI N HN Refer milgtiong 9 NM _ New roadalignmentRefer mItigation nno.3( Section km 130 05 to 131 ) Stabtlz 130I i0 1 1 1 6 1 1~~~~~~~~~~~~~~~~~~~~~~~LN ISC M and protect embankment against erosion Daylight left handl N S PROJECT: GONDAR -MEREB :LOT = Potenttally anlected envionmental components I values Air Water Land fauna Human use Quality ot life .E n 2 E ActMiles and associated potential Impacts 3 _atmtn M2__ _~~~~~~~~~~~~~ c to w0 ~ ae 0~~Oa ED New road alignment C Reter mitigation no. 3. Sectionkm 1314 ta11311.8 165 1314 0 1 1 1 1 1 _ 1 _1 L LN SC. M Stabilze and protect embankment agatnst erosIon. Daylight N SC 171 N__ olra 366C__MeficaI ______11't __ignmentrxelthand cutting up to ex thcngroad N MC L 166 Existng borrow area to be rehabilitated 132 C _ _A L L N IMC M Refermmtgatlon no I 17ewroad alignment C Refer mktigatIOnno. 3. Stabilze and protect embankaent 167 132.60 I 1II 1 1 1 L LNMMC M againstermston N SC L New road alignment C Refer mitIgatIon no. 3. Stabilize and protect embankment 168 132.90 1 _ 1 _ _L _ I I M aabt eatrosion N SC New road alignment C Refer mitigation no, 3. (Section km 134.2to 1344 3 169 1343 0 1 1tI1 1 1 a L L1N SC M Sitabgtze and protect embanktment againsterosion. Daylight N SCi ______M I_left hand cutting up to exdistingroad. Tawn. Zarima Town - approxdmately 31 mud IRefer mitigation no. 2. Compensate owners and provie 170 houses to be destroyed by the RoW width oft hr 135.5 C 1 I II 1 1 A S E SC MC H landfatrconstructiton ofnew houses MC SC M road I_ __ __I__ _ __I______I______171 Nwvriaalgmnofra136CI I III2 1ALL C; HIRealign the road between k'm'13.6. and 136.7to the left to N SC L ______protectct tiret e exitingextaikrg househouaea to the rightotrI h Town: MelekruseNider Town approximnatelylERefer mrSgation no. 2. Compensate owners arndprovide 172 mud houses to be destroyed by the RoW vidthr 0 1368 C1 I I 1i I1I A S E SC MC N land for construction ofnew houses MC SC M the moad I______I______New road alignment C Refer mitigation no. 3. (Section km 137.5to 137.9) Stabnlze 173 177.7 0 1 1 1 1 1 1 1 I I 1 L LN MC M and protect embankmnent against ermsln. MC SC New road alignment C Stabilize the existng cut fae 1174 t3 ALL C HN SC M New road alignment C Stabtilze the exlisttngcut face 175 138-40 1 II I I IA L LN SC H ~~~~~~~~~~~~~~NSC M 175~~~~~~~~~~~~~~~~~mII IM PROJECT: GONDAR - MEREB : LOT 2 Potenthialy affected envirro,nental components I values Potenitial ______~~~~Impact'A, Air Water Land Humn ue of lye characteri STE~ ActMties and associated potential Impacts Mitigation .win.. 0~~~~~ in ~~ ~ ~ ~ s~~~~~u2 a ~~~~~~ian It ti. C ~~~~~~~~~~~~~E 2- C - et o~ OS 12~~~~~.- C 20 90 New road alignment Reermtiaio roompensate farmers for toss ol 1 140 40 2 1 ¶ 1 ¶ 1 1 lB LI L SC MCMaricultural land Stabilize embankment and proteci Mc SC L ______I_I__ . __I a ainst erosionI 2New road alignment C 2 11BLM Refer mitigation no 3. Stabilize embankment and N 2 ~~~~~~ ~2 ~~~~~~~~~14101 1 LIN MC Mprotectagainsterosion (Sectionkmrl140.9to 141.1) NMc L. New road alignrment Refer mitigation no 3. StabilIze embankment and 3 142 90 2 I 1 I I i B L LN Mc M protect against erosion N Mc L New road alignment Refer mitigation no- 3 Stabilize embankment and 4 143 40 2 1 1 I I I B L LN MC M protect against erosion N MC L 5New borrow area to be established 144 C 2 12 1 1 2 11AL NM HRerrnfgono.IN CL 21 11 11 1 2 IlN C RfriiainoIN C New road alignment Refer mitigation no 3. StabilIze embankment and 6 144 80 2 1 1 I 1I tBL LN MC Mropmtetagainst erosion N MC L New road alignment Refer mitigation no 3. Stabilize embankment and 7 145 10 2 I 1 1 B LLNCMc rorect against erosion N MC L New road alignment Refer mitigation no 3 Stabfize embankment and 8 145.6 0 2 1 I I I I B L L NSC H protect against erosion (Sectionkmo145.6 to 146 2) N SC M Hew road alignment Refer mitigation no. 3. Stabilize embankment and 9 146.5 0 2 1 11 I I I 8 I N SC H protect against erosion. (Section km 146.5 to 146.8) N SC M tO 1471~~~~~~~~~~~~~~~l0I I I I I I IB II NICHpoetgiseoln(Scinm175o17)I NS M New road alignment c Refer mitigation no. 3. Stabilize embankment and 11 148410 2 I 1 I I 1 1 1 Bl LI LI N ISC H Iprotect against erosion (Section kml14735 to14.) NS New road alignment IRefer mitigation tio. 3 Compensate tanfners for loss ol 112 149 2 0 2 1 11 1 1I I 1 1 B L L SC SC H agricultural land. Stabilize embankments and protecl MC SC M ______I__ against erosion. I Town Chewber Village Refer mitigation no 2 Compensate ownersof affected 13 1495I 11 I I I A S E SC MC H Ihouses and provide land for construction of new houses MC SC M New road alignment agriculture will be affected c iRefer mitigation no 3. Stabilize embankment and 14 149 9 0 2 1 1 I1 1 I B L LNSC H protect against erosion (Sectionk IanOOS05tD150 9) N SC L 1 Extention of existing borrow area 103C 22 12 AL NM MRermfgaonoIN CL 1-Eitn borrow area lo be rehabilitated 151 1 2 I I N c RfrmiiainnoINM 17 Extention of exishrng borroywarea 1412LI MI ee igbnn.INM PROJECT: GbNDAR -MEREB : LOT 2 ______Potentially affected enviTonmental components Ivalues Potenta- ActKMKlesand associated potential Impacts Mitgatlon I =~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I ff~~~~OOO~~~ WE WEI=I New road alignment EIC Refer mitigation no. 3. Stabilize embankment and 19 '15368 0 2 1 1 I 1 1 I B IL LIN MC H protect against erosion. (Section km 1536.4to 154.7) N SC M New road alignment Refer mitigation no. 3.Sbize manetad 2916402 111 I IIIIBLL cM poec gls rso Seo a 5. o167 N MC L New road alignment Refer mitigation no. 3Copnaefnrsfrlso 21 157.5 0 2 11 1 1 1 I IIIBI I BI II SCIMC M agricultural land. Stabilize embankments and proteci MC SC m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~againsterosion. (Section hoot157 5 to 158 35) New road alignment Flcas trees will be affected C Refer mitigation no. 3 and 9. Stabilize embankmloent and 22 15 6 0 2 I I 1 lBILLNM MC Mo protectagainst erosion. N MC L New road alignment C Refer mitigation no. 3. Stabilize embankment andNS L 23 159.1 0I II II I B ILN SC M protect againsterosion. (Section Ia 159.1to 159.4) NS New road alignment Refer mitigation no 3. Stabilize embankment and 24 159.7 0l 2 1 I 1 1 I I B L L N SC M protect against erosion (Section km 159 7to 160 1) N SC L _ _ I I______Town Ber Mariam Village - approrximately Refer mitigation no. 2. Compensate owners of affected 25 mrudhouses to be destroyed by the RoWdmxi 161.2 C I I 1 1 I I I A S E SCIMC H houses and provide land for construction of new touses Mc SC M __of the roadIII IIII I III 26 IJew quarry to be restablished=a wl as ne%12 C Refer mitigation no.. CompensateSfarmeHsfor loss al Mc SC M access road to pit(crswilbafetdM sartrcultural land Ne-w road alignment Refer mitigation no. 3. Compensate farners for loss ol 27 ~~~~~~~3 0 ~~2 I~~~~ I I1 ~~~162 I 11 I B'I SC Mc M agricultural land. Stabilize embankmnents and proteci N MC L M Igainst a erosion. (Section km 162.1 to 162 7) 28Existing borrow area to be rehabilitated 13C 2 1 111ALLNM Refer mitigation no. I N MC L ______~ ~ IM New road alignment C Refer mitigation no. 3 Compensate farmers for loss of 29 163 1 0 2 1 1 1 I 1I I 1 B L L, SCI MC M agricultural land. Stabilize embankments and protect MC MC L. m against erosion. (Secton km 183.11to 163.55) New road alignment C Refer mitigation no. 3 Compensate farmers for loss o 30 164 9 0 2 1 1II 1 1 I B L L SC Mc M agricultural land Stabilize embankments and protec MC SC L ____ aa__ialnsterosion --- Road horizontal alignment M, Realign section between km 164.95 and 165.15 further t 31 165 I I I I I A L LI N M H tiherlght tDowvid the dangermus curve at km 165 N SC L New road alignment C Refer mitigation no. 3. Stabilize embankment and 32 166.1 0 2 1I 1 I B L L N SC H protect against erosion. (Section kmn166.1 to 16625) N SC M _ M _ Newroad alignmentC ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~---Refer mitigation no 3. Stabilize embankment and 33 166.60 2 1L I I N SC HI protect against erosion. (Section km 166.610o166 7) N SC MI M PROJECT: GONDAR -MEREB :LOT 2 ______Potentially affected environmental components I values Potential ______~~~~~~~~~Impact15~ , "I I1~~~~~~~~~~~~~~~~~~~~~~~ Activities and associated potential impacts Mitigatlon B~~~~~~~~~~~~~~~ L E~~~~~~~~~~~~~~~~~~w Now road alignment Refer mitigation no. 3 Stabilize embankment anc 34 167.1 0 2 I I I I I B L I' IN SC H protect against erosion (Section km 167 1 to 167 25) N SC M New road alignment ' Refer mitigation no. 3 Stabilize embankment anc 35 168 90 1 I B LLI N MC M protect against erosion. N MC L New road alignment Refer mitigation no 3. Stabilize embankment asc 36 169 30 2 1 1 1 1 I B ILLN MC M protect against erosion. N MC L 37 Trees will be affected 170_2I 1I1 A L WMC N H Refer to mil ration no 6 N MC M 38 Existing borrow area to be rehabilitated 103C 2 1 L m Refer mitigation no. I N MC L New moadalignment Refer mitigation no 3 39 1030 2 1 3LLN MC M I New road alignment Refer mitigation no 3 Stabilize embankment and .40 170 5 0 2 11I I I I1 B3 L LN SC H protect againsterosion N SC M New road alignment Refer mitigation no. 3. Stabilize embankment and 41 170 90 121 1 1 1 1 I 1 1 1 lB IL LSCIMC M protect against erosion (SectonIon170O9 to172 2) MC SC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for loss of agricultural land. New road alignment Refer mitigation no. 3 Stabilize embankment and 42 172.6 0 2 11 I 1 I I I I B L LSC SCI H protect against erosion. (Section km 172.6 to 173.7) MC SC M m ~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for loss of agricultural land Road horizontal alignment Realign section between km 172685and 173 4 further t c ~~~~~~~~~~~~~~~~~~~~~~~~~theleft to follow the existing road and to avoid thb 43 173 I 1 1 1 1 I 1 1 1 I A LLI SC SC H extenslve cutting between km 11l3and 1173.2.Proposed N SS L attemative alignment will reduce the culvert lengths ______~~~~~~~~~~~~~~~~~~reouired 44 Existing borrow area to be rehabilitated 13 C 2 21 ALL N M Refer mitigation no I N M Town Adi Aikay Town Refer mitigation no. 2. Compensate owners of affected 45 1741C1I 1 1 I AIS E SC MC H houses and provide land for construction of new houses MCI SC IM 46 Existing borrow area to be rehabilitated C17 2 I I A L L N MC M Refer mtigation no. 1 N MC L New road alignment Refer mitigation no 3 Compensate farmers for loss ol 47 175 10 2 I 1 1 1 II lB L LSC CCMagr riculturalland MC MC L 48 New borrow area Ic be established 153C Refer miiainnHUomest amr frls CS ______igoculturaliculuratlan land~~~~~~~~~~aq New road alignment Refer mitigation no 3 Compensate farmers for loss ol 49 179 6 0 2 I 11 1 1 1 i BI L L SC MC m lagriculturalland (Sectionkim'179.Bto'1799) MC MC L. N'ew road alignment IRefer mitigation no 3. Stabilize embankment and 50 16020 2 I I i I B IL L N SC H protect against erosion (Section km 180-2to 180 7) N SC M PROJECT: GONDAR -MEREB :LOT 2 Potentially affected envtronmental components I values otntia Air Water and umnue tauQuality oft tile sationcharacteri U' E~~~~~~~~# Actil.ltes and associated potential Impacts Mitiation E~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ o . 'a 41I~~~~~~~~~~~~~ ' v~~~~~uo~~~~~0&8 0 -~~~~~~~~ New road alignment Refer mitigation no. 3. Stabilize embankment and 3 5 1 1808a0 2 1 1 I I I 16I LI L SC SC H protect against erosion. (Section IonlIBOS8toIB1 2) MC SC M M ~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for loss of agricultural land ___5 Ficutree___baff_ ted1_0__C____2___22__ F- A L W MC N H Refer mticiotion no 9. N MC M 53 Existing borrow area to be rehabilitated cCs 12 1 1 A L LN C RfrmdaoI o N MC L 54 Few trees will be affected82C2I 12222IAL.M. H ermkaono9 N CM -55 Ficus trees will be affected 824C2I 1 22IIA LW MC N HRefer mitt shon no. 9. N MC M Now road alignment Refer mitigation no 3. Stabilize embankmnent and 56 183 4 0 2 1 1 1 I 1 1 18LINS Mpottgasersn.(Section km 183.4to 14.. N SC L ~ Existingarea to be rehabilitatedMborrow 1I A~ L CNRfrmtgto o MC Exisging borrow area to be rehabilitated CRefer mitigation no. I 575 CM183 2 1 2 1 11A LLNMCM ~~~~~~~~~~~~~~~~~~~~~~~~~~NMC L. 59New quarr lo be established as well as ne 8 ICM I II III2 IAL NM MRefer mitgaston no.l N MCIL a_ccess roadto pit 2 AL M ' New toad alignment Refer mitigation no. 3. Stabilize embankmnent and 60 185 3 0 2 I 1 1 1 I B LL.N MCMN protectagainstermsion [Secttonkm11853to 1858). N MC L 81 Ficus trees wAIlbe affected ____5 .221 I A L CN H fr mtnton no9.N CM Niew road alignment Ree mtgtion no. 3. Stabilize embankment and 62 185 9 0 2 I I I I I 1 B LL1N SCH protect against erosion. (Section km 15 85 to 186.65) N SC M New road alignment c Refer mitigation no 3. Stabilize embankment and 63 187 0 2 I 1 1 I I i B L LN SC I protect agaeinsterosion. (Section kmn187 to 187.5). N SC M 64 Natural bush will be affected 173C2 1 121I 2 2II A L W M N oRfrMitia in no.9.NM M 65Existing borrow area to be rehabilitated 8 C8 2 1 ALLN C Refer mitigation no I N MCI L 86 Extention of existing borrow area 187.9 C 2 2 I 1 I 1 1I 2 1AL N C Rfrmtgbnn N MC L New road alignment c Refer mitigation no 3. Stabilize embankment and 67 1882 0 2 1 1 1 I 1 1 L N SCM protect against erosion. (Section km 188.2 to 188.45). N MC L. -M ______N.ew road alignment C Refer mitigation no 3. Stabilize embankmnent and 68 ISO 0 2 i I I B L LN MC M protect against erosion. N MC L ______M I ______I_ _ _ New road alignment C Refer mitigation no. 3. Stabilize embankment and 69 191-80 2 1 1 I 1 8 L LN SC M protectagainst erosion. (Section km 1918 to 192.55) N SCI I ______~~~M ' I______70Existing borrow area to be rehabilitated 11925C 2 21 1AL N C Refer mitigation no I N MC L 70e linen Ma CI C MRefer mitigation no 3 StabilIze embankment and 71 1928 0 2 I 1 I I 1 B ILLS M protectagalnsterosion (Section km 19275to 193.1) MC SC IL ______I NIM ._ __._ __._ __._ _._ __._ _ _ _ PROJECT: GONDAR -MEREB :LOT 2 AcIMlirspotentialtetialy and associated afecedImpactmetalsompnenMivaiesationia o C U~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Ali Water- I Ln Huma_use_Qualit_ eit _ _ _ _ _ Town:sme mudhousestouya Vilage b Rfer miigatio no 2 ompenialefowers ofaffec E 74Somerees aindb affecited poAtenMtiaHRelrImpaacnts. N Ce Newroad alignment Refer mitigation no 3.Mtgabtle S~~~~~~~~~~~.9 manonta 75 193 0 2 1 I I1 1 B L N MCM prtectaalnstrosin. (Sctionrnll43tol46).E MC 76 Sometreesilt be ffecte 1 A IW MC N Referitioatin no.9 N MCE Newroad alignment Refer mitigation no 3 StabIlize embankment an~~~~~~~~~~~~~~~~~~~~~~~~~3 1962 0 1 2 1 1 1 1~~~~~~2 ( 1 B. L~I0 SC MCMpoetaanteoin(eto m159W 65) NICL IE 79 n uaVllg oemu ossoeRefer mitigation no. f fece N MCesaeLer New road alignment c Refer mitigation no. 3. Stabilize embankment and 73 199.5 0 2 11 I I II I I B L L N MCM protect against erosion. (Section km199.45to19936). N MC L New road alignment Refer mitigation no 3. StabilIze embankment and 75 194980 2 1 I 1 I I IB L L SCMC M protect against erosion. (Section kmn199751to20456). NM L 76SmEitings borro aralbe rfehabilitated 22 MC 2 1A N HRefer mitigation no. 9I N MC L Nwrown.Maylsgnent Tos apoiaey7 Refer mitigation no. 2. Compensate owbnkerstoandct 83 mu1ose9ob dsryd yteRo9il 20 C 21 1 1 I I1 I IA SL SCNMC HM ose protetgn idsteroland foreconstcIon19 ofsaw3) hose MCC M New road alignment SMC Refer mitigation no. 3 Stabiliza embankment and 88 207 0 2 1 21 1 1 I 1 1 B L L CM protect against erosion (Section km 207.15to 207.35)MC MC L M Compensate farmers for loss of agricutltural land. New road alignmentC Refer mitigation no 3. Stabilize embankmnent and 8o 19074 0 2 I I I I I B L L N MC M protect against erosion. (Section Ia219745to199 6). N MC L ______mIII I PROJECT: GONDAR -MEREB :LOT 2 Potntafyevionmntl ffete mpnens alesPotential - Acttuties and associated potential Impacts A Ls~~~~~~~~~~~~~~ C ti~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ C ~~~~~~~~~~~~~~~~~~~~~ New road alignment~~~~~~~ .Refer mitggation no. 3. Stabilize embankoment and 90 208 70 2 I I1 1 1 11 11 1811 SCIMC M protect against erosion. (Section km 208.7 to209.11) Mc MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for loss of agricultural land. N4ewroad alignment Refer mitigation no. 3. Stabilize embankonent and 91 2080 2 I11 I BI L SC MC M protect against erosion. (Section km 209.8 to 210.15) MC MC L 209611 2 'I 11 ~ ~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for toss of agricultural land. New road alignment Refer mitigation no. 3 (Section km 2106 to 210 85) 92 210 6 0 2 I Il 11l I 1ElI I LL SC MC M Compensate farmers for loss of agricultumslland. MC MC L New road alignment CMRefer mitigation no. 3 (Section kmn212.3 to 212 7) 93 I I 1 I3 1 1 I 1B LILIMC MC M Compensate farmers for toss of agric~cttural land Mc MC I New road alignmentl Refer mitigation no. 3 (SectIon km 213 8 to 214) 94 23 01 1 11I I1811 SC MC M Compensate frmers for loss of agrlcultural land. MC MC L Nemvroad alignment CRefer mitigation no. 3. (Section km 214.2 to 214.4) 95 24201 1 It1 1811B SC MCM Compensate farmers for lossofagricultural land. MC MCIL 96 Wet land willbe affected __1_ _ 1 1 21 1 A L L SC N IH Refer milloaton no 8. N MC M New road alignmentC Refer mitigation no. 3 (Section kmn2115.1 to 215 9). 97 215.1 0 I 1 1 I1 I I8 1 LISC MC H Compensate farmnersforloass ofagrlculttaral land. MC MC L New road alignmentC Refer mitigation no. 3. Stabilize embankment and 98 21I I 2 IB L1L N MC M protectagainsterosion (Sectionkm2l6.1 lo21635). N MC L Town. Amba Madre Town -approximately 2Refer mitigation no 2 Compensate owners of affected 99 masonry houses to be destroyed by the RoW 218 C I I IIIII A S E SC MC H houses and provide land for construction of new houses MC SC M width of the road II 10Destruction of existing huts (3 No) 218 1 C IIALLS Compensate ownters of affected huts and provide tand MCS- I ~ ~~___for construction of new huts New road alignment CRefer mitigation no. 3. Stabilize embankment and tot 219.3 0 2 2 1 2 1 I 11I B L L N Mc SC protect against erosion. (Sectionkm 219.3 to 220 25) N MC L Road horizontal alignment Realign section between km 219.5 and 220 further to the 102 219 5 C 2 1 1 I I 1 Al LI N SC H leftto avoid thehighlfills on the rlghL Cut sfopes are N MS M 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~vernystable In this region. New road alignmentC Refer mitigation no. 3. Stabilize embankment and 103 220.7 0m I1 i t L N MC MIprotect aqainst erosion. (Section kmn228,2to 2283). N IMC L Town: Fadika Village - approximately 2 mud Refer mitigation no 2 Compensate owners of affected 104 houses to be destroyed by the RoW width of the 228 C I I II A S E SC MC H houses and provide land for construction of new houses MC SC M ___roadI I New road alignmentC Refer mitigatin no. 3 StabIlilze embankmnent end 105 228 2 0 1 IIIB L 1L M protect against erosion (Section km220.7 to 227.7) MC MC L PROJECT: GONDAR -MEREB :LOT 2 ______ Potentially affected environmental components I values 1'trtai C0 ______~~ImpactV,t Air Wvater Land Foa& Human use Quality of Itte characterl O' tauna sation E_ ActNties and associated potentila impacts to ot Mitigation 8to toni V Eo 2C oa.~~oto to~ 8 8.aE New road alignment 6 -- -I- Refer mitigation no. 3. Stabilize embankrrnte ano 106 2286P0 1 I I I1 8L L N MC M protect against erosion (Section km 228.8 to 229 3) N MC L Tekeze River bndge Structural integrity of bridge deck to be checked Bridge 108 295CI I I I A S E N SC H deck appears to be sagging on one of tire spans N SC LI 19Destruction of existing hots (4 No)296cIII A S Compensate owners of affected huts and provide Iand MC SC L ______~~~~~~~~~~~~~~~~~~~~~~~forconstruction of new huts Now road alignment Refer mitigation no. 3. Stabilize embankment and 110 229 7 0 1 1 1 1 1 1 0 L L N MC M protect against erosion. (Sectlon km 229.7to229 8) NMC LI New road alignment Refer mitigatbon no 3. Stabilize embankments and III 230 70 2 1 1 I I I 1 BL L I N SC H protecteagainst erosion (Secion km 230.7 to 238 4) N MC M - m I . 1~~~~~~~~~~~~~~~~~ee mtgtinn 1NM 112 Existing borrow area to be rehabilitated 22 CI 211AL N MC M RfrmtglonoIM L New road alignment Refer mitigation no. 3 Stabilize embankment and 113 238 6 0 I I I I 1 i 18 L L SC MC M proec against erosion (Section km 2386 to 239.11)MC MC L m ~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for tossaf agricultural land. .114 Few tukuls and crop landwvllbe affected 239 0 C 2 2 2 1 I 2 2 I ALI L SC N H Refertomitigationno 2 N MC N4ewroad alignment c Refer mitigation no. 3. Stabilize embankmnent and 115 239 20 1 1 1 1 1 I 1 1 L L.SC MC M protect against erosion. (Section km 239.2 to 239 45) MC MC L m I ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers forloss of agricuftural land. I 118 Destruction of existing huts (2 No) 239.3 C I1AL IS N H Compensate owners of affected huts end provide Ianc MC SC L I I I I I I ~ ~~~~~~~~~~~~~~~~~~~~~~forconstructirr ofnew hat 117 Ns uMt eetbihd20c 21 111 11 11 LLS C m Refer mitigation no.1. Compensate farmers for loss o MC SC LI __ I Iaricuftural land N~ewroad alignment Refer mitigation no. 3 Stabilize embankment anc 2 4 24 2 118 240 0 2 11 1 1 1 1 0 I L SC MC m protect against erosion (Secion km 0to 0 5) MC MC L~ m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Compensatefarmers for loss of agricultural land. New road alignment Refer mitigation no 3 Stabilize embankment end 119 241 10 1 1 1 1 1 1 1 I 1 BL LI SC MC M protect againstermsion. (Section km 24t.1to 242) MCMC LI mI - I C~~~~~~~~~~~~~~~~~~~~~_ompensate farmers for loss of agricultural land 120 Soil erosion due to existing road 242 4 IM II II I II I I 1I A IL N SC H Stabilize the existing embankment N SC M Town AdiGerbirultown Refer mitigation no. 2. Compensate owners of affected 121 I43IC 1 1 11I A S E SC MC N hoiases and provlde land for contstruction ofnew houses MC SC M Nowvroad alignment Refer mitigation no. 3. (Section km 248 05 to 246 35) 122 2461110111 B IL LISCI N M Compensate farmers for loss of agricultural land MC MCIL Extention of existing borrow area24 Rermigtono New road alignment I Rater mitigation no 3. (Section kmn251 3 to 25155)1 124 251 3II I BL LI SCI N IM Compensate farmers for loss of agricultural land MCM CL PROJECT: GONDAR-MEREB :LOT 2 PotentWialyaffected environmental components /values Potential S - Wate Lnd t yt Human use Quality of life chamrcterr 0 e Air Waler Land faunCalb sation E E Act_ftres and associated potential pacts _ C itigation on E E 9 E8d o ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~S ______-*~~~~~~~~~~~~-6-u _5 W 125 E2istig bw os lb r d C | tAi-iL| L t SCN | MC M Compensate farmers for loss f agricultural land. MC|MCE 12 EsNew bortadalignmeanto be 252 _att _2 2 2 _ _M ______i Al LI M Refer mitigation no I NSMC L New quarry to bo established as well as n_ 253.8 C 2 2 2 I 1 1 R mitigation notiomsate farmerkfor lo o M 26accessoroadto pit 2511281 ALL S M2 M2MC SC2 ___ o~~~~~~~~~cIgriculturl land S 1 ew 2gnment -5r4oaalC L Refer miigation no. 3. (Secon km 254.7 to 254.9) 129 254.7 0 1 1 11 1 1 1 | | | 1 A | L L SC MC M Compensate farmers for loss of agriculthral land. MC MC L 13t_Newroadalignment C ______1__ 1____M______Newoad alignment C Refer mibgation no. 3. Stabilize embankment an 128 26.5 1 1 1 1 I | I |L |L NMC M protect agalnsj erosion. (Secton km 255 to256) MC MC L 1Rd ol riondta alignmen i Realign secton between km 255 end 255.5 to the right 129 Indabagun tin 255 C _ A L L SC SC fMoloirWbhealignment oftheexsngroad up tokrn 255 5 MC 1370e odainenTown: Town Indabaguna~ 266 5 CRefer ______1___ 1iB|L|LN|0 M tntroducemitigation a now curveno. 2. between Compensate km 255.5 owners and of258.3 6).affecte L N3w 2605linmptC11111 t A S E SC MC H houseseand Provide land for construetion of newhouses MC SC m 13Nofewroadaignmdento 619l Cxsigeoingle Refer mitigation no 3NN L soi e rrosonarea to bexitnrehobiongitaey 262.7 M I I IA L LIS N Rehabilitate the existing erosion guIlaeyby means ol N- C 133 26'c2acklitfinq ___g_ 133exitn brrowdarineanto bereabliatd2 1 ItALLI MCM Refer Mitigation no I N MC L Ne radaigmetC Refer mitigation no 3. Stabilizeemakntn 134 ~~~~~~~~~0 ~ ~~~~~264.51 B L L N MC M protect agantersoeSeto mb2645eto26a8.n; M Soil erosion due to existing erosion Rehey abiintaeteeiinerosion guelolke24ytby4mean o MC- 135 guiley ~~~~~~~~~~~2649 IMI I A LL ISC- MCmM ea easo N MCteeLigersongieYb 136 Disturbance265 1 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~bacifrillinacto existing graves M 136 rosadralincentoexsiggae 6 A S L N N M iRealtigntheroadfurthertotheleftbetweenkm2648andNN ______265 to protect the existing gravesN N L New65roodalignmentN C Re~fermiigtin ~-no. 3. (Section km2656 to 265 6). 137 N MC L~~~~~ PROJECT: GONDAR -MEREB :LOT 3 ______ Potentially atiected environmnentalcomponents Ivalues Potenttol o 0 ______~~~~~~ ~ ~~Impacti5 Aft Water Land Human use Qualtty of tIle Sto Activities and associated potential Impacts Mtgto a'~~~~ a' ~~~~~~a'i ~~~~~~~~~~~E C C ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~01~~~~~~~~~~~~~~~~~~~~~~~~~~~~1 N4ewroad alignment - C Reter lorigationno 3. Compensate farners tar loss ot 1 ~~~~~~~~~~2684 0 1II1 1B ILI LI SCI MC M agricuftmurattfand.(Sectlon kmo2684to 268 65)- MC MC L New road alignment C M Refer mItigation no. 3 Compensate tarmers tor toss of 2 269.5 0 I II L LISC MC Magrtculttrraltland. (Section0ktt0269 5to 269 8) MC MC LI New road align,ment C Refer mitigation no. 3. Compensate farmers tar toss of 3 270.3 01 I1 1 1a L I SC MC M agricultural land (Section km 270.3 to0270 45) MC MC LI 4 Exslstngborrow area to be rehabtitated 27 4 ALL C Refer mtgto oIN C 2 7 5 9 C~ ~~2I ~~~~~ I ~ ~ A~~~ I NM iiaton C New road alignment C Refer mitgation no. 3 Compensate farmers tar toss of it 277 60 21 1 11 1BI I ILSC MC Magrlcutmturaltland (Section km 277.55 to 2779) MC MC LI ______M I rNewsborrow area to be established CRefer mitigation no. I Proposed borrow pit location Isvery 6 213 121 222121 1 1II I IA L ILN MC H closeitothieexistitghotelandotherhruts Dustandnoiseto MC MC M I I II I I~~~~~~~~~~~~~~_be restricted at the eslae. 7 iTown.Shire Tawr 282 C Ii 1 1111 A SEN N MMRefermtdgation no2. N NI aExisting borrow area to be rehabiliftated 26 C 2 2IAL NMC Refer mf_a_o o IN C New road alignment c Refer mitigation no. 3. Compensate tanrnerstar toss ot 9 286.8 0 ~ ~ ~I ~ ~~II ~ ~~~~~~~~~1IB I LI LSCIMC Magricultural land. (Section kmo28681to 287) MC MC LI New road alignment Refer mitigation no. 3 Compensate tarmets for toss of 10 28101 1 i I 1 i B I LI LSC MC M agilculmturaltland (Sectin kmn288aIto288.35) MC MC LI New road alignment Refer mitigation no. 3 Compensate farmers for loss at it29. 1 I I I I B L L. SC MC M agrkculturltland (Section krm289B5 to 290.15) MC MC LI New road alignment Refer mitigation no. 3 Compensate farmers tar loss ef 12 290I3Ia1I1IB L ILSC MC Magriculturaltland. (Sectlonkm 290.3 to 290 5) MC MC LI 13Existing borrow area to be rehabilitated 2 C9 ALL C Reftertgto n.IN C 110wroad alignment C Reter mitigation no. 3 Compensate tanners for loss of 14 291-2 0 2 1 I I I I I B L L.SC SC Magricultural land. (Section ton 291 210o291.7) Stabilize ont MC SC LI ___M prrotecteebankment agalnsiterosion 1Exsigborrow area to be rehabilitated 24C 2 1 211 M Riefer mitigation no. I N C 16 294 7 0 1 I 1 B IL I LSC MC Magricultural land. (Section km 294 7810o294.9) MC MCIL iNew road alignment C S C . Rete,r mitigation no. 3 Compensate tanners tar loss 8 of 17 300 8 0 I I 1 1 1 B I ILCM agricultural land (Section km 30( 1o301) MC MC LI ___ IM - Road horizontal alignment Realign section between km 303 15 and 3034 by 16 ~~~~~~~~2 C I ~ ~~~~~~~303I A L LN N M lengthening the curve length at km 303 3 and joining wft N N LI M two straight sections to the curves at 303 1 and 303 4 19Road horizontal oligoment 3(3 C L N Realign section between km 303892and 30403 by N N 33 M I I straightening this sectionat road I I LI PROJECT: GONDAR -MEREB : LOT 3 ______Potentially affected environmental components / values Potential a AIr Water tLand Human use Quality ot ide saEnE1 Mitigation AcWttriesand associated potential impacts E ~ L, - - ~ E ~ ~ ~ ~ aktfhn Ertentionarea of existing c~~~~~~~0I!borrow REe miiainE.INM itI21 N cM Reatlrmtiationhno. 3 Compenostenfaumers tarmloss of N C eradln I SonewoindeioeitnaliyIgnment LLS CMagrckultrlnand(eto m05s0.)M C 22 30ti.85 0 1 I 1 I 1b Refte mitigation no. 3. Compensate farmers fta loss of Newroa d alignment I BLIL SC MC M agricultural land. (Section km 306tito 306i g) MC MC L 23 306.5 0 2 I 1 1 1 Reer mtilation n.1 N M Newestablshed quary Is b Rater mitgation no. 3. Compensate farmers tar lass of New road alignment SC Mc M ogrlcu,mturatland. (Section km 306 8tDf3D095) SEen MC SC L 23 ~~~~~~~~~306810 2 I1 1 I I ¶ BaLL A IL W MCIN RefHmpengateo no.ver s1 ~o re elsMC Ni N 24ewquarytopa stablsean.3c 1 2 221221 Reermtigation no. 3 Cmest amr a oso New road alignment 1 BLL SC MC MI agfriclua ladmSeto m 1o312NCMC L. 25 301 11 1 mitigation no. 2. Compensate owrnersaoraleected Townroad ralranenTOWRefer 1 ALSL SC MC MaN utousellandprvlecandfronkmtrctio3n9fSthbuszean MC SC M 29 1081012 1 . roetemabankmaenthexgatingt erosion.gle yman f NM 31 ~~~~~~~~~~~~~~~~ I II by NomMCfty Eristing borrowC area to be rehabilitated ~~~~~~~~~~~~~~~~~~~~~reftertmtgtionb dno Refer mitigation no. 3. Compensate farmers for tossof N4ewroad alignment 1B SC MC M agrIcultural land. (Section km 3184to 312.2) Saiie Mc Sc M 33 3124 0 2IaLLI 1 1 Refer mitiigation no. 3 Compensate farmers oforalossted Tewnrodelinentak o I A.B E SC MC MHarIultuadralid land. fo(Se trction of3Inewoh319.5 Mc MC I 3d 7 C 112 mitigation no. 3. Compensate farmers for lass of kmra linetRefer M agrlcufturat land Setnm2I1f315)MC MC L Extentionarea o extsting orrcw 2 2 11 1 I I 2 L L SC MC RabUtemigateitnno.3g Crsompnsatey farmersfrnos of f olewoindetoeitneradioalignment I ALBI SC MC Mbagrcultrlland (ScinkN2.1 2.)Mc MC 3i3155 I motlgation no 3.Cmest amr o oso lEwitn boroadalInento bethblttdcRefer 1 ALB ISCMcN M agiutrlln.(etonkN2. o318CMC L 32 31I CIM I Refer mitigation no. 3. Compensate farmers for loss of -emroadH alig-nment c 1 LB C CMagriculturalH land. (Sectoan km 3221814323.55). Stabilize adMC MC M 39 3224 0 2 1 I 1 1 1 1 1 m p~~~~~~~~~~~~~~~~~~~~~~~~~~adrotectembankment agaisst eotsion, PROJECT: GONDAR-MEREB :LOT3 ______Potentially affected environmental components f values Potential 8 Flor ~~~~~~~~~~characterla i Air Water and fna Human use Ouallty of Iffe satfon- Actsties and associated potentlal impacts 00iigto fx m E 5B o E o 91010to c (9 tfl Coi LwsU BxI . u-a , 0 LE So" rosonroa ue o eWln IRhabftae teeeistng eosin g le bymeas o 40 4 32M I I I I 12 1AL LM SC H ackfilingInstll aequat enegy dssiptory easues NSC - Sotl erosion doe to existing eroadngle eaiitt h ksigerso ul maso 41 32346 M I I I I I I 1 2 I1A L MCSC HC backifUitng Install adequate energy dlsolpatory measures N SC .M New road alignment Ree fgaonn.3Cmest anrsorInf 42 32.301 1 1 11B L L SC MC M agricultural land. (Section km 324.3toD324.5) MC MC L New road alignment Refer mItIgatIon no. 3, (Section km 324.65 to 324 8) 43 324 7 0 1 1 1 1 1 I I B L L NH SC HStabt,tze and protest embankment against erosion. H SC M New road alignment Ree iigto o3. Compensate farmers for loss of 44 32 I II I B L L SC M agricultural land (Sectlon km325f.2 to325.4) MC MC L New road alignment Refermtigation no. 3 Compensate farmers for loss of 45 35601 1 1 1 18 L L SC M agrlcultnirat land. (Section km325.55 to 327 5) MC MC L N4ewroad alignment Refer mitigation no 3. Compensate farmers for loss of 46 3.101 I I I I B L L SC MC M agrlculturalland. (Section km326 Offto 326 2) MC MC L. Sotl erosion due to existing erosion gulley Rehabilirtatethe eaxisng erosion gulley by means of 47 327 PA 1 1 I 1 1 I A L L.SC MC H b3ckfflling. Install adequate energy dissipatory measures N MC M New road alignment Refer mitigation no. 3 Compensate farmers for loss of 48 327 1 0 I II 1 1 1 1 I 1 I LSC MC Hagricultural land. (Section km 327 to327.2) MC MC L New roadalignment Refer mitigation no 3. Compensate farmers for loss of 49 327I 0I I I B L L SC MC M agricuttural and (Section km327 3 tD327 5) Mc Mc I 50 Town Wekro Towrn 3277 11111I A SE N N MRefer mfflatlon no. Z NHN New road alignment Refer mItigation no 3 Compensate farmers for loss of 51 3301 0 1 1 1 1 1 1 I I B .L LSC SC Hagricultural land. (Secton km330.1 to331 6). Stabitze and MC SC M ______protest embankment against erosion. New road alignment Refer mIrigation no. 3. Compensate farmers for toss of 52 331ff 0 I 1 I I B L SC SC Hagricutturaltland. (Section km 331.8 to333) Stablize and MC SC M ____ protect embankment agatnst erosion. h4ewroad alignment Refer mBgation no. 3. Compensate farmers for loss of 53 333 4 I I B L L SC SC H agricultural land. (Section km 333 5to 335 6) Stbifuze and MC SC M ____ I I __Prntedt embankment agatnst eroslon.I 54 Exising borrow area to be rehrablraated 337CM 2 2I LL N C Refer mBtgation no I N MC L 55Eucallpfus plantation and wet land millbe aff ected 335 0 C 2I 1221221 cN Refer mBOgatonno 66& H. MC M 56Existing borrow area to be rehabfl noted 358C 2 2 ALL N C Refer mitigatkio no I N MC L fjei', roadalignment Refer mitigation no 3Comenste3 Compensate farmersarm rsforlos for loss of~~~~~~~~~~~~~~~no t I I 1 1~~~~~~~~ffB. I t SC Mc Mkgiutrllad(etolm 336 71038)MoM PiROJECT: GONDAR-MEREB :LOT3______Potentially affected environmental components I values Potential0 C Afr Water Land Foa& Human use Ouallty of life cain faua nhn MIIato Actrvities and associated potential Impacts S 0- a w 6~~~~~~~~~~~~~~~~S~~~~~~6!~~~~~~ Hew road~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ L SC MC M agricultural land. (Section km 339 to 339.25) MC MC I.~~~~c 60 I 1 tu C 1 I I IB I I C c mpengat nno3 accori10lyCmpfarmers sae NOf Crp lanrelIgnmnt wIllbe afected 341. CRef2er 1A 61 'tad B L C C Ret0aginulturel exstng. alecionmt bewen kmat342 5)Saiz and McmC 5 e r-oadhronaal lignment m pro~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~332tcemanoIdmestructionsotiehsoIa uilsearosson mIttIgationno1. INMSC M Road realignmentan 3426 may affect archaeological~~~I LLNMcMRefer 1A L SnN H lnonst 3areraCcordengly. faNerMCroso 64 rodCro reaignmetlandintl e affcted 34288C 2 21 2 SC MI IRefer mitiato noM.CopestefrmrCfrlLso 1ew road alignment 1 I' LIL1 SC SC H agrlcultural land. (Sectlon km 3539fo 3S925). ta en MCS M 60 5. 0 I I I I I11 H CmefenstIatioRmI norera.ccompensate famr fr' N SCM Ententonborrow ofarea- exising IN MCkCm 11 1 1A I L SSC C gdutrafnkmSctok3S.t 342 tbieand 67 dra rulndwl e fetd 34152 C 2 1 1. 5 Reaintheembafnk lgmentagintweeroin. 3ealig the section kmco3o7 the357.7tora follow stheexi ostin Road horizontal alignment I I I A I I SC SC RHdasign a rtoadclnotstelypnd posedtOalign bmentatsf 68 357 I 1 1 1 1 I H hfelerfta tightcurv aegunceSC- mItgation no. 3. Compensate farmnersfor loss of New road~ ~ ~alignment ~~~cRefer H agrlculmturalland. (Sectlon km354B32to355.3). Stabtize and MC SC M 35823 0 1 1 1 1 11 11 11 I B L LI.SC SC 68 e od lgmn m l~~~~~~~~~~~~~~~~~~~~~~~~~~~iprstectembankment agaInst eroslon. l Al D L SCW Mc agicltralnd fetd 35500 C 2 2 2 2 I I i2 71_helndadeclytsWl b farmers far loss of IRefer mitgation no. 3. Compensate 7 - New road algnment CM agrlcultural land. (Sectsn km 355.9to 35 ) StbieadMC SCMI 67 a5 toem ectigtonno 65 t&357. oNolowMC MLsn - Road hreznalgnm ntmayt afetltad ad392Referg L If mitgtonenos I Compnsaten fam ers8for losnsof a C MC existingLborrow arealCgRefer land.cuveseuec 68 t57tIn 73 a~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~rghtculetul Rfrmtgtion no. 3. Compensate farmnersfor loss of road alignment New 1 1 L1I1 SC M agricultural land. (Section km 360.Ito 3861). Stbflie and MC MC MI 74 21B 1 I 1 1 1 ~~~~~~~35 I B I I H MC M StabilIze andIproembankmenttect against erosion.N MC . 75 1 I I RefermItiatIon no. 3. C-ompensatefarmers for sossof New road alignment Mc MC L I I I B L L MC MCIM agricutturalland. (Section km 359.to 3593) 76139 1 Refer mitigation no 3. Compensate farmers for loss of N1ewread alignment SC MCM agIul aland. (Sectlon km 3B31to 3619).tblz n MC MCLI 360 1 II I~~~~aL1L M= ... k.laanteoln 77~~~~~~~~~~~~~~~ PROJECT: GONDAR -MEREB :LOT 3 Potentfally affected enuhonmentat components / values Potentbl - S . ______he~~~~~Ipact B Om & ~~~~~~~~~~charactetl.0-i Alr Water Land fauna Human use Quality ofte satlon - E E o AcMf ies and assoclated potential Impacts E : MitIgatIon -a c~ ~~ ~~ ~~~~ 78_gJ>_ 3655 ea 8 _ _ 4ewroad alignment80 Ahlutw N beS hou_atteed 0 93;8.0C AC _ o_ _ 2 _ _ 12 '- IL u-X< L' IZit oI I_ i2H' p.Refer mRIgaton21- no. 3. Compensate3n *E tarmers)S for tossead of i L 78 358 0 1 IB L I SC MC M agrtcuturalland. (Sectionc 3368to3;59)Stabtze and MC MC L 87 ecled .brouseswl368.0 M 2 2 1 | | | 1 | | | | 1 B | L |LSC|SC M or_otect embankment agaInst erosIon. 90E be a C _ 2 _Ao1bo1 2 1 _| _h I A I M mpensa Uownersccon N SC New road alignment C Refer mItgation no.3 Compensatetarmers forloss of 783ToweolnAdlAuentowedtngraNt 3711M_359 511_1C0C 1 1 11 |11I 11|||1 IBtSC ASEI N MCN M Refermitgattheorsnno.agr3culturaland (Sectonkmn369.4to370). easoStabme zeand MCNrso MCNulyb L M Newrt proted embankment agatnst erosion. New roadallgnment CRefer mItgatIon no. 3. Compensate ranners for lass of 82 370 0 1 | | 1 B L L SC MC M gricultural land (Section km 370.1to 371.65) Stabtze MC MCiL 9S IT o w I I1 I In ad protet embankm_oen_tagainst erosion. 83 o eoind toe eiting rod371.1 M 1I 1111A LI LMC SC H Reabtltate tIheexlsittg eroston gutley by means of N SC M ______~~~~~~~~~~~~~~~~~Ibackfltttog New roadalignmentCMI Refer mitigation no. 3 Compensate farmers for lass of 54 37 01 11 IB I L SC MC M agricultuarl land. (SectIon km 372 to 372.2) MC MC L New roadalignment CRefer mItigation no. 3. Compensate farmers for loss of 55 373 5 0 I11 1 1 B I L.SC MC M agricultural land. (Section km 373 5 to 375.3). StabIlIze and MC MC L M p__mtect embankmnent agatnst erosion. Road horizontal alignment C Realign sectIon between km 373 8 and 374.1to follow the 86 374 I I I I IA L LSC SC H ~~~~~~~~~~~~~~~~~~~~~~~~~~~~exIstIgroad up to 374.11.Insert right hand curve between MC SS m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~374.11and 374.35 followed by left hand curve to 374 6 In order to reduce the cuitareas. flew ~road ~arrgnmenf ~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~ Refer mItIgatIon no 3. Compensate tanners for fans of 87 375-91 1 1B L L SC, SC,M agricultural land. (SectIon km 375.9 to 377.5). Stabtlze and N MC L ______protect embankment against erosIon. Road hrorzontal alignment Realign sectIon between km 375.8and 376.1I1tfollow the exitrtIg road Insert left hand curve to 3764 and realign the C ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~proposedroad farther to the left tDojotnInto existing road af BB 375 9 m I II1 1 I IA L LSC SC m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~3766. Follow exstatngroad to 376.7 and Insert new MISI alignment to join back Itot exitsing road at1376 95. Retain ______~~~~~~~~~~~~~~~~alignment~~~~~~~~~~~~ to 3T772 ~~existing agExisting borrow area to be rehabIlItated373IC1 22IIAlL NMI Refer mitgatIon no I N MC L 90ErIsting borrow area to be rehrauliltated 367C 2 1 2 11 11IAL N M ee flann.INM New road alignment C RefernmItigatIon no. 3 (Sectionkm 3779to378 7) 91 378 0 i 1 ii 1 I 1 1 B L L N SC M Stabtlize and protect embankment agaInst erosIon. N SC L fNe. roadalrignment CRefer mitigation no 3 Compensate farmers for loss of 82 379 50 1 11 1 1I I 1 1 1 B I ILSC MC M agricultural land (S-ctlon km 3795to 380) MC MC L New road alIgnment C RefermItIgatIon no. 3. Compensate tanners for loss of 93 3811 I 1 1I1 1 I I I I I B L ILSC MC M agrlculturral land (Section km 381 1to 38t2 ) Stabtllze and MC MC L I M1I III rotect embankment against erosion New roadalignment cRefer mItIgatIon no. 3. Compensate tanners for Inns of 94 382 3 0 1 r I I I111 I I I B LI LISC MC M agricultural land (Sectitonkm 382 3to 383) MC MC L 9-5 Town O)areTekle Villag - 3831- CI 111I¶ A S E NI N M iRefer mitigation no 2.N PROJECT: GONDAR -MEREB :LOT 3 n Potentially affected environmental components / values Potential 0 C Impact . Air Water Land lauoa& Human use Quality of le hsarcter E E AclMtles and associated patentlal Impacts _ I6 _ _ 1 E Migation CL=| 8 | e | g 1 8 I E n l E | E I E lt t 1 2 I r 1" le | - y X f i A h E S f j M Newvmoad alignment C _ _ _ _ _ 1 |Refer mitigatlon no. 3 Conmpensate tanmers for toneof 96 383 2 0 1 1 I 1 I I I 1 BE L L SC SC M agrtcultual land (Setion krn3 2 to 386.2). Stabilize an MC SC M______l l 1 ____protect embankment ainst emnion. New road alignment C_ Refer mitgatin no 3. Compensate farmers for loss of 97 38I.8 1 1 1 1 B L| L SC MC M agricultural land. (Section km 336.8 to 387.6) MC MC L New road alignment C Refer mItigation no 3. (Section km 388. ito 389 9) 98 388.1 0 1 1 1 1 1 1 B IL N SC M Stabllzeandprotectembankmentagalrsterosion. N MC L 99 Town Addis AlemVillage 390 C _1I I I A|S E N|N M Retermertgationno.2. N N L New road alignment CRefer nmtilgatiDn no. 3. Compensate farners for toss oi 100 390 2 O 1 I I I II 1B I 8 L LSC MC M agrlcultural land. (Secion km 390.2 to 390.6). Stabfilze an N MC L .__Ui______.______I__I______opmtectembankmentagaInst emsbon. New road alignment C Refer mitigation no 3. Compensate farmers for loss of 101 3943 0 1 1 1 I 1 B L. L SC MC M agricultumialand. (Sectbnkm 394.3to39455) MC MC L fNewroad alignment C IRefer migation no 3. Compensat farmes for loseot 102 395.3 1 1 1 1 I B |L L SC MC M agricultural land. (Section km 395 3to 395.6) MC MC LI 103 Town. Rama Town 398.5 1 11 1 _ A S E NNMR Rermtigation r no2. N N L New road alignment - Refer mItigaton no. 3 Compensate farmers for loss of 104 400.1 O 1 1 I I 1 B L LSC MC M agrlcultuialland. (Sectbonkm 400.1 to400.2) MC MC L New road alignment105 C I 11 1 1 BI I. SCMC M aglcolturttand.Refer mitigation no.Sectio 3. Compensate mI4I0.90I4011)MC farmers for losaof MCI 105 400 9 O 1 1 1 | I L |L SC |MC M 2agFCultUfl land. (Sectbn km 400.9 to 4011) MC| MC L New road alignment C______Ii |Reter miggatbonno. 3. Compensate ftmers fto loss of 106 4016 M 1 1 1 1 1 B L LSC MCM agricultural land. (Section km 4016 to 402.2) MC MC L New road alignment _Refer mttigataonno 3. Compensate armer for loss of 108 403 3 1 1 1 1 1 B | L| SC MC M agrcuturaluland (Sectionlknb403.3to 4059) MC MC L 109 Town Seferachew VIllage 45.1 ll IemIti-gatIiNM Re ionno. 2. N N L Annexure F SECTION F: ADIGRAT - ADI ABUN ROAD TABLE OF CONTENTS PAGE 1.0 Project description 1.1 Need for project F-2 1.2 Construction elements F-2 1.3 Appurtenant actions F-4 1.4 Construction programme F-4 2.0 Environmental description 2.1 Physical 2.1.1 Climate F-4 2.1.2 Hydrology F-5 2.1.3 Geology F-5 2.1.4 Geomorphology F-7 2.1.5 Soils F-7 2.1.6 Air quality F-7 2.1.7 Water quality F-7 2.2 Biotic 2.2.1 Flora F-7 2.2.2 Fauna F-8 2.3 Socio-Cultural 2.3.1 Demography F-8 2.3.2 Land use F-8 2.3.3 Archaeology & history F-8 2.3.4 Tourism F-8 2.4 Aesthetic 2.4.1 Visual F-9 2.5 Economic F-9 3.0 Current conditions 3.1 Major road conditions F-9 3.2 Existing drainage structures F-9 3.3 Major environmental issues F-I 0 4.0 Environmental impact assessment F-10 5.0 Environmental impact schedules F-12 ETHIOPIAN ROADS: EIA Page F-1 - SECTION F: ADIGRAT - ADI ABUN Annexure F 1.0 PROJECT DESCRIPTION 1.1 Need for the project This road is approximately 108 km long and is currently unsurfaced. The road provides an important east-west link between the two primary north-south arterial roads in the northem part of Tigray, Ethiopia. Factors supporting the proposed upgrading of this road include the importance of the east-west linkage provided by the road, the difficulties associated with travelling in the mountainous area during the wet season as well as proposed agro-related projects in the area. These agro projects will stimulate economic and traffic growth in the project area. 1.2 Construction elements The project will be a single contract for the construction and upgrading of 108 km of mainly existing road. The bulk of the work to be undertaken can be categorised into the following sections. 1.2.1 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends and to improve sight distances. The existing roadway width needs to be increased over certain sections of the road to accommodate the widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cutting into steep slopes beside the road where the alignment is improved, is expected to yield suitable fill material for use in vertical alignment improvements. 1.2.2 Pavement and road shoulders The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A sub-base of gravely material extracted from borrow pits will be laid on top of the existing structure to depths varying from 150 to 200 mm, followed by either a 150 mm thick base course of crushed stone or a 80 mm graded hot mix asphalt base. The latter asphalt base design is applied in sections where construction difficulties will be encountered. The paved surface, which will be either 7 m, (first 15,7 km), or 6m wide except in urban areas where two 2,5 m parking lanes are also included. The surfacing will be a 30 mm thick continuously graded asphalt. Over the first 3,7 km of the road two 1,5 m wide gravel shoulders will be provided. For the balance of the road the shoulders proposed are only 0,5m wide on both sides of the road and will also be gravel shoulders. No shoulders will be constructed in the mountainous sections of the road. ETHIOPIAN ROADS: EIA Page F-2 - SECTION F: ADIGRAT - ADI ABUN Annexure F 1.2.3 Major structures Five new bridges and eight new drainage culverts will be constructed as part of the contract. Rehabilitation of a number of existing bridges, culverts and retaining walls are included in the project. 1.2.4 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section. Where necessary, these drains will be lined with concrete to prevent erosion. Frequent turn-outs will be provided which discharge into drainage channels. Protection works such as cascades will be installed where necessary to reduce erosion. 1.2.5 Borrow pits Borrow material will be required for vertical re-alignment sections where inadequate cut material is available within an economic haul distance and for sub-base materials all along the road. The locations of potential sources of such materials have been pre-determined. Some of the proposed new borrow areas could not be located during the field trip. We can therefore not assess, other than passing general comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located. 1.2.6 Quarries and aggregate extraction There are a number of existing quarries located along the route and many new additional locations have been identified as sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies. 1.2.7 Disposal areas The location of disposal sites is to be determined by the contractors through negotiations with local communities. The use of such proposed disposal sites is subject to approval of the Engineer. Proposals for the environmental protection are to be prepared by the contractor and submitted for approval by the Engineer. 1.2.8 Water for construction purposes This project is located in a very dry area. Water for construction purposes will be a very scarce commodity. Very little water is available along the project route. The contractors will have to cart in water over considerable distances or will have to rely on underground extraction. Boreholes will have to be drilled for this purpose. ETHIOPIAN ROADS: EIA Page F-3 - SECTION F: ADIGRAT - ADI ABUN Annexure F 1.3 Appurtenant actions It is foreseen that most parts of the works will have to be undertaken under live traffic conditions. Only in isolated areas will it be possible to divert the traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. In areas where agricultural crops will be destroyed by the road construction process, advance warning should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for and land should be made available to the owners for reconstruction of the facilities in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of existing fences is unavoidable, new fences of similar quality to the original should be constructed before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock by the indiscriminate removal of existing fences. Locations of construction campsites for the construction teams are to be agreed with the communities and authorities concerned in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concemed. 1.4 Construction programme It is foreseen that the contractors can brake down the contract into smaller units, with different construction teams working on each section of the road. Access to certain areas during the rainy season can be very difficult. It is therefore very important that the contractor plan the activities according to the seasons. The construction period will be in the order of 24 months, which should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite. 2.0 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate The project area is generally classified as Warm Temperate Climate around the town of Adi Abun and as Semi-arid Climate around the Adigrat area. ETHIOPIAN ROADS: EIA Page F-4 - SECTION F: ADIGRAT - ADI ABUN Annexure F The Warm Temparate Climate is characterised by distinct dry months in winter. The mean temperature of the coldest month is below 180C and for more than four months it has a mean temperature of above 200C. The annual rainfall varies between 800 and 1 200 mm. Most of this rain falls during a 5 months period from May to October. Rainfall is heaviest during the months of July, August and sometimes September. The Semi-arid Climate is characterised by a mean annual temperature of between 180 and 270C. The mean annual rainfall varies between 410 and 820 mm. The rainfall is highly variable from year to year and since evaporation is higher than precipitation, no permanent streams exist in the area. 2.1.2 Hydrology The hydraulic capacity of all existing bridges and culverts along the route appear to be adequate as no evidence of any overtopping could be found. Theoretical hydrological and hydraulic studies could not be performed by the consultants due to the non-availability of 1:50 000 topographical maps. Rainfall data obtained from two local hydrological stations were used to compute the average annual rainfall for the region. Based on the scarce information available, it was concluded that most of the structures have adequate capacity to safely discharge the 1 in 50 year flood. Damming of floodwater against the road embankments will however take place under high flood conditions. Approaches to some of the structures will have to be improved and be better aligned to increase the discharge capabilities of the structures. 2.1.3 Geology The general geology of the area the road passes through is Precambrian, metamorphic, metavolcanic and upper Palaeocene Triassic sediments and Tertiary volcanics. The geology of the area may broadly be characterised by: • Alkaline plugs and lava of tertiary Cainozoic and Pliocene trachytes and phonolite; Precambrian Tsalite group chlorite schists, quartzites, graphitic rocks and intermediate metavolcanics - close to Adwa and Adi Abun. * Alkaline plugs and lava of tertiary Cainozoic and Pliocene trachytes deposits; Ashgani group - Palaeocene - Oligocene - Miocene alkali olivine basalt, tuffs and rare rhyolites of the trap series between Adwa and Enticho. • Ashgani group - Palaeocene - Oligocene - Miocene alkali olivine basalt, tuffs and rare rhyolites of the trap series; Upper Palaeozoic - Triassic Sandstone shale and glacial deposits between Enticho and Adigrat. The different rock types encountered along the project route are the following: * Metamorphic rocks - These rocks are exposed from km 3,7 to 16, between km 47 and 49 as well as between km 63 and 70. The exposed rock types are mainly: > Phylites and Slates The texture of the phylite and slates, which are exposed on the side of the road, is very fine to microscopic. The phylites and slates have foliation and generally produce flaky ETHIOPIAN ROADS: EIA Page F-5 - SECTION F: ADIGRAT - ADI ABUN Annexure F and weak gravel. They normally weather to fine powdery dust and lack coarse material. Wetted phylites were observed in the first 12 km. They were quite weak and unsuitable for road construction. These materials can only be used as fill material. > Meta-Andesite Basalt (Metavolcanites) These materials are characterised by their massive nature and are rarely jointed and fractured. Boulders and highly fractured greenstone are exposed between km 45 and 50. They are mostly fresh and only slightly weathered. These materials are very much used for road construction in the area. The material could be used for base, sub-base or selected material. Fresh greenstone could be used as crushed aggregate source for base material or concrete aggregate. Sedimentary rocks - These rocks are exposed as outcrops along the road at km 33 to 42, 43 to 52, 57 to 62, 65 to 85 and 102 to 108. The exposed rock types are: > Enticho Sandstone This material is characterised by fine cross bedding showing slump structures and consists of lenses of conglomerates with well rounded boulders of up to 50 cm diameter. > Edaga Arbi Glacials These deposits are exposed between km 65 and 78 on both sides of the road and are overlain by Enticho sandstone. The glacial deposits consist of two units. The lower unit, grey to black in colour, has poorly sorted pebbles and boulders. Boulders in most cases are granite. Sand-silt matrix pebbles are lithologies of the lower unit. The upper unit consists of grey and purple silt stone and shale and are very well laminated and interbedded with thin beds of silt and limestone. P Adigrat Sandstone The sandstones are moderateiy strong and also fractured. Upon weathering they produce fine-grained sands and silts. The fresh sandstone would produce sand-sized material when crushed and lacks in fine binders. These materials can be used in filis. Fresh sandstone can also be used as masonry stone. • Alkaline Silicic rocks of intermediate nature These rocks are exposed between km 4 and 7 and also between km 23 and 28 at the road side as well as at higher elevations as plugs and domes. The rocks are fine to coarse grained and porphyritic in texture and are slightly to moderately weathered. They produce fine silt and clay size material and no gravel when weathered. When fresh they can be used as crushed base, masonry stones or concrete aggregate. Weathering of this material is very abrupt. * Basaltic rocks These rocks are exposed between km 25 and 28, 41 and 43, 53 and 57, 63 and 65 and between 85 and 102. The texture is fine grained and it is highly weathered and decomposed at the surface with preservation of the structure of freshly existing core stones in some cases. The highly fractured basalts produce well-graded fines and core stones. This material is normally suited for use as sub-base or natural base material. ETHIOPIAN ROADS: EIA Page F-6 - SECTION F: ADIGRAT - ADI ABUN Annexure F Other rocks Scattered granite boulders are exposed between km 43 and 73. They are fresh to slightly weathered. Granites could be used as crushed aggregate source. 2.1.4 Geomorphology The road traverses mountainous terrain in general, with smaller flat, rolling or hilly areas in between. Very little vegetation and soil cover exist along most sections of the road. The low lying and flat areas bear thin soil cover and are generally cultivated. Terraces, which are slowly changing the vegetation and the soil pattern, exist on most parts of the mountainous area. Some of the hilly areas have been afforested and well-grown vegetation exists in these areas. 2.1.5 Soils Most soil types found in the area are sandy to gravely in nature. High silt levels are also prevalent. The soils in general lack cohesion resulting in high erodability of the area. The harsh climate in the area, coupled to nominal soil thickness, results in the semi-desert nature and character of the area 2.1.6 Air quality The lack of industry and large towns would imply a high level of air quality, with the possible exception of fugitive dust from passing vehicles. These, however, are of low intensity. 2.1.7 Water quality No specific data is available on water quality. The arid conditions would however imply that the surface water is under considerable pressure from human activity. 2.2 Biotic 2.2.1 Flora Along the project road, the natural flora, which would originally have been relatively sparse, is extensively disturbed. The soil condition, topography and human pressure has influenced the nature of vegetation considerably. However, there are a few plant species, which are adapted to such a rocky environment. These species include Acacia and Dodonia angustifolia. Dodonia angustifolia is found scattered on foot slopes, hillsides and poorly developed soils along the road. It is the dominant shrub along the road stretch, occurring at all places except cropped land and bare rocks. It would appear that it is important for soil conservation purposes. In addition to Dodonia and Acacia species, there are also scattered individual trees occasionally. These include Euphorbia sp, Cordia africana and Croten macrostachus. In ETHIOPIAN ROADS: EIA Page F-7 - SECTION F: ADIGRAT - ADI ABUN Annexure F some places along the road, Cuphorbia tirucahia and Agaves sisalina are used as live fences around home yards. The major cultivated tree species along the road is Eucalyptus. 2.2.2 Fauna Along the project road, there is no suitable natural cover that can be used as will life habitat. During the site visit, no large wild animal species were encountered along the road. 2.3 Socio-Cultural 2.3.1 Demography The area is sparsely populated in this mountainous area. The highest population distribution is found centred around the villages along the route. The area currently is badly influenced by the war in the border region. Many houses observed were tightly locked and deserted. It is not known where the local people have relocated to, and whether they will be retuming to the area in due course. 2.3.2 Land use The major land use along the project road is agriculture. Farmers along this road produce mainly teff, wheat and barley. Teff is the major crop. Most of the land along the road is rocky and unsuitable for crop production. Topsoil has been washed away by the erosion and the land remains bare. However farmers try to conserve soil by the use of terraces and tree planting. As the soil is degraded, crop production rates are very low and hardly enough for the farmers' subsistence. 2.3.3 Archaeology & history While no archaeological sites are known along this road, it is very possible that such sites do exist, bearing in mind the proximity of the road to the Axumite regions. 2.3.4 Tourism The potential historical value of this area would possibly imply a relatively significant tourism potential. However, no tourist activity was noted along the road, most likely as a function of the current war to the north of the region. ETHIOPIAN ROADS: EIA Page F-8 - SECTION F: ADIGRAT - ADI ABUN Annexure F 2.4 Aesthetic 2.4.1 Visual The region through which the road passes is arid and harsh. It does however include some areas of high visual quality, with a number of attractions including geological formations, architecture and landscape features. 2.5 Economic Economically, this area is challenged as a result of the arid conditions and the current war. It was noted during the site visit that much of the population has in fact left the area. Many of the houses along the route are deserted. 3.0 CURRENT CONDITIONS 3.1 Maior road conditions The general condition of the road can be described as follows: * Km 0 to 3,7 - This section is paved and in fair condition. * Km 3,7 to 16 - Recently constructed road. This section is in fair condition, but the fill appears to be quite loosely compacted. * Km 16 to 67 - Recently re-gravelled road. This section is in fair to good condition with occasional rutting. * Km 67 to 108 - This section of the road is in general bad condition with the Telford base exposed in many areas. Frequent ruts and deformation of the pavement were observed. Dust, and during rainy periods also mud, present the major problems to travellers along this road. Travelling speed is quite low under normal conditions. Wear and tear on vehicles travelling this road is very high. 3.2 Existinq drainage structures A total of 48 bridges exist along the route. These structures are generally still serviceable, but the general shortcomings are as follows: * Carriageway widths are generally only 6m * Railings and guide blocks are absent * Structural cracks were noted at certain structures * Inadequate concrete cover to reinforcement • Damage to concrete surfaces • Instability of retaining walls • Erosion damage at structures Two structures have been totally destroyed, one by a bomb blast and the other by a land slide. ETHIOPIAN ROADS: EIA Page F-9 - SECTION F: ADIGRAT-ADI ABUN Annexure F A total number of 428 drainage culverts exist along the route. Typical problems encountered at drainage culverts are as follows: * Absence of guide blocks * Collapse of culverts * Structural damage to retaining walls * Culverts blocked by landslides and sedimentation * Erosion at culvert inlets and outlets. The culverts are generally in satisfactory condition. 3.3 Malor environmental issues The following major environmental impacts have been noted in the documentation and were verified during the field trip: * This region receives relatively little annual precipitation, resulting in a sparse vegetation cover, which would be sensitive to clearance and disturbance. * Some areas have been set aside for reforestation projects, some of them already in process. The construction activities could impact on these, specifically in terms of quarry and borrow pit activities (kml2.4 and 51.7). * The harsh climatic conditions would imply difficult rehabilitation conditions. * Soil erosion along the Adi Abun - Adigrat road is very severe. The nature of the terrain, low infiltration rate of rocky escarpments and absence of adequate natural vegetation cover cause high runoff. This high rate of runoff has eroded the topsoil from hillsides and foot slopes and has formed extensive gullies in several places. In some locations, such as at km 8,8; 9,9; 12,1; 20,0; 20,6; 20,8; 33,6; 42,1; 57,3 and 105,8 large gullies are imposing severe risks on the existing road. Significantly, at km 42, the Induod River has eroded parallel to the road, and has started destroying the existing road. * Soil conservation practices, mainly intensive terracing and the cultivation of trees, are very well practised in this region. * The region does not support a diversity of wildlife, due to the poor habitat diversity and the disturbed nature of the region. * The area is economically disadvantaged, largely due to the harsh climate and to the current war in the region, rather than to poor access and isolation. * The northern regions of Ethiopia generally have much to offer in terms of tourism. This industry is currently weak but could benefit from the improved road conditions. 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the Main Report (Section 8.6). The micro environmental ETHIOPIAN ROADS: EIA Page F-10 - SECTION F: ADIGRAT - ADI ABUN Annexure F impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following page for a summary sheet containing the noted micro impacts and their associated change in significance rating following mitigation actions) * Borrow] quarry areas * New road alignments * Destruction of houses * Erosion * Disturbance in town sections * Destruction of habitat Generally speaking, the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. The impacts are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily. They are also evaluated in terms of their extent, arial influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in section 8.6 of the Main Report, both in terms of the local communities and in terms of the national economy. ETHIOPIAN ROADS: EIA Page F-I1 - SECTION F: ADIGRAT - ADI ABUN Annexure F 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Stage: C Construction 0 Operation M Maintenance Affected environmental components: 1 Primary effect 2 Secondary effect Type: A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Page F-12 - SECTION F: ADIGRAT - ADI ABUN PROJECT: ADVVA -ADIGRAT______Potentially affected ensironmental components t(values Potential - - - ______~~~~~~~~~~~~~~~~~~impactVI AirWater Land tauna Human use Qualittyof life staraoen E -E~~ Actu,ties and associated potentiul Impacts a,a ~0Mltigatlon lowe AdwaTown 11 11111 ASENNMReferrnitlgstlonno2. NNL~~~~~~~~~~~~~~~~~~~~~~~~~E. Townttng Aboronae Towbeppreoaiiatedy - o CRefer C Sortsersitonb duestroyedisthngroad it h 0 C IncreasetecurverradiuaffeNtemitigation no1 2 M road hoiotlItgmn i iE C C huehR abiitt thvietstlexstnd adeuatnenr eorosions IcesIurerdu gllybymenuSctbcionigdiw ussiats MC S M 7 eTown,nAwat CiI 1on I I AIS EI N SC M-IReferaininoationtober2e dN NS L 8 Existing borrow area to be rehabilitated 1 cC LIL M Refer mitigation no I Existingareato be brrowrehailitated N MC M ReeIiigto o.INM1 4 Roadl horizontal atigrnment 7t IA N N M ncrease curve radius N N I Soil erosion due to existing erosio gulyIRehabilitate 13 the eiUgeoingle 1 ymaso L L C bcflln. f existing aerosio n ergueyy dimeiansor N MC I 15 tncr~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~easeurveedisNs 16 Road horizontal alignment 9 2cII1 LL N M Increase curve radius N N L 17 Reanigwll99 C1AL L.I N SC H Racintingal Intallereairdeqae eeg ispt N SMC M SoEiltne orrowduea toexstn rohbiiad e 21A m ~~~~~~~~~~~~~IAIINMSCL Leehabiitateo R the eIetn rso ulyb en HMakrfn ntl dqaeeeg ispt N MC M leRoahrioad aignmal ntneRefelnr 19 mitigveationnus taiieebakete 01IAL I ~~~~~~~~~~~~~~~131LI N NM M prtcNginteoinN MC EciFnentiirmof existirng borrow area 15 c 2 1 11 2 1 L L M Refer mitigation no I CopnstMwnrofhtfoMa 121 Extention of existing borrow area 154 C 22 1 11 A N C RfrmfgUnn M N borrowioarea lobexitn estabishe Cule 223 12 I AIL Referimitiatio noeeIsn erio gueyb masa LNMC H N MCI M PROJECT: ADWA -ADIGRAT -rotentlally affected environmental components I values PotenIa 8 -- - ______~~~~~~~impact 0 Air Water Land Flura Human use Quality of lie characterl d1T~ I fauna nateon E ActiiIes and associated potential Impactsion CE E ~g - ~~~~~~~~~~~~~~~~~~~~~~~~~~ C v U r n .- ~~~~~~~~~~~~~~~~~~~~~~~~~~~'E~~~t AI 31 c,E E. o 23 Road horizontalalignment 29 O 1 1 I A LIL1 NN M Straghten thesection between km 25 65eandk2577 N N L 24 New borrow area to be established 2 3 C 21 1 2¶2 _ 2 1 A L L Nmcl H Refer mtigationno.I N MC M 25 ttistwng borrow area to be rehabilitated 27.2 C 2 12 1 A LL NMCI M IRefermiigation no N MC M JJew road alignment c Refer mibgation no 3 26 a 28 25 2 1 _ 1 1 LL L NMCM N MCI New road alignment C Refer mitigation no 3 Stabilize embankment and 27 h8 29 5 _ _ 2 1 | 1 L L N MCM protect against erosion N MC L 5 ew road alignment 4 Refer mi_igation no 3 28 3206 M _ 2 _ t 1 _ 1 IB_C L L N N MC 29 ewnborrow areato be established C _ 2 M H _RefermitigationnoD 2MCm 30 N'iew borrow area to be established CC3 2 1 2 1 A L L N MC H Refer mitigation no I N MC M Loss of crops (Road alignment) ICompensate through replacement land for cultivation o 31 -crop land will be affected. 35 8 C 2 1 1 2 2 1 AIt L HH equal characteristics or through payment of lost crops M L M New road alignment C Refer mitigation no 3 32 35 85 0 2 1 _1 1_ 1L NMCM N MC L f-Jew borrow area to be established 371C 21 2 2 2 1ALLN C Refer mitigation no 1 M 33 37 21 II IA NM HN CM New road alignment C MI Refer mitigation no 3 Section kmn37.85 to 38 25 N L M 34 40 houesdesroyedby tobe th RoW wdth o the 3712 5 2_ I_2 2 l 1 1 2 __A I19L1L L NMCMNNMC hossadpoieladfrcntuinCfnwhue MC L 35Road horizontal alignment385 IIALLNNM Increase curve radius N N L 38 odhdotlainen 0cII I N Straighten thresection between kmn40 and 40 12 N N L 37 Cut face 4__4 I 1I A_ II N SC M Widen cut area to increase the sight distance N_ MCL 38 E'rtention of existing borrow area 412C 22 1 2 11ALLNM HRfrmgaonoIN CM 39Soleoindetexsigeoingle 4210 1 I 1 11 ALLN C New retaining structure required due to damage 1 N SC L Town. Inticho Town -approxcimatlty 30 masonr SMC Reemigton.2Cmpsaeweroffecd 40 houses to be destroyed by the RoW width of the 42 5 C I I A S E SCM H houses and provide land for construction of new houses MC SC M road 41Existing borrow area to be reltrabiltiated 46 3 C 2 1 2 AIL iNM MRefer mitigation no I NM 42Eyistein borrow area to be rehabilitated 534C Refer mitigation no I 42 - ~~~ 2I ~ ~~~~~~~~~~~~M1 AL N MC M N MC M N-ew road alignment C Refer mitigation no 3 43 60 80 2 tI I 8 MC M N MCIL I m __ II~~~~~~ PROJECT: ADWA -AOIGRAT Potentially affected environmental components I values Potenrtial -6 - - ______~~~~~~~~~~~~-impact o Air water Land Flora & Human use Ouality of Ilte ctiar-acteri Activotles and a,ooclated potential Impacts 1Mitigation a, - E E~~~~~~~~~~~~~-o 0 o ~~~~ ~~~o C ~~~~~0. o 0~~o 8 80 0S 0 8~~) 11W ~~~~~~~~~~~~~~~~~~~~~g a LTI z I~ I II a 0 -n 44 Exsigbro rea to be rehabilitated A L1 N7C MRefer mitigation no 1I M 45Extentionr of existing borrow area - 3 C NMI ee iiainn 45 ~~~~~~~~~~~~~~~~~35m 2 2 t1 2 1 LIN MC M Nnw road alignment CRer miatin no 3 46 65 80 2 1 1 1B LL1 NMCM Rermtia N MCIL 47Exioting borrow area to be rehabilitated 662C 2 21 A LLIN MC M Refer mifgaPon no.lI N MC M 418 Town- Blizet Town 716cIIIII I111 _ ASEWN N MRefer mRitjaton no2 N N L 4q ew borrow area to beestablished 73 1 2 1 1 22 I 1 1 12 I A LL SC MC H Roefemitigabion no 1 Compensate farmerstfor loon ol Mc Mc M ______I and soNew borrow area to be estabtished 76-4 C 2 1 I 2 2 2 1 LNM HRefer mitigation no I N MC M 5I Loss of trees 1 2 2 22 2 2 Al)lMN N HPlant new roadorde trees M L. L -road side eucalyptus trees wAIlbe affected 52Extenticon of existing borrow area 85 C 21 1 1 tReer, mitigation notI Compensate farmers for loss oMC CM 52 ____4___2_2______M IA LILSC_MC H HindMc c Loss of residences (roadvvidening) IReter mitigahon no 2. Compensate owners of atfected 53 -house tust along the road side wilt be affected 87 5 C2 2 2 2 t 2 A LI LSCI N H hoaxes and provide land for construction of new hoaxes MC MC M 54 R~oad side eucalyptus trees will be affected 87 5 C I 2 2 _ 2 I A ILLMC N M Refer to miti ation no 6 N MC I 55New borrow area to be established 935C 21 122 21 2 1AL C Refer mitigation no I N MC M - existingExtenlion borrow areaof C~m- - 56 Fxeto feitn orwae 97 I5c 2 2 1 I 1 I 1 12 IA LLSC MC H Refer mitigation not1. Compensate farmers for loss-of Mc Mc M m ~~~~~~~~~~~~~~~~~~~~~~~~~~~land Loss of residences (road realignment) Compensate through payment of lost residence oi 57- A tence and a few houses wPIllbe demolished 99.3 C2 2 2 2 1 2 A 0LIL1 N H provide rquivalent residence in other area H M M 5 Newl borrow area to be established C0 I 2 ALLN MCIH Refer mitigationnol1 NMC L 59 Existing borroIW area to be rehabilitated 10-iC 2 2 1AL NMC Refer mitigation no I N MC M 60Exrinin borrowi nria to be rehabilitated 134c 2 211AL NMc Refer mitigation n0 I N MC M IEyistina borrow area to be rehabilitated 139C 2 211AL NMC Refer miipgation no I NM Loss ot residences (road widening) Compensate through payment of lost residence oa 62 -htciise juist alorig the road side will be afftected 104 C'1 22 2 ]1 2 A I LI1 N H provide rqurvalent residence in other area H M M 63 0nstruction of existing hut (1I No I 10 1AL SCN compensate owners of affected hat and provide land toi MC SC L ______'I I II Iconstruction ~~~~~~~~~~~___ of new hut 64 E-isting borrow area to be rehabilitated 1 211ALLN IAL mRfe iiaionnN_ NM 65 A 1AL SC H bactirilling Install adequate energy dissipator N MC ______-or~~~~~~~~~~~easures PROJECT: ADWA -ADIGRAT Potentrally affected envirorrmental components I values Potential -' - - ______~~~~~~~~~~~~~~~~~~ImpactU Air Water Land Flora Human use ot it chualtyaracerl '' 3 E fauna Hua s utt fie sation E-) AcWrlies and associated potentlaImpacts C0 Mitat 0 0~~~~~~ 0 _ _ 500~~~~~~~V E 2 67 Town digrat own107 C _ ~~~~~~~~~~~~~~~~~______1 1 _ __ _ 1 11 | 1 |1 | | A S| E N N M ReermibgaionMo. Na| Nn Dostructionexisting hst( I tin)of lOS 1 "C I1 I I A I ii SCN H n ucinfnwu 67Town Adigrat Town 1075 C 1i 11 I IIII A ISi El N IN IM IRefer mitgation no.2. ~.N ,NIL Annexure G SECTION G: DERA - MECHARA ROAD TABLE OF CONTENTS PAGE 1.0 Project description 1.1 Need for project G-2 1.2 Construction elements G-2 1.3 Appurtenant actions G-5 1.4 Construction programme G-6 2.0 Environmental description 2.1 Physical 2.1.1 Climate G-6 2.1.2 Hydrology G-7 2.1.3 Geology G-9 2.1.4 Geomorphology G-10 2.1.5 Soils G-11 2.1.6 Air quality G-12 2.1.7 Water quality G-12 2.2 Biotic 2.2.1 Flora G-12 2.2.2 Fauna G-13 2.3 Socio-Cultural 2.3.1 Demography G-13 2.3.2 Land use G-13 2.3.3 Archaeology & history G-14 2.3.4 Tourism G-14 2.4 Aesthetic 2.4.1 Visual G-14 2.5 Economic G-14 3.0 Current conditions 3.1 Major road conditions G-14 3.2 Existing drainage structures G-16 3.3 Major environmental issues G-1 6 4.0 Environmental impact assessment G-17 5.0 Environmental impact schedules G-19 ETHIOPIAN ROADS: EIA Page G - 1 - SECTION G: DERA - MECHARA Annexure G 1.0 PROJECT DESCRIPTION 1.1 Need for the proiect This project entails the upgrading of the upgrading of the Dera - Mechara Road in the eastern Oromiya Region of Ethiopia. The road commences at the town of Dera, which is situated on the Nazareth - Assela Road, about 100 km south east of Addis Ababa. It travels in a generally easterly direction to the .town of Mechara, linking several towns and smaller villages along the route. The current route is made up of a combination of good and poor quality roads as well as animal tracks. The area the road traverses, is basically a combination of agricultural land and coffee growing industry. The upgrading of the road will provide long required access from the project area to the road network to the west associated with Addis Ababa via Dera and Nazareth, and to the east via Mechara to Awash, Dire Dawa and the port at Djibouti. 1.2 Construction elements 1.2.1 Route description The road is divided into three distinct sections, namely; * Dera - Chole section. This section follows the existing road up to the Bolo River. From the river to Negele only animal tracks exist through the agricultural area but the right of way is quite clearly visible for most of the route. At Negele the road joins into the existing Abomsa - Chole - Gololcha road. * Chole - Gololcha section. The existing road follows the watershed, along the top of the escarpment, from Chole in an easterly direction, until it negotiates the escarpment in a mountain pass section just west of Gololcha. An alternative new alignment has been promoted for this section of road. The proposed alternative alignment negotiates the escarpment section immediately to the east of Chole, where after it traverses through the towns of Magna and Haro along the Magna valley and joins the existing road near Gololcha. r Gololcha - Mechara section. The existing road only continues as far as Debre Selam where after only animal tracks indicate the proposed route up to Micheta, where it again joins into the existing Micheta - Mechara road. The Chole - Gololcha section of the road was originally planned to follow the existing alignment between Chole and Goloicha, along the top of the escarpment. This planning was later amended to follow a new alignment with a new mountain pass down the escarpment in order to provide access to the towns of Magna and Haro. It is quite clear, following the site visit, why the communities of Magna and Haro requested the alternative alignments to be considered. No access currently exists into the Magna valley and Magna is an important ETHIOPIAN ROADS: EIA Page G - 2 - SECTION G: DERA - MECHARA Annexure G coffee production area. Access to the area is therefor of great importance to the local communities. The proposal to re-route the road onto the proposed new alignment is questionable in holistic and unbiased terms, and it will be argued in this report that the existing alignment should be retained and should in fact be upgraded. Access to the Magna valley should be provided through the construction of a new spine road from Gololcha to Magna. The spine road should terminate at Magna. Initial calculations and estimates indicate that the overall project cost for this alternative solution will be similar, if not even slightly cheaper than the cost associated with the proposed alignment as per the project documentation. Further rationale behind this approach is the following, namely: * Gololcha is the regional main centre for the coffee industry. Linkage between Gololcha and the coffee growing areas surrounding Magna is of much greater importance to the local communities than linkage between Chole and Magna. * A new mountain pass down the escarpment will cause unavoidable environmental damage. It will of necessity destroy many of the natural terraces on which local people grow agricultural crops. Alternative agricultural land is not available in this area and the social consequences of such actions should be carefully considered in the decision making process. * Communities have over many years established themselves along the existing road and will remain there, with or without an upgraded road. Maintenance on this route will have to be continued with, in order to mitigate environmental damage, which will manifest along especially the current mountain pass section down the escarpment. The road exists and usage thereof will continue, regardless of the decision taken on alternative alignments. * The existing route is much shorter than the proposed alternative route. Both routes have to negotiate the escarpment by means of a mountain pass and are therefor, in terms of difficulties to travel on, of equal consequence. People are likely to continue using the shorter route between Chole and Gololcha as there will be no desire nor need to undertake the much longer route of similar level of difficulty. * The area where the proposed new mountain pass will negotiate the escarpment face is rather unstable, from a geotechnical viewpoint, and should preferably be avoided. X The Magna and Haro communities favour the proposed alignment, in that it provides access to both directions and it creates business opportunities for the people of the region. It will however be taking away existing opportunities from people along the existing route. * The current condition of the existing road between Chole and Gololcha is quite good, except for the escarpment section and the section along the foot of the escarpment. The latter section is however a common section of road for both alignments. Upgrading of the existing alignment will therefor require difficult work on only the escarpment section and fairly simple work on balance of this section. Work on the proposed new alignment also requires a very difficult mountain pass section to be constructed. ETHIOPIAN ROADS: EIA Page G - 3 - SECTION G: DERA - MECHARA Annexure G We respectfully wish to recommend that the situation pertaining to alternative alignments be re-evaluated and that the existing alignment be selected as the preferred alignment with a new spine road to Magna to be included as part of the increased accessibility provision to the communities. It should be noted that the study team was not able to access the Magna - Haro section of the proposed new route. This was mainly due to the fact that no trafficable route exists through this area, as well as the fact that the Gololcha River was in flood at the time, which rendered a river crossing impossible. The team approached the top of the escarpment on foot in order to establish a feeling and understanding of this part of the region and the route. Conditions along the route may be found to be much worse than contemplated from the distant vantage points used for the assessment of this part of the road. 1.2.2 Earthworks Earthworks include re-profiling of the vertical alignment to ease steep gradients and horizontal alignment adjustments to ease very sharp bends, to improve sight distances and in a few cases to improve approaches to bridges. The existing roadway width needs to be increased over most of the length to accommodate the proposed widened carriageway and shoulders. Considerable excavation in harder materials, mostly from cufting into steep slopes beside the road where the alignment is improved, is expected to be suitable fill material for use in vertical alignment improvements. 1.2.3 Pavement and road shoulders The existing road structure will be retained in general terms, except in locations where it is severely degraded, inadequately compacted or of unsuitable material. A base of gravely material extracted from borrow pits will be laid on top of the existing structure to a depth of 200 mm. The pavement structure will be a 6 m wide carriageway width throughout with 1,5 m wide shoulders in the Dera to Gololcha section and 0.5 m wide elsewhere. 1.2.4 Major structures Eight new double lane bridges and nine single lane bridges are to be constructed along the road. This report concludes that the existing single lane bridges are to be retained in the light of the low expected traffic volumes on the road. The additional bridges can be constructed at any point in time, as the road alignment changes to accommodate the additional structures are minimal. Considerable cost savings can be achieved by not constructing the additional structures. The expected delays to be encountered at single lane bridge crossings are expected to be minimal. Approaches to single lane bridges will however have to be reviewed in light of adequate horizontal and vertical sight distances to ensure that safety standards are achieved at each of the bridge sites. ETHIOPIAN ROADS: EIA Page G - 4 - SECTION G: DERA - MECHARA Annexure G 1.2.5 Drainage works Lateral drainage works will be constructed as necessary on one or both sides of the road and in rural areas will be of V-shaped cross section, 2 m wide. Where necessary, these drains will be lined with concrete to prevent erosion. Frequent turn-outs will be provided which discharges into natural drainage channels. Protection works such as cascades will be installed where necessary to reduce erosion. 1.2.6 Borrow pits Borrow material will be required to achieve the designed vertical alignment where inadequate cut material is available within an economic haul distance and for selected materials all along the road. The locations of potential sources of such materials have been pre-determined. A large number of new borrow areas need to be established along the route. Some of the proposed new borrow areas could not be located durinrg the field trip. We can therefore not assess, other than for passing general comments on borrow pit utilisation and rehabilitation, any of the proposed borrow areas that could not be located. 1.2.7 Quarries and aggregate extraction There are a number of existing quarries located along the route and many new additional locations have been identified as sources of suitable material. Similar to the proposed new borrow pit areas, we could also not locate all the proposed new quarry sites and the same comment therefore applies. 1.2.8 Disposal areas The location of disposal sites is to be determined by the contractors through negotiations with local communities. The use of such disposal sites is subject to approval of the Engineer. Proposals for the environmental protection are to be prepared by the contractor and submitted to the Engineer for approval. 1.2.9 Water for construction purposes Certain of the towns along the route receive tap water supply while others rely on spring water. Water is fairly freely available in large parts of the area. Water for construction purposes may not take preference over the supply to local communities. Where necessary, tne contractors will have to cart water onto the construction sites and will not be able to extract water from the formal water supply points in the area. 1.3 Appurtenant actions Parts of the works will have to be undertaken under live traffic conditions. Only in isolated sections will it be possible to divert the existing traffic away from the construction areas. This aspect will have to be managed thoroughly by the supervisory engineer on the project. ETHIOPIAN ROADS: EIA Page G - 5 - SECTION G: DERA - MECHARA Annexure G In areas where agricultural crops will be destroyed by the road construction process, advance warning should be issued to the affected parties in order that adequate arrangements can be made for harvesting, etc. Compensation, where applicable, should also be agreed to and be paid ahead of the construction process in order not to detrimentally upset the local communities. Huts, houses and other facilities to be destroyed by the road building activities are to be compensated for and land should be made available to the owners for reconstruction of the facilities in advance of the road building process. All the fences affected by the road construction activities are to be maintained throughout the construction period. No fences may be indiscriminately destroyed but where destruction of fences is unavoidable, new fences of similar quality to the original should be erected before the original fences are destroyed. Care should be taken not to cause any problem with the herding and control of especially livestock ny the indiscriminate removal of fences. Locations of campsites for the construction teams are to be agreed with the authorities and communities concerned in the area. Water, wood for fuel and other natural resources may only be utilised by the contractor upon agreement with the community concerned. 1.4 Construction programme It is foreseen that the three contracts will be executed concurrently and may even be broken down further by the contractors into smaller units. Access to certain areas during the rainy season can be very difficult if not impossible at times. It is therefor very important that the contractor plan the activities according to the seasons to retain the existing road access during the wet season. The construction period will be in the order of 24 months, which should allow adequate time for completion of all the critical elements outside of the rainy periods. Careful planning is however a prerequisite. 2.0 ENVIRONMENTAL DESCRIPTION 2.1 Physical 2.1.1 Climate The project can be classified as a moderate to wet climate zone. The mean annual rainfall varies considerably along the route, from about 640 mm at Dera to around 1 050 mm to 1 150 mm in the highlands between Moye and Mechara. Significant rainfall can be expected in the area during the months of February and October inclusive, with peaks around April/May and July/August. During the remainder of the year very little precipitation occurs. The minimum mean annual temperature varies between 5°C and 15°C and the maximum mean monthly temperature is generally in the range of 26°C to 320C. ETHIOPIAN ROADS: EIA Page G - 6 - SECTION G: DERA - MECHARA Annexure G 2.1.2 Hydrology Only one river gauging station exists in this region on the Keleta River. Based on the terrain, topography and existing road conditions the route can be divided into the following hydrological sections, namely; * Dera to Borera Ridge Within this section 48 culverts exist. All the structures are in good condition and there is no evidence to suggest that the openings provided by the structures are insufficient to convey the flood flow. However, it was noted that much work is required in clearing and removal of vegetation, embankment protection works, and general improvement of the entrance and exit structures and anti-erosion protection works. As with the other project sections where existing culverts are in existence, headwalls are in all cases too low and not of adequate length to effectively retain the fill slopes of the adjacent embankments. A large single lane bridge exists at the Keleta River. Except at the gorge of the Keleta River and on the three separate escarpment sections, the general terrain within the catchment areas from Dera to Keleta River is flat. The soil is mostly silty to sandy loam. Hydrologically this soil is poor and susceptible to erosion. From the Keleta River to the foot of the Sire escarpment the catchment land slopes are between 8% to 16%, and on the step plateau between the escarpments <3%. Rising up to, and out of Sire Town, the catchment land slopes are in the order of >30%. The soil in these sections is more hydrologically stable but is subjected to significant erosion in locations associated with steep gradient and large, high velocity discharge. * Borera Ridge to Negele / Moye Junction The proposed road alignment traverses a plateau tipe of terrain, which is in effect, a broad ridge. As such the alignment has been positioned to run along the crest of the ridge, thereby minimising the upstream catchment areas and the need for drainage structures. Several small depressions, dry creeks and the Bolo River intersect the alignment and will require 51 new culverts to be constructed. The Bolo River is a larqe intermittent river carrying a considerable amount of water when in spate. A new bridge structure is required at this crossing. From the Borera Ridge and towards the Bolo River the catchment terrain slopes at between 3 and 8%. Beyond the Bolo River the remainder of this section has catchment terrain gradients <3%. Negele / Moye Junction to Chole This section is serviced by 31 existing drainage structures and 10 additional culverts are required. Eight of the streams are perennials while the other small streams are intermittent, only flowing during the rainy season. The natural slope of the land within the ETHIOPIAN ROADS: EIA Page G - 7 - SECTION G . DERA - MECHARA Annexure G contributory catchments range between 8 and 16%. Erosion is minimal in all the catchments since the soil is reddish or black clay, which is fairly resistive to erosion by runoff water at gentle slopes. The sizes of most of the existing structures seem to be adequate to convey the flood flows. Chole to Gololcha > Proposed allignment through Magna From the edge of the plateau to the foot of the escarpment the area is highly dissected by seasonal and perennial streams and rivers, in a generally parallel drainage pattern. The road crosses the Legebuna, Muke Jawi, Sinkele and Gololcha Rivers, all having catchments extending beyond the valleys of their immediate environs into the plateau above. > Existing alignment Between Chole and Gololcha the road descends the Gololcha escarpment and traverses the Gololcha River and its tributaries. The 50 bridges and culverts on this section have been in use for several years and are generally in good condition and seem to adequately accommodate the flood flows. The road section, steeply descending from the top of the Gololcha escarpment down to the bank of the Goloicha River, is longitudinally drained in general, but has steep mitre and culvert outlets exiting at most of the sharp bends. Below the Gololcha escarpment the road crosses the Seko and Werke Rivers. The natural ground slopes in the catchment area range between 16 and 30%. The ground is generally overlain by soils, which are considered to be hydrologically relatively stable. The general ground slope in the steep descend of the Gololcha escarpment is >30%. This section of terrain is composed of unstable and fragmented rock which, in some locations, has resulted in rocks and other debris to fall from the hillsides onto the roadway. Gololcha to Debre Selam Along this section the road alignment closely follows the Goloicha River and is characterised by about 30 stream and river crossings. Most of these crossings have existing drainage structures. The Gololcha Kela, Mekatola, Kewe and Mine Rivers are crossed in this section. Debre Selam to Timuga There are currently no drainage structures along this section of the proposed road. Three substantial rivers, the Chulul, Derba and Bereda Rivers whilst approximately 70 other streams are crossed by the road. The three rivers have well defined valleys and relatively stable river channels. ETHIOPIAN ROADS: EIA Page G - 8 - SECTION G: DERA - MECHARA Annexure G * Timuga to Micheta Five substantial rivers the Tiru, Timuga, Kuli, Ali Gaio and ljersa Rivers as well as 37 streams are crossed by this section of road. The rivers all have well defined valleys and relatively stable channels. • Micheta to Mechara The existing gravel road crosses one bridge and a single culvert. Both structures are adequately sized. 2.1.3 Geology The project area predominantly lies within four distinct physiographic regions, which are characterised by unique landscapes. These distinct regions are mostly related to the geological and structural set up of the area, which are mostly associated with Mesozoic transgression and regression of the sea, Rift Valley formation and the geomorphic history of the area. Three distinct major rock formations are encountered in the area, namely; * Lacustrine sediments These sediments mostly occur within the Rift floor, overlying the tuff. They are quaternary in age, thinly bedded, loosely compacted and predominantly silty in composition. * Rift Volcanics The majority of the project area is dominated by rocks of volcanic origin associated with the Ethiopian Rift formation. MesozoicM sediments The second most dominant rock formation in the project area is the thick Mesozoic sedimentary succession, which comprises dominantly the Amba Aradam formation. This formation is represented mainly by massive, sometimes cross-bedded, sandstone interbedded with clays, silts and limestone. Upper and lower Gabredare formation, which is predominantly limestone and calcareous sandstone, is locally visible along deeply cut river valleys and streambeds. The geology of the road corridor consists predominantly of volcanic and sedimentary rocks with minor lacustrine deposits. The thick succession of volcanic and sedimentary rocks was subsequently covered by thin to thick reddish-brown to dark brown silty clay and sandy silt respectively. Lacustrine sediments Localised water-lain deposits occur between Dera and km 9. These occupy mostly low flat lying areas with good exposure along some streambeds and flanks. They are thinly ETHIOPIAN ROADS: EIA Page G - 9 - SECTION G: DERA - MECHARA Annexure G bedded, loosely compacted, grey in colour, and compositionally sandy silt with little clay. They are generally suitable for construction of embankments. * Basalt Thick successions of basalt overlying tuff dominate east of the Keleta River, around Borera Ridge, and between Moye and the Gololcha escarpment. These rocks are predominantly dark grey in colour, fine grained, aphanitic to porphyritic in texture, mostly compacted, jointed and fractured. Most occurrences are good sources for natural gravel, crushed aggregate and masonry stone. * Tuff Tuff is one of the dominant rock formations in the region. It dominates the area from Keleta River to Moye Town and is well exposed along flanks of watercourses, cutting sides and water divides. It is light grey in colour, fine grained, moderately to strongly weathered, lithic to crystal tuff in composition, moderately to strongly welded and widely jointed. It is mostly decomposed in many cases and altered to light grey and yellowish grey sandy clayey silt, which could be used as material for embankment construction. * Sandstone and Limestone Exposures of thick successions of sedimentary rocks, which comprise dominantly sandstone and minor limestone occurrences, start to appear near the eastern foot of the Gololcha escarpment and cover the area through to Mechara. The sandstone is thinly to thickly bedded, moderately fresh to strongly decomposed, variegated in colour, loosely compacted and moderately to widely jointed. It is commonly used as a good natural source of borrow material, masonry stone and as sand. The limestone is also thinly to thickly bedded, fine grained, grey in colour, fresh to moderately weathered, compact and widely jointed. It is mostly good for masonry work, crushed aggregate and as selected material for sub-base. 2.1.4 Geomorphology The project area is characterised by four distinct geomorphological regions: E The Rift Floor The area from Dera, (Km 0 - 10), lies within the great Ethiopian Rift Valley which is dominated by a flat topographic surface. The alignment generally traverses in a south- easterly direction over alluvial deposits of grey silty clay soil. It varies in elevation from 1 615 m to 1 680 m above sea level. ETHIOPIAN ROADS: EIA Page G -10 - SECTION G: DERA - MECHARA Annexure G * The Rift Escarpment The Rift Escarpment is characterised by a series of elevated north-east to south-west striking fault blocks that extend from km 10 to the end of the Borera Ridge (km 28 and 2 480 masl) where the topography becomes flat topped. The topographic surface thereafter is generally flat to rolling * The Plateau The Plateau is part of the eastern Ethiopian Plateau, which extends for a considerable distance in a north-westerly to south-easterly direction. The road alignment from Borera Ridge to the Gololcha escarpment traverses the Plateau, which is characterised by vast subdued, slightly undulating and flat topographic surfaces that are continuously covered by highly expansive black cotton soil and brown silty clay. From Borera Ridge the elevation progressively increases towards the east, reaching nearly 3 000 masl at km 82,6 (4,6 km east south-east of Moye village), before it starts to drop down into the low lying Ogaden Basin. The Gololcha Escarpment is the physiographic divide between the Plateau and the Ogaden Basin. The existing alignment negotiates the Gololcha Escarpment with numerous sharp and tortuous curves while descending from the Plateau to the low-lying basin. The existing road distance from the top of Gololcha Escarpment (about 2 560 masl) to the foot of the escarpment (Kela village, about 2 000 masl) is only about 5 km. * The Ogaden Basin The area between Kela (at the foot of the Gololcha Escarpment) and Mechara lies within the north-westem part of the Ogaden basin which is vast and extensive towards the south- east. It is dominated by an undulating, hilly topographic surface, mostly covered by sedimentary rocks. It ranges in elevation from 1 800m to 1 300masl. The existing road alignment between Kela and the existing Gololcha River crossing is generally rolling to hilly and thereafter it becomes flat to rolling as far as Debre Selam (km 10,25 and 1 300 mast). From Debre Selam to Mechara (km 80,6 and 1 800 masl) the terrain becomes hilly, and the subgrade is predominantly rocky. 2.1.5 Soils The soils along the route can be categorised into three distinct groupings namely: FColluvial Soils These are coarse-grained particles (which are the weathering product of rocks) suspended within a fine grained soil matrix, transported mainly by the action of gravity and deposited along the bottom of slopes. They are commonly brownish in colour and often susceptible to sliding upon wetting. Some of the landslides in the Project Area are associated with this soil formation. The thickness of the occurrences varies according to their position on hill slopes. ETHIOPIAN ROADS: EIA Page G - 11 - SECTION G: DERA - MECHARA Annexure G * Residual Soils These soils occur as the result of in situ weathering of parent rocks and have not been subjected to any sort of transportation; and are thus located at the place of their origin. With depth they often progressively change into decomposed and weathered rocks with weak relict structures and with the fabric of the parent material still preserved. As a result of intensive weathering, due to high rainfall prevalent in the area, this material is often found in occurrences reaching more than 2m in thickness. The residual soils are commonly reddish to yellowish brown in colour and are often susceptible to erosion as they are mostly formed over sloping ground. * Alluvial Soils The most common alluvial soils are those that have been transported by rainwater from hill slopes and deposited over lower ground (sag areas). These are commonly: S Brown, reddish brown and dark brown predominantly fine grained, silty clay soils. > Black cotton soil, which covers a vast and extensive area between Sire (km 23) and Moye (km 78). It is a highly expansive soil with high clay content, most probably montmorillonite. Its thickness varies from place to place depending on its position and formation. It is a problematic soil in the engineering context due to its high swell characteristics when saturated, and corresponding dramatic shrinkage on drying out. 2.1.6 Air quality The lack of industry, except for the coffee production activities, and large towns along the alignment, the air quality can be expected to be exceptionally high. Fugitive dust is only an issue in the areas between Dera and Sire and between Mecheta and Mechara, the other areas being subject to minimal traffic. 2.1.7 Water quality No specific information is available on water quality in this area. However, given the population densities in the catchment areas, it can be assumed that the water quality has been under pressure for some time. Potable water is extracted from wells and from higher streams. 2.2 Biotic 2.2.1 Flora The project area, starting from Dera to Sire, is dry land and characterised with very few scattered individual Acacia trees. From Sire to Chole, the area is intensively cultivated with no natural vegetation at all. The only tree species along this stretch of the road is cultivated Eucalyptus sp. Animal dung is utilised in this area for fuel, instead of wood. ETHIOPIAN ROADS: EIA Page G - 12 - SECTION G: DERA - MECHARA Annexure G Along the road from Moje to Chole, an endemic shrub, an Echinops species, occurs in large numbers. From Chole to the Gololcha plain, there are few remnants of tree species such as Erythrina brucei, Schefflera abyssinica, Hagenia abyssinica and Podocarpus gracilior. Podocarpus forest and other natural vegetation occur on the terraces and foot slopes of the escarpment. The Debre Selam area and up to Timuga is characterised by relatively undisturbed natural vegetation, mainly Acacia species. From Timuga to Mechara, the area is characterised with similar type of vegetation, but less dense and disturbed than the Debre Selam area. The roadside in this stretch is infested by the invasive Lantana camara. 2.2.2 Fauna The project road starting from Dera to Chole traverses through open land without natural cover. These stretches of road cannot serve as a natural habitat for much wildlife. However, the area starting from Gololcha escarpment and up to Timuga possesses important land cover, which serves as important natural habitat. Although the area is not reserved as wildlife reserve, wild animals such as oryx, hyena, baboons, monkey, warthogs, common fox and lion dwell in this portion of the project area. Several species of birds are also found along the project area. 2.3 Socio-Cultural 2.3.1 Demography Access to certain parts of the area is very restricted and very little information regarding population densities is available. It was however noted that the population densities in the rural highlands areas are much higher than that in the forests. Population densities closer to the towns is also much higher those further afield. 2.3.2 Land use The main land use along the Dera - Mechara road is crop production. Teff, maize and sorghum are the prevalent crop types along the Dera - Sire stretch of the road. Maize, barley, wheat and bean are dominant from Sire to Negeie. From Moye to Chole barley, wheat, bean and linseed are commonly grown. After Gololcha escarpment, major products are coffee. sorghum and sugar beet, some fruits such as banana, orange and papaya are also grown between Gololcha and Mechara. Other cash crops such as chat and tobacco are also grown in some places along the Debre Selam - Mechara stretch of the road. ETHIOPIAN ROADS: EIA Page G -13 - SECTION G: DERA - MECHARA Annexure G From Gololcha escarpment up to Timuga town a significant part of the land is covered by forest and natural bush. The forest area is confined to the terraces and footslopes of Gololcha escarpment, while the natural bush is mainly found between Gololcha and Timuga towns. Other land along the road stretch is settlement, varying from place to place. The road stretch from Sire to Chole is highly populated, while from the foot of Gololcha escarpment to Debre Selam is relatively less populated and from Debre Selam to Timuga is the least populated. Settlement density again increases after a few kilometres from Timuga and extends to Mechara. 2.3.3 Archaeology & history There are no known historically or archaeologically important places along the project road. There are however several graveyards on the sides of the road. Observed graveyards are located at km 0,9; 4,6; 6,3; 7,7; 33,4; 37,9; 42,7 and 44,7 of Section 1, and at four places in Section 2 and at km 37,2; 57,3; 74,9 and 75,7 and at km 76,8 of Section 3. 2.3.4 Tourism The main potential tourism attraction in the region is the Gololcha escarpment as for as landscape and habitatwildlife is concerned. However, due to very difficult access and almost non-existent facilities, the area has essentially no tourism industry. The north-eastern areas potentially have greater tourism potential, due to their proximity to the Awash National Park. 2.4 Aesthetic 2.4.1 Visual The area has areas of high visual quality, with very little obtrusive intrusion. 2.5 Economic Except for the larger towns of Dera, Sire and Mechara, the area is severely isolated with minimal economic growth. The primary industry in the rural area is coffee production and processing. 3.0 CURRENT CONDITIONS 3.1 Maior road conditions A total of 44% of the proposed new route length has a formal pavement structure. The existing pavements vary in width and thickness of natural gravel material. For the balance hardly any form of track exists, making traversing of the route almost impossible. Access from the coffee growing areas to the central parts of the country is very difficult due to the bad roads in this area. ETHIOPIAN ROADS: EIA Page G -14 - SECTION G: DERA - MECHARA Annexure G * Dera to Borero Ridge (28 km) This section has been constructed to RR50 standard. This section has an average carriageway width of 6 m with 150 to 200 mm natural gravel surfacing. The general condition of this section can be described as fair to good. * Borero Ridge to Negele (44 km) No formal pavement structure exists over this section. Vehicles traversing this section run on a surface composed of the in situ soils. This section can best be described as an array of animal tracks and is totally overgrown in grass along its entire length. * Negele to Chole (27 km) This section of road has recently been constructed to RR50 standard and is of fair to good condition. * Chole to Gololcha ; Existing alignment The condition of this road is fair for the section along the top of the escarpment. Minor corrugations, rutting and potholes were encountered along this section. The drainage structures are functioning well. The mountain pass section, descending the Gololcha escarpment, is very steep with numerous very tight hairpin bends. The pavement condition down the mountain pass is poor with very loose boulders on the pavement surface. Embankment conditions along the section are unstable. - Proposed new alignment No formal pavement structure apparently exists along the proposed new alignment. It was unfortunately not possible to access this section during the scoping trip due to the flooded Gololcha River. * Gololcha to Debre Selam (10 km) This part of the road is located over a flat to undulating topographic surface. The alignment generally parallels the Gololcha River in close proximity. The gravel surfacing is composed of oversized river gravel. The carriageway width varies from 5,3 to 6,5m. Pavement distresses such as corrugations, surface erosion and potholes were observed along this stretch of this road. * Debre Selam to Micheta (66 km) The condition of the existing road can best be described as a disused road without any surfacing. It is a very narrow, largely untrafficed, track along which the riding surface is largely over a rough, rocky subgrade. It is barely navigable even with a good condition four-wheel drive vehicle. Bumping over the rock surfaces is extremely uncomfortable and damaging to vehicles, especially between the Derba River and the junction of the road to ETHIOPIAN ROADS: EIA Page G -15- SECTION G: DERA,- MECHARA Annexure G Shek Husen. Where sections of the existing track will be incorporated into the final upgrading proposals, it will be necessary to entirely rebuild the road from roadbed level. * Micheta to Mechara (4 km) This section of road traverses a hilly topographic profile made up largely of sandstone. It is a gravel surface road of 5 m average width. The riding surface is very bumpy, being characterised with frequent corrugations and much surface erosion. The subgrade soil is predominantly sandy silt or silty sand with little clay content. 3.2 Existinc drainage structures • Section km 0 to km 29. All structures appear to be in good condition. Much work is however required in clearing and removal of vegetation, embankment protection works and general improvement to entrance and exit structures as well as erosion protection * Section km 29 to km 76. No formal road exist in this section and therefore no culverts or bridges as well. * Section km 76 to km 99. Construction work was in progress at a number of the drainage structures along this section of road. A total of 31 structures exist along this stretch of road. Additional culverts may be required along this stretch of road. * Section km 99 to km 135. This is a proposed new section of road. No culverts therefore exist along the proposed new alignment. Along the original alignment however the culverts seem to be functioning quite well. * Section km 135 to km 147. Single span bridges exist across most of the numerous stream crossings in this stretch of road. Construction work is also in progress on some of the structures. * Section km 147 to km 218. No structures currently exist along this stretch of raod. * Section km 218 to km 223. One bridge and one culvert structure exist along this road section and appear to be adequately sized. 3.3 Maior environmental issues The following major environmental impacts have been noted in the documentation and were verified during the field trip: • Soil erosion is the most severe environmental problem along the Dera - Mechara road. In some places large gullies have forced the road to be shifted from the existing alignment. For example, just before the entrance to Sire town (km 20 -21), a very large gully situated parallel to the existing road threatens the road severely. in order to avoid this gully, the road is realigned onto cropland. Similar types of gully erosion are found at km 3,5; 9,2; 15,0; 17,4; 22,0; 24,7; 31,0; 34,0; 48,0 and 91,4 of Section 2. * The soil from Debre Selam to Mechara is highly erodable and even inside the bush cover there are several gully formations. * Instability was noted where the road passes through Gololcha escarpment. After a short distance from the Chole area, the road enters into the steep escarpment and passes through several hairpin bends. In this stretch of the road, there are signs of landslides. ETHIOPIAN ROADS: EIA Page G - 16 - SECTION G: DERA - MECHARA Annexure G * The proposed alternative alignment passes through a dense, almost pristine Podocarpus forest area on steep land, with only minimal agricultural activities on the flatter terraces. * In areas where the forest has been disturbed, mature trees have been retained within the planted areas. * The Gololcha pass is in relatively undisturbed Podocarpus forest. * The region is an important coffee growing and distributing centre, the main activities being at Gololcha. * However, the area is currently severely isolated due to poor access. This has resulted in limited economic growth, evident in the extent of the subsistence conditions along the road, particularly in the more rural areas. 4.0 ENVIRONMENTAL IMPACT ASSESSMENT A number of environmental impacts have been identified for this road. The macro impacts have already been reported on in the Main Report (Section 8.7). The micro environmental impacts identified relate mainly to the following (in descending order of number of impacts noted): (Please refer to the following two pages for summary sheets containing the noted micro impacts and their associated change in significance rating following mitigation actions) > Section G-1 * Borrow / quarry areas * New road alignments * Destruction of houses * Erosion * Disturbance to graves * Disturbance in town sections > Section G-2 * Borrow / quarry areas * Destruction of houses * Destruction of habitat > Section G-3 t New road alignments * Borrow / quarry areas * Destruction of houses * Disturbance to graves Additional single lane bridges Destruction of habitat Generally speaking, the negative impact of these items can all relatively simply and successfully be mitigated through correct planning and management as well as comprehensive construction guidelines. Community involvement on many of the listed items is of great importance. ETHIOPIAN ROADS: EIA Page G - 17 - SECTION G: DERA - MECHARA Annexure G The impacts are considered in terms of the physical, biotic and social environments on which they act primarily and secondarily, in terms of the extent, areal influence and significance (before and after mitigation), and in terms of their mitigated/unmitigated costs to the communities and the project. It is significant to continually bear in mind the extent of the beneficial effects of the upgrading of the road noted in Section 8.7 of the Main Report, both in terms of the local communities and in terms of the national economy. ETHIOPIAN ROADS: EIA Page G -18 - SECTION G: DERA - MECHARA Annexure G 5.0 ENVIRONMENTAL IMPACT SCHEDULES The following defines the symbols used in the impact assessment table: Stage: C Construction O Operation M Maintenance Affected environmental components: 1 Primary effect 2 Secondary effect Type: A Adverse impact B Beneficial impact Duration: S Short term M Medium term L Long term Extent: L Localised Impact limited to area directly adjacent to action W Widespread Impact felt over a larger area, but within the vicinity of the action E Extensive Impact felt on a regional (and possibly national) level, for example throughout the catchment area Costs: N Negligible cost or saving MC Moderate cost SC Significant.cost MS Moderate saving SS Significant saving Significance level: L Low significance M Medium significance H High significance ETHIOPIAN ROADS: EIA Page G - 19 - SECTION G: DERA - MECHARA PROJECT: VERA-MECHARA SE-CTION I Potentially atfected environmental components Ivalues Potential £ - -- - ______-_ _ Imp ct S~~~~~~~~~~~~~ Flora & 5 o Ar Waler Land Humnanuse QualIty of life characterlu fkctwities and associated potential (mpacts Mftlgation~~~~~~~~~~~~~~~~~~~~~~~~~~~Miigaio o~~~~~~~~~~~~~~~~~~~n C 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 2 Disturbance to existing comety - - 11-S N N Melrn alno N N IL ____ 1 1 ~~~~~~~~~~~~~91 A S LiN N M Protect nraves and avoid any Interference wIth the area N N L 3 Disturbance to exisinq cemetr -1 1 11 S I N N M Protect ravesendavoid anylnterference with the area N N L 4Soil erosion due to existing eraslon gulley 3 0 2221.LI M SC Rehablitate the existing eroslon galley by means alNM --- I ~~~~~~~~~~~~~~~~~~_ _backitllingNMC I 5 YeUnofesisting borrow area 43C 2 2 2 1JAILILINMc M Refer mitigation no.1I N MC L 6 ¶DSsturbanceto existing cemetry 46__ C I A sTIN Protect graves and aovid any Interference with the area N N L 7Elnfn of existing quarry area4 I 2 2 2 2 .2,2 2 1 ~~~~~~~1AI I N Mc m Refelr mitigation no. 1. Malntain existing access road N MC I 8 if sturbance to existing graves 641 1 A SI Li N IN IM Protect craves and avoid aniyInterference with the area N N IL Extention of existing borrow area 75C 221 IL C m ee fiainn.INM m T~~~~~~~~ 2 IA114M MRlrmann.I C tO Disturbance to extsting cemetry 78_ C I A S I iN IN M Protect graves and avoid any Interference with the area N N L 11 eesnio dueto existing erosion galley94 0 2 ALI __ H RMISehabiliftate the existing erosion galley by means al - ___backitiling and energy disslpators N MC L 9 185 0 12 12 1 1 ~ ~~~~~~~~~~~~~~~~~~Stabilizeembankrments and protect against erosion N S Addhfonalsingle clane bridge to be buOt ~~~~~~~~~~~~~~~~~~~~~~~Theadditional bridge should not be constructed Retain the single lane bridge The low expected traffic volumes on this road does nat warrant the construction of an addttional 13 io 05 2 2 1 2 2A S E N SC H~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~bridgewhere an existing single lane bridge already exists 13~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Dly a h igeln rdede o arn h xrNS costs to be Incurred. Retain large tree on right. Should th bridge be built, realign the road to the left to savethe tree 14 E .ln!ot o existing quarry area 5c 2 2 2 .AL iNIII iefrtgtonoIH0 m --I I ~~~ AN C M lriiainoI1 ~~~~~~~~IMC L Is obeetbihd1 tOwqar75 1211I 2 112 21 1 2 21 11 A ILLi N IMC Refer mitigation no. I Ste could not be located at km 10.75 - ___~~~~~~~~~~~~~~~~mIMas Indicated on the design drawfngs ltIlew quarry to be estabixshed it 2 1 2 2 2 2 2 1 21 1 ALLiN MCIM Refer moffgationnD011NM Extention of exlstingc borrowarea MCI~ ~~~~~~~~~~~~~~~~~~~~~Refermitigation no. I Nen-useable materiol obtained In 17 13 8 M 2 22 I 2 2 2 2 1 ALi NMC M scteening processnto beused Inetosion protection works N MC I I . I I I I ~~~~~~~~~~~~~~~_____elsewhereI Extentlon of existingc borrow area ~~~~~~~~~~~~~~~~~~~~~~~~~Refermitigation no. I. Non-useable material obtained Ir lIt 14 7 1. 2 22 I 2 2 2 2 1 ALI LI N MC Mscreening process to be used In erosion protection works N MC L I I I I I ~~~~~~~~~~~~~~______elsewhere. 19Soil erosion due to existing erosion galley 15 22AlLLIMCS H Rehabilitate the existing erosion galley by means afNM 20 ExistIng borrow areato be rehabilitated 1725 C 2 M RferbackII mtigatind enorg dIsspaor 21 Old road alignment no longerto be used ______n_____no ______I______MC____L 17.3 m 2 BLLI NMC m~ ~~~~~~~~~~~~~~~~~~~~~~~Refeormitigation no 3 NM 22New quarrytobesalhd to be eslabuished7 2 222 2 2 1 L I 'c Rotormitigation no 1 N MCIL 171 a 2 2 1ALLI N SC H~ ~~~~~~~~~~~~~~~RehabtItatethe existing erosion galley by means al 24 Exte.tl:m of eAstingc bofro. atea - -- I I b~~~~~~~~~~~~~~~~~ackfitllngand en ergy dissigatora N MC IL 24of enislirigborrowEalenlion area 2__2__2ALL SC Refer mitigation no 1. Compensate farmers forloss of land NS Sari erosron due Is existing erosion galley 25 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Rehabilittatethe existing erosion galley to the right ol tlh 25 1 AII CSC road by moans of backllling and Install adequate energl N SC I PROJECT: DERA -MECHAR.A SECTION I F'tenrtiallyaffected environmental components Ivalues Potential £ -- - ______Impact U 58 Air Water Land lra& HumrnI'use Ouairty of tIle Characteri u i ACirdtitmand annociated potentfal Impacts eat 0 iiain0 Us, ~~~~~~~~~~-n~~~~~S~~~~~~ 0~~~~~~~~ M0lato .m a'E-4 0 ' Ea Pi -~~~~~~~~~~~ .~~~~~~~~~~~~~~~~p~~~- Or 0 a S0 0 .. aS,o.000~En w ( I U) -FZII U Soil eronion dueto erdsfrng0 road iIbackgnReaiign roadfrom 1cmk 1910 9 totoI 21 2 iba ontoromexinttingstntrtrck t 26 1~~~~~~~~~~~MALILNSCHprevent future erosion from taking place Instaii1adequate N Mc L 2it ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~stormowaterslde drains along this stretch o1 load 27flew borrow area lo be establinhed C Refermiainn 27 ~~~~ m22~~~~ 1 ~~~~12 2 ~2 ~ ~~~2082 2 1AIL LNMc H eitgtonNMc L 28loe road alignment 21 2 I 1 21 L NMC Reter mitigation so 3NM L 29oEtention 0f existing barrow area 215C221 2 2 2 2 1 A ILN MC MRetereritigaiton no I N MC L 30 Now road vertical alignment C1 1 22 BL N C Stabilize emIbankrmentsand protect against erosion N SC I T ownr Sire Townr- 74 exrsting mad houses will be C iRefer mitrgtiton no 2. Compensate owiters ot affectL 71 desntroyed by the proposed new RoW width 23 1I 1 I A SE2SC SCHI houses and provide land for constrouctionof new houses SC SClL. 342 Soil erosion due to existing erosion guIley 0 S HRehabititate the existng erosion gultey by means olNM 23 14 1 1 2 2 1 1 A L L~~~~~~~~~~~~~~~~~~~~IC~~backrfilling and energy dlsstpators M L ?3 Soft erosion doe to existing erosion gulleny 2480 1 i 221 L N C Rehrabiate Urn exsigerosion gle by means o M I I l~~~~__backfililing and energy dissipators 34 flew road alignment 251C I 1 1 1BLL~N N LIRefer mitigation no. 3 NN H L 35 Ne oa linen 5. i I 2 LLNN LRefer mitigatitonno 3 Stabtize embankments and proteci NN L ______M - Igalnst ______I_ erosion ti xten.ton ot existing borrow, area C2 2 A Ref22 gainn 3t 222 M 221 127 226 2 2 AIL NMC MReer MitgainnNMCIL 37 1-odainet24 I I1 1BLL MReer mitigation no 3. embankmrents ______~NPAC ~Iabftze and protecN M ______MI - __ _ _ ragainsterosion (Secto km 27 4 t 28) M L 38eistig Eantlo borow of aea M 221 12 2 2 2 2 tIA LL NMC MReer mitigationnolI NMC I 38 Croptlandwvilibe taken 28 4 C 21 21 2 I 11 21 2 1 JAIISC NH Refer mitigaion no 7. N MCIL 40Ftentron of existing borrow area 285CMI RefrmtgalnoI 40 2itF ~~~~22 ~~~~22 2 ~2 ~ ~ 2 ~ ~~~~22 I1A LL NMcM erigaono NMC IL 41 tle,, road vertical alignment 304C 2robanLLNSnMseand Stabitic2 protect against erosion I SC L 0 __ Section km3103)N ltew quar"yto be estbihd30 80 C 22 2 222 I ALI N McMIRefer mitigatfn no IN MCI tlnec borrow area to be established c Refnr mitigation no I Utilise cru1materiol lorn road prism 43 31 1O Ni 2 2 I I1 I 21 2 21 2 1 AL IN MC Mand widen cut area to obtain sufficient quantities of materlaf N MCL hle. road alignment BL N c Refermitigation no 3 NM nonwboricn arealo be established C Reter mrtigation no.1. Site could not be located Vtr 41; 31 7 ?o 2 2 I I 22 2 2 2 I A LLN MCIM highly erodable material generally encountered In this area N MC L Newborrow area to be established C MReler mitigation no I Very high erosion potential In ttnt 46 32~~~~~~~~~~~1" 2 2 22 2 2 1 A I I N MC M area Reinstate topsoil and re-vegetate the area Site S 4it 322 2 2 1 I 2 2 2 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~incorrectlyiedlcated at1km 33200n design drawings NS 47New borrow area to be established 33212 221 L N C Refer mitigation no I Site could not be located (Refin N MCL 17 -~~~~~~~~~~~~~~~ I notestar borrow area at km 33 2) 40 yardsmay3rac beaffected 33 1Cir4 N M IProtect graven and avoid any Interference with the area NN N PROJECT: DERA -MECHARA SECTION 1 Potentially affected enrvironrmentalco..ponents Ivalues Potential - - ______~~~~~~~~~~~~~~~~~~~~~~mpact . Air Water Land aa Human use Ouallty olie chiaracteri L)~ 0 E~ E 10 ir~~~~~~~~~~~~~~~~~~~~~~~~S ~ ___ U L~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~c0 9 -2 E E~~~~~~~~~~~~~~~~~~~42nntkil9CI 49 1 few 34 7 c 2 2 1 1 1 2 2 2 ~~~~~~~1 11 A L IL I N NMC M PRoectr rlatlenand Ivo lenol n oteberen ca ihthed ae access toad to pft~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ls atNIcttrtln adht MCL To______Town_____-_approxiAmatNHelyrtet gavn3nd vodund ntrfreneeitsthtaea N 50 be destroyed by the RoWwidth of the road iRefer mltlg~~~~~~~~~~~~~Cmpenatio o attceowners opnae usadp ovId afetoedta 51 a 36-3 2 2 1 1 2 2 2 2 1 12 A SL L HNMC Refer mitigatlon no.2.SU aeil eotrfr ok 52 ttew borrow area to be established as well as new C7 Ret access road to pit 52 2 2 1 1 2 2 2 2 2 1 A L. N MC M 3Reer mitigation no I. Soils &Materials Report refers to kC L ______52.8but theot site k could 37 not belocated~~~~~~~~9.7and m N 53 Dstrurbanc atoexisting hutr1avesr 37.H Cam nseow rofaecdhtadpovelndo I A SLNINMP__ roteae stracvuesan IdayItrencwhhera N N L 68 New barrow area to he established as well as knec 419 C 2 2 2 2 222 A L N Rete flainn .Sfs&Mteil eotrfr ok M nwaccessrtoad to pt 60 2I 22 IA L L N I MCIM 41 6anmitigaio no.9Sis aeil eotrfr 0 57Seq iatae fcopadadsm os ln 676 M 2 1 2 2 2 2 1 2 2 A LLI.SCNMC Compesiatenowners8 farmlorstofbrculuampeanstdianorhos MCMC L 708 Newtubarreowaealston beavestai4hd4s el s 7 C I AdjacenttecReeIiiaInn nefrnewtdfarmlandavo an d greaveh tob acDesstreadttonoexsinghus__N_4_ 1 A LSN DrOm~ ewe m4 n HfetdhtMCS 71 Erfentron of exisliug borrow area Refer~~~~~~~~~~~4CmItigaionno Maonstai ccessroadeht Delocw egteo Towxtn 2 Mudshouses4 affected bLC Relerompeigationwnesof2RfealIgn htherandtotermight tonrtain C C 61 lestrutoad armexitnulo o 07 InvNHestigathe realignmnof roth odbtwetm the right50 toav eNol rih oeoddestructiono h o of houseslath let0 eten7m5f 63 Destruction51 05 Cof existing hut I No 1 2 1 A L LSC N H Compensate owner of aadf71fe8cCompensaeownersrofiaffeteddproperties a ______~~~~~~~~~la ~~~onsroudonderwehntuctio tht PROJECT: DERA -MECHARA SECTION I ______ Potentially affected en-io nrental components I values Potential S o 06 impact oo; Actr,Itwnsaod associated potential Impacts B a Mitigation a - 2~~~~~~~~~~~~~~~~~~~2~~~~~~m aSa 0 1 1 . .u eE B g B s~~~~~~~~~~~~~oB2 2 ii~~~~~~~~~~~~~~~~~~ ~~~iiem~~~~~~~oadalignment C ~~~~~~~~~~~~~~~~~-i 1 18 NMEE1 76~~~~ flOw road ~~~~~~~~~~~~~~FF-Reteralignment mitigation no 3 74 Ile.Toad aiignment74 5 m I 1 1 1~~~~~1 1 ELiL1 NIMc M N MC L. l5Powboirroyae to bees tablished 7 8C22 122 22 2 1 A L* INme* Refer mitigation no 1Iut aeasRpr eest N MC L. m 7~~~~~~~~~~~~~~~~5,3 anod-not ikm75 7jTov,n Moye Town -6 houses will be destroyed b- C Reter mitigation no. 2 Compensate the owners of the 78RoW wAdthrof the proposed new, road 77 5 1 I 1 I 1 1 I A S L SC MC H houses and provide land for new hnuses Reconstruc MC SC L I I 300~~~~~~~~~~~~~~~~~~~Omfence along roadI Eotentlon of existing borrow area C Refer mitigation no.1 Sotn and Materials Report reters t 79 789M221 22 222 1I Ai L i LNMCM km 78 2and not to 7889. Selection ofmate rialnnVARlbe N MC L I ~~~~~~~~~~~~~~~~~~~~~~~~requbetdIn pit. folewborrowo area lo be established 803C22 1222LN C Refer mitigation no.1 Protest adjacent tarmiand N MC L N1tewroad alignment803 I LLN C Refer mItigation no 3 N MCL 82New road alignrment 12 I III 1BLLN c Refer mitigation no 3 Stabtlize embankment and provide M I ______I____I___I____I___l_erosion protection measures 83 fl-raiainet8 1 III I8LL M mRefer mitigation no. 3 N MC L 84Estenfl,:n of existitig borrow area 819c22 122 22 2 1 A L. L NMC M Refer mitigation no I Selection of materials will be required NMC L ______M_In pit. t5lew roadalignment II 111 12 8 1 L NMC M Refer mitigation no.3 N MC I itNwqarioteetblhd swl snv,acs 29c 2 ALL Mc Refer mdigatlon no I Sots end Materials report refers t N MC L road to pitm km 8189and not to 8289 flew readalignment MC Refer mrtrgaitnnno 3. Stabilize embankiment end provIde 97 83 05 0 1 1 1 1 ~~~~~~~~~~~~~1 1811L LNM M etosionprotecton measures N MCI. J8eis road vertical alignment 845 I IIIIBL N M M Stabllze embankment and provide erosion protection MCL 0 1 I I I ~~~~~~~~~~~~~~~~measures NM LtIlien roadai,gnment837 i1BLLN c Refer mitigation no 3 SItabIlizeembankment and pmovide m I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~erosionprotect ionmeasuresNM L l4erv road alignment m 11 1B LN cm Rel9er mitigation no. 3. Stabilize embankment and provide M I I I er~~~~~~~~~~~~~sosionprotection measures NM 91tew roadvertical alignment 8 N c Salleebnmn n provide erosion protectionNMa yovlerosion due to existing eir.iion gaviley '5- Rehabiltaes th xsigeoingle y means o M 82 8I LLMCSCgH_= acltiti and enmerigydisiaa 1mmNeroad vertical alignment 5c I IIIIBLLN S6 C tabtIze embankment and provide erosion protection M 0 I~~~~~~~~~~~~~~~~~~~~measures NM Niewroad atignrnent Refer mitigation no 3 (Section km 87 25 to 87 75) yd875M I I 8 L L N McM Stabflze embankment and provide erosion protection N MC L measures 95 maroad vertical alignment 86 II LLN c Stabilize embankment and provide erosion protectionNM L tie-, oadvertical alinement C Refer mitigatin no 3 (Section km985151to,903) Stabilize 50 90 ?15 C 18I MC M embankment and provide erosion protection measures N MC IL PROJECT: DERA -MECHARA SECTION I Potentially affected envtronmenlal components I nalues Potentmal e _6 - - - - ~~~~~~~~~~~~~~~~~~~Impacti, Aur VVater Lad Flora ua s uit flr Air Watcr Land taun Human use Ouality otIl3mhPaoate'characteri i~~01 Ett 3i~ fauana ao E 9 ACtf.ities andassociated potential Impacts . .ititn M W E~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~ ~~E df m am _, _- _ _ _ . . _maue 90 NSw8road alignmentt e ul 91 4Ii Cn b 1 CT _ B a5 L N MC M Reer-mlgatonno 3 a Colie _ 99 toNew be etablishedborrow area 9t 4 C 2 2 t I_12- (I_. X011AiS L w M9.5adro m9 ExJewbonroad alignmenistingborrow area 91 C Refer mitigation no 3. Stabilsendpoiembasnkeon protectio 983 2 U 2 2 t 1 2 2 2 2 1 B6A IL L N MC M Relae embantno me t an proolaeritosiond rote tam N MC L 100 Sotl erosion due to eyisting eraston guiley - - - -~~~~~~~~~~~__90. 15 and not km 91 4 Soilo evistigeroion erottoidue gu1tey0 1 1 22ALLM CHRehabilittate thre existing eroIon gulley by means of M 92 4 - I ~~~~~~~~~~~~~~~~~~~~~~~__backfilling and energy dissipa"olrs N M L I ew road tot alignmetit c I N C MRerer iitigatlon no 3 NM 102 Town ChroleTown 111111 ASEL LN NMC efem Ngtono2IMCT Eatenlionborrow areaof existiog ___Retor Mitigation no I. Sois and Materials Report rotorst 103 96 2 1 12 2 2 MC H ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~km96.2 and not to 96.4. Selection of materials will bte 103~ ~~ ~~ ~~ ~~~~~~~~~~~~~~~IIrequired In pit Farmers to be compensated for ioss of farmNM PROJECT: DE-RA - MECHARA SECTION 2 ______ Potentially affected en,,ironrnenfal components I values Pofential c impact Sij Ve Aut Wafer Land Foa& Human use Q2uality of frfe characteri 2igL fauna sation E - AcWlfies and assoclafed potenfial Impacts mnCiuigawn C t ~ ~ ~~~~o B -i E2o In )~~~~~~~~~~~ . 0 . 0 ~~~~~ I I ~~E E . E f wyr~~~~~~~~~~~~~~~~9 00 M mmrWII w .ID 0 WE I IcroplandwAll be affected 0 C. 2 2 2 f I 1 2. 2 1 Al LI LISC -N H Refer milgaion no 7 N MC LI 2 Extention of exisfing quarry area5C122 2 21 I A LI LI N MC MRefer mftlgafion no- N MC L Addftionarlsnrgle lane bridge to be buit The additonal bridge should not be construcfed Retamrfh single lane bridge The low expected traffic volumes on this 3 178 C I I A S ENSC H~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~roaddoes not marrant the construction of an adcdifona S L bridge where an existing singflelane bridge already exists N a Delays at the single lane bridge does not -arrant the extra ______~~~~~~~~~~~~~~~~~~~~~~~~~~~~~coststo be tncurred. Road Intersectlon fayout Should the road through to Magna be constructed the 4 22 A LI LI N N MIntersection layout should be revIsed In order to better direci N N the maIn traffic flow towards the new road. le the existhn L roadshould Tbtet the new alignmentI Speed restrictmon In meuntamnnass 2 I A I W SC N H 2~~~~~~~~~~~~0Kmlhr speed restriction to be tntroduced on theN N 5 Speed restriction2 5 0 In mountain pass 2 I I IA LWI SCNIHI escarpment secton oft thepthe rNaroadec.iun 6348 1 1 1 A LLIN N MIncreaue the horizontal curve radius to role R 5Omdue to the N N L ___Road horizontal alignment lact that this section Instilt outside the mountain pass New mountain pass through escaprnment sectin 3 6 C II11I 1 1 1 1 A LESMC SC HNRfrmlarnnd Section km 3610o20.8 SC SS 8 flew. borrov,area to be established3 C1 2222 2 1 A LLI N MC MRefer mitigation noI NMC L rltew borrowarea to be established 2 222 2 2 I A LL. N sc NRefer mitigatin non I Very steep and unstable side slopes N C 10 Podocarpus forest and natural vegetation will be 5 1 21 2 2 1 A L WMC N HNRefer mlygation no 9 MC MC 'affectedII III M N4ewborrow area to be established as well ounce, 1 C 2 2 222 2 1 A L L N MC HNRefer mitigation no 1. Steep side slopes to be protected NSC M laccess road III lProposed end of spine road from Golocha shoutd Refermitigation no 4 12 the new mountain pass near Chole not be 157 0I I 21 1BL S SC SC SS K constructed I IIII 13New borrow area to be established1.5 22 22 222 AlLL,N C RfrmtgionoIM 13 L 2 2 1 A I I N MC H Reterrotigatlonnot N MC 14 Destucxtion of eoloring hut) t Nao I -61 A LI Li- N HNRealign the road to the right between kmrr18 5 and 18 81t C S I I I I I~~ s~ave ~~~~~~~~~~~~~ the exstatnghutMC5 1 IsDestruction of erxistinghut) I No) 204I1 21I Al LILI SC N HNCompensate ownero of affected hut and provide ______I_I_I onstpructlon of new hut land to; MC SC LI 16leic borrew,area to be estabish?hd 222 205 2 1 Al 1I LI N MC MRefer Inrtigatron 00 N MC L ,t jesrtruct,on of exrstinrghut( I tN) 0 8 2 A LI SC N HNCompensate owners of affected hut and provide land torM SC ______I r~~~~~~~~~~~~~~~~onstruction of new butI Town Magna Town -approxfmately 30 mud htouser C IH Refer mitigation no 2 Compensate owners of affected 18 to be destroyed by the RoW width of the road 23 C 2 1II 1 1 I I A 5 IESChC ouses and provide fond for construction of sew houses MC SC M 19Dslruction of existing hut( I No 23) L CN HIompensateC21A owners of affected hut prmode land Ior ______I_I_I_I construction of new hut M C 20 Disturbance to existrng hut 23 MC MCI H ProALtmcthut MC MC 21Destruciton of existing hut) I N4o 2) LL Crealign the road to the right between km 24 4 and 24 7 toM1 S 22 eer boc,Owarea ______ts be estabirshed ______C_save th eexIst ng b ut R2Cefermortrgatmon no I M PROJECT: DERA-MECHARA SECTION 2 ______Potentially affected envIronmental componentsi values P'otenttal ActMfties and associated potential Impacts Mtgto _ Z2M0 a3o vi ~~~~~~~~~~~~~~~~~ 4 3 accessroad-, i beestab~~~~~~shedDOinw wooto, ~~~~~~ ro R~e ~ New quarry to beestablished366 I 2 ~~~~~12)w0(2 2 U 2I t ( 2 2L I) 1~a CMRtr~g~ o1NM L 24 New borrow area to be established as well as ne, 263 C Refrmtgton. access road 42 2 2 I I 2 2 2 ¶2 ¶ ALL~N MC H erlatontAcsadbeltand N Mc L D5estructron aeteitoibg hsabishettoc 2 2 22 1 1 2 L S Refernmtheatioadn Existngkmhuts bepotco to 4 ed~ 29 121~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~AL MSc H Mc SSI L 26 New borrow areato be established mC65 2 2 1 12 2 212 11A L I M H ee fiainn M 301e urytob salse 434 221 1222 2 1 2 t AIL NMCMH etermrrltigatlon no IM N81ewborrow area to be established as well as nec 426 C 2 2 2 2 212 1A L N C Rete flainn cesrodt emitie M access toad 41 CH emtgtlnnt cesra ob anand HM 29 DestructIon at existing huts( 2 N'o)49I 2 1 A L L SC N H Realign the road between lan 46545and 46.8 to save lbe 35 Disturbancehat Na) to existing 47.25 C 121 ALLMCN M Proexctinhtrot 4. CS 36 DistuorbacowaeaIstige hutab(1heN43 7.6 C 22121 121 ALILMCNMCI RefromtectatinoINM L 327 etuto feitn v 4 57 2 i A L L SC N H Cmpensate owners ot affected hut and provide land toi CS ______avoIddestructIon new of largehu number ofnshousesof t 33 Destruction ot eyisting hat f No)4 2 L IC N H Compensate owners at affected hat and provide land toi I ~~~~~_ construction of new hot MIS 34 Destrucinowfrexitibng hts 2No46 65 22 2 221 IALLN CINHReflirnmthetlonad btwenk os~h N5d4.5M CIS 6 Disturuactioato exIsIng hult 1 No 465 C2A L M IN 1rct 37 Dsrcino41iightIN 77 1 2 1 A IL LISCI N H Compensate ovwnersof affected hut and provide land toi MC SC I Iconstruction at new hut 4 onHr ilg prxmtl 5mdhue ee igWCompensate o2 owners of affectedhoanprvd lndt MCS 1 _8_t_bedesroye_bytheRoWwi___ oftheroad4___I_L ElIC_M_hosesandconstructIonrmonsruofonnfenwhute ilew borrow ureaC to be established Rater mitIgatIonralgnentofrod no.1 htug twn eclo t ICN MC~~~~~~~~~~~~~~I,etiatC trevo borrowC~ area ~ to ~be established~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~laol deersmtIgationnofIN MCerofhose 39 Destruction nf evlsing hut (1i No 49) 2 A L S H Compensate owners at affected hut and provide land toi C S I - I ~~~~~~~~~~~~~~~~~~~~~~~~~~~constructionof new hot New borrow areato be established awelsre C RtefermItIgatIon no.1. ananecn odN M Detrctone eicin ht INo) opensate owners of affecte-dhut and provie land to M S ______~ ~ ~ ~ ~ I I Iconstruction ofnew hut PROJECT: DERA -MECHARA SECTION 2 ______ Potentially affected enviornmnnrtalcomnponents I "lues Potential ric impact S, - - --.... ~ - SW Ca Air Water Land Humnanuse Quality of life characteri ru- ' AclrItins and associated potential Impacts Mr aCo E o~~~0 CE ~~~~~~~~~~~~~~~~~~~~~~~~ -o81 48 Destrr.iTion of eiyistinghaut I(I No) 1 2 1 A LI L ISCI N IH Compensate awners of affected hut arid provide land fo M S a Ra nescinlyu -8 9- - -C-- - 'onlstructionlof new hutMCS L RoadIntetsection layout ~~~~~~~~~~~~~~~~~~~~~~~~~~~~Shouldthe road through.Magna to Chole he constructed, - the Intersection layout should be revised In order to bette 49 Ss19 0L L N N M directlthe main trafflclHowftowards the new road, le th N N L existing road should T Info the new alignment PROJECT: DERA -MECHARA SECTION 3 Fotentially aftected enironmental components I values Potential 5 e _ir Water tLand fau Human use Quality of Ile characterl e fauna~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~u Activities and associated potential impacts MitigatIon L := = 17F @ l v X 2 ; 0 g W 0 /- sh ea C * 'd ncbe otDnj1 exp EXedIoc Isin I ~ ~ ~ ~ ~ ; ~ ~ ~ ~ ~ ~ ~ ~ 0 ~~~~~~~~~~~ WE~~~~~~~~~~~~~~~~~~~~~~~~~~~ 2 E0-45. 3 O t1-S 5 4 Ne |s UCHbig hr neitn igeln rdearayessN|S roa vericalatigmen2 2_ _ 1 _1 ______X _ _ __ 1 | |t T; Secion rn 1e to2 5 tablke mbakentsandgaoteion t: t: obeIcre E~~~~~~~~~~~~~~~~~~~~~~~cot 6 New_ foad _ vert 1 l alignment34 _ _ _4The t ______t _ a ddItIna b rIdge shoud notled constr e d.loR a t 8 212 NeUv I borroN_ 1 2 . area& . t to be estaboshed1 _ 6 S 4 o d n w t c 2 flaturalwill bush, ttees and few coffee plantations MC N H 0 0-45.Sction0N f a d M 5 Additttonat singte lane brIdge to be bulilt across 32 N s 2 :== : <: MekalolaRiser 134ewroad vertialalignment -1 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~singlelane bridge. The low expected traffi volumes on this _d_q_a _ B 11 N-ScM kn.rt S 2 5_tabilizeectinteants br 3 0 11c I AS ENSC H~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~roaddoes anot warrant the construction of an and additionaINS Lte 14 w 3 Adddtonald dletro na ls single rtngle lanelahqn bridge bme ridg n e toto bebe brlitb u lit across _ _ ta|c|r|o1ss M Stabitiz e i and protect agalnst erosbnser 7Gtle ohawRiare ben _ The addittonal bridge should not be consaucted. Retainthe 2oue1o |lh -- - sigletrmiainn bridge.he Th t8 eMece trfi R1 e be maera to be use as agrgt fo casts to be hrcurred. Ntew road verticat alignment z1|1A|L|LN|M sal aeta ob sdheob ntcb ss N|M n- 2 20 IBLB I INL NSCmSection15| SC 1C ct AS bridge E wherekm Stabilize 1.9an toexisting 2 ermbankments single laneandgi bridge protecteoin alreadydetbs exis NN MCL T Aiewborrow arngealonebrigeesta blsed _ New o d vertr;a'7 _ atignm_ _ nt _ t _ 1 _ _ _ _ X X 48ilC122o2 _ _ _ _2 _ _ _ -At 2 L NMCE M Secthnaaaerlnisterosin.o1NC wherekm 6br egea55nisaingisinglealosebridgenalready exIst Delays at the sIngle lane bridge does not warrant the extr l 11ev borro aRieato be Cth naebideshotabolbrcnsrute.edt I crse s 7tonemX 0c I 1 2 1A LN Mdlurc e bshculd no be ovrepoe In a sinl loato NN| _ 25C I New borrow ares to be established 221 122A 2 2 e l mud 2_ a E N_ _Re ermulgt does lon thel al n N M-I LC New froad vertical alignment 34.52C2 2 I 1 2 2 2 2 2 1 ALLIN I13 B | N AMC MN SciReernitligattonnoAlScengamaealeurd.N N MCL 10e orwae ob salsed65 km b gankmebnit t 7. e eland por1con N MC L 1 1 A L M Rseabermlateial no be usdiseosoMpCecisLok It le eta tgmn7 I I roadI1 L N C Scinkdoe 6 tob7arran Sthblleonstructi natsand pddteiin 0 ------aga~~~~~~~~~~~~~~~~~~bidgewere an.eitn igeln rdearayeit N SS 1-1~ e barra.~ area~ to be established~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~catstobeinure 12 ve2rticalalgmn 7.5wCroad I ALL N SCHMRtafier embafnkmno and pcroectaginsfmteroiarenie. No MC 12 14ev, road vertical aligemesl 1 B I I N SC M Stabilize embankments and protecttn rosln againstbe prtectonerosionto w iks N MCMCe 14 dd,rtoodl sertialelatn bridgeLmen N C Sabtoe mbbkeetsabupotctagintcroio.ssM Addeitioa iger ln rdet e ul cosMn The additional bridge should-not be constructed. Retain the tither ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~singlelane bridge. The law expected trarfic volames on thi 11 8 47C ASEN SC H'c~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~raddoes not warrant the canstructfon ot an additionsl bridge where an existing single lane bridge already exists N SS L Delays at the single lane bridge does not warrant the eotr 12 flew road vertical alignment ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~coststo be Incurred li to bewdsroyed by heRo wdt x thegnread IE9 I L NRefaer emitiationenos2n Crompenste owansterosin NMCaecL 15 10c ASE NSC ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~hrousdesandpovid larandtar construction ofsaw housesonMC SCI PROJECT: DER-A -MECHARA SECTION 3 Potentially affected en-ionmenta components Ivalues Potential Air WaterLand Flora & ~~~Humanuse Outatttyof life a ~ 0 L.aofrl ActPAtlesand associated potentral impacts IS trgatlon E~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ c ______3 )00 f lew borrow areato be established r 17 to 8b 231 1 2?2 2 2 2 A LL INIMC H Refer mftlgatlon notI N McIL flw oa vrtca aiimet3 1B ILL N ISC M Stabilize embankments and protect against erosion N MC I Establish new borrow areain old riverbed 11 CI2L1 Soure shud not be over exiploltedtn a single location NMC 19 11 4 1 2 1 2 Mc H~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~__Sdertu=t rebdrotectlon to be retained 20 Establish new borrow areaIn rilerbed 1 c I__ 1AL NM Source shud not be over explolted In a sIngle location NM I m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~__Adeq,uat=rvebed protectin to be retained NM 21 flew road alignment 152I 1 11 B LLI N SC M Refer mltlgafon no. 3 N MC L 22 4ewvroad alignment IS7 B I. NS M Rfr~~n. C 22 It m oa a ig me t B L LI N SC M Re term ltigat ton eno, 3 N MC I I 23d lev, road alignment 16 1 B ILI N SC M Refer mftigation no 3 N MC L 2, Ne,, road alignment V 6 c I~~~~~~~~~1B LLI N SC M Rfrmtiogatlon no3N MC L 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~embankimentsand protect agailnst erosion 26 J4ewroad vertical alignment 11 c1 B L I N SC NI Stab. eebniet n roetaanteoinNM N~~~wtoborrow be esfuhblieemankenssndlreecdagintarea Coson N C 27 Ne orwae ob salse 20 8 2 21 1 22 2 2 2 A LL N MC H Refer mltigain nolI N MC I 28 Disturbance to exlsintl araves 14 1 1 A SLI N N MI Protect araves and avoid any Interference with the area N N L 29 Disturbance to exlsting graves 4 I I A SLI N N MI Protect qraven and avoid any Interference wltt the area N N I 30 New road alignment 26 I BILL N SC M Refer mltgatlon no3 N MC I 31 Existng borme areato be rehabilitted 264 C 2 1 2 1 A LILt.N MC M Refermhitiation no1 N MC I 32 New road alignment 27 C I1 IBIIL N SC M Refer mltigatlon no3 N MC L 3-flw road alignment 28 1 C I I B LLI N SC M Reter mltlgattn no 3 N Mc L 34fl- road alignment 5 C9 I11If11LL1NIsc1t1 Refermiiaio o3Stblzeadpotc mbnmn 3 e ea lgnetC L I ~~~~~~~~~~~~~~~~~~~~~~~~~ialaost erosion New roct altnment29 9 BI NSC I Refor mItigatlon no 3 Stabtlize and protect embankment IBL NS___ against erosion N MC L 3 [Jew road alignment 3 I B LL~ N SC M Rfer mitigation noo3 Stabilize and protect embankment N MC I m ,atnstaq~~~~~~~~~~~~~~~~~~~~~~~__ erosion 37 II"- road alignment31A c I~ ~~~ 1 ~~~~~~~~~~~~BLI N SC NI Reer mitgation no 3 Stabilize and protect embankment N MC I m ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~againsterosion 38l ew road alignment 311c B LL N SC NI Retor mitigationbno 3 Sectilonkm 31 69to32 2 Stabilze NM 114 - N91e.road alignment3ol an~~~~~~~~~~~~~~~~~~__rd protec embankment agIn.t erosion NM 111BL NS ee mitigation no 3 Sectionkm 32 7 to 33 4 Stabilize NM PA Ian~~~~~~~~~~~~~~~~~~~~____rd protect embankment against erosion lnvi road alignment Ret 0k, I B 1LL N SC NI o iIain noe3Sectionsk,3Z6t3 StaCliL N M ~~~~~~~~~~~~~~~~~~~~~~~~andProtect embanketaanteoinNM Item, road alignment 3I25 I B LLI N SC MI Refer mitigation no 3 N MC L lIeu routi alignment 34 I I 1 I L H SC N Refer mltigation n0 3 Section km 34 4510o347 - N MCT Mien borrow, area to be establIshed C5 2 2 2 1AA 1 N MC H Refer mitigation noI PROJECT: DERA -MECHARA SECTION 3 Potenttally affected environmental components oIvaues Potenfial o.. t PlursA ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~impactSi. is, Air Wafer Land fana Human use Quality of tIle characte AcMtifies and assnciated potenfiaf ImpactsMigta 2 11 Mftigation~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~B 12 a New road alignment ~~~ ~ ~ ~ ~ ~ ~ Re~~~~~~~~~~~g~ ~ ~ ~~~~~~~~2L.. flew road alignment 1 1 B I I. N SC M Refer mtigation no.i3 Sectian km 36.7 to 37.3.NIMC E 0 U) IL IL I I B S I 010.~~IN rtc rae n vidayIa.ernewt heae Itemto be establishedborrow area C~~ 122 2I 2 LAL NSC Mgandermotgctembnkmntgansers nNIMCLI 45 New road alignment Refer mitigation no. 3. Section km 386 to 3868. Stablilze 1-6 25 m I I B L L N SC~~~~~~~~~~~~_____ and protect embankment against erosion N MC L 46New road alignment 3 a L N M Proectgae an Sectiony kmter40.9cwto the2SarieaN 47 cmeroad alignment 37 II BL L N SC M RefernrBtgationnno. 3Sclnk 67t 73 N MCL 54 Guurbave tordmaystbe gavfeste 37__2 _ II AS L N N M Proteact graves and avoid any Interference with the area N N LI 55 flew boroad alinenobeetabi4ed3.7 5C2 2 1 2I22BI2I.L I NSC HMRefer mtigation no.3I NMCLI 56 Nestrutoadainmofenitlo hut No 7 C 1 A L I NSC N N efCompensatenonesof aSected hkm38nd proIde8Salnde NMo m I I I ontutinofn ent~~~~~~~~~~~~~_ MCansSCroio D e,strucondatignevifngt u 1 413 C AI L L NSC N RefCompensateoowe3 of affcte h toan providStbland to C I I ~~~~~~~~~~~~~~~~~~~~~~~~cntuto fnehu m2 2 2 2 1 1_ 2 2 2 1 A L L N SC H ~~~RefermgtnnoINMC C L 60 flew road alignment C2 Re m I I BL L N~~~~~~~~~~~~~SCIM Rfer mttgation no. 3 Setak4.t4aSarN MCL 54 Disturbance43 toC existing gmves I . . . I _ A S L N NI M andanyotectrembankmenttagahestrerosioProtect waves and avold 62 Noewroad alignment 431C 2 111B S Refer mitigation no. 3 SetNnkM0C 13Stbl Lo ALL SC Iandsprutctinoebnmen agait eoinNMC SCL 63 destroaed alygnmen dho h od464 rCo SES C Rater matigation no. 3 SCtompnskm53etown54 7f StaeIlld M ~~~~~~~~~~~~~~~~~~~~~~~~~~~andprotect embankment against erosionNMC P1Neortionwo cfeatbe reptaration hlanwillIC be affectedL 2 L N C Refer mtilgatlon no. 5 MC 64 f N MC I~~~~~~~~~~~~m I I I 8 L L N SC m ~~~~~~~~~~~~~~~Ralindthe r noadtlrotectthens erosiong ofedyn at N M flJewborrow areato be established CE 66 54.7 22I I22 2 2 2 t AIL N MC HReferm5lgation no,1 NMCLI It,e. road alignment 595C 6 .~~~~~~~~~~~~~~~~~~P. 1 15 L1 NISC M Refer mtigationono 3 N MC LI Ro3d wideni' g Fr,i coffee trees and Kaproktrees c I IIs Refer mitigation no 5 N C 65 wi be affected III N MC I PROJECT DERA -MECHARA SECTION 3 Potentially affected environmental components Ivalues Potential 0. 0 Air Water Land Fli uan use Quality of lIfe carceiI i fauna nation 'E~ 3 Acturties and associated pt,tentroTImpacts c M-lgat o E E a, ~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~E Pi 'a 0,05 B~~~~~~~~~~~~~~~o ~ ~~ ~ ~ ~ ~ o~~~~o~ ~ S ~20 ~ a, in '-S 33; ~ ~ ~ ~ ~ ~~~~~~~~~~~~ ~ ~ ~ ~ ~~~~~~~i x ______2W - soOcwlEco ~ , lieN oad aignmet C Rfer mtigaton n 3 Setion m 56 to 5 9 Stblll 71 Nlew road alignment 568 8L Nsi Refer mitigation no 3 Section km 57.5 to 57.8 StabiilzeNM ___I_'and protect embankment agains erosion 72 flNewroad alignment 5 2 BL NS Refer mitigation no 3 Section kom570 to 5781StabtfzeNM L ______and portect embankment against erosion H2fewroad alignment 580 8L NS mRefer mftlgatlon no 3 Section km 58.7 to 58 8 Stabtuea M m - ~~~~~~~~~~~~~~~~~~~~~~~~~~andprotect embankment against erasion 73 New road alignment 5 5c 2 11 1 L Refer mtilgatlon no 3 Section km 58.7 to Sift StabtizeNM I______andprtetmbankment against eraslon 74.New road alignment 59 2I B LLI H CM Refer mtilgation on3 Scink589t59-SabzeN MC L 76 New road alignment 11 I0 I LL1N SCM Refer mitigation no3 N MCI L 77 New road alignment 04 2 L NS Refer motagationno. 3 Setinkm655tC6 5 tLii ______I_ I and protect embanktment aaIst eroskion N M 78 New borrow area lo be established 613C2222 222 IAILL HSCHHRefermitigationea HoINMC I New road alignment 11B ~~~~~64m1 LLIN SC M Refer mitigation no 3 Section km 63 3 to 64.6 N MC L f0lew borrow area lo be established 648C22 22 222 AL NS HRfrmainoiNMCL 81 New road alignment III L N SC Refer mdlgation no 3. eto i 66 1 to 66 7 Stabilize 81 I~~~~~~~~~~~~~~~~~~mIIlndprotect embankment=gantersion N MCI I 82 New oadaligmenIIB LLNI SC M Refer mitigation no 3 Sectin km 66.9to67 15 N MC I 83Ilew rood alignment 6 I8L NS Refer mitigation no 3 Stabilize and protect embankmenlNM L 63 ~~~~~~~~~~~~~~~~~~mMagainst erosionNMC 84 New road alignment 187 1 L IN SC M Refer mitigatin no 3 Section km 68 7to 68 91 taf z N MC L New4-road alignment 7 I8 L NIS M Refer mitigation o 3 ectonn km 6985 to 70 1 tbl 85 Cd rated b~~~~trrrr~~t~O~~5~ erosion N MC I 86Abovt 7 hoauses witl be affected 72 1C 2 2 1 11 1 2 A LLI SCI N H iRefer m tation no 2 Section 42.3-41NM M 672hosses will be affected 273 11 1 2 SCI N H fRefermitiation no 2Section 42 3 -44 t N MC M 63 New road alignment 2 1 I I B LI IN SC MIRefer mtigatmonno. 3 N MC L 69of xistingDestrutIon ot ( I NoI 2 1 A I SC,N Compensate owners of affecte'd hut and provide land tot MC SC L construction oflnewhut New road alignment cI L Refer mitigation no 3 Section km 74.6 to 75 1 tbl N MCL ______74_____75______ndprte manks mentagaInsterfeosincwhteaa N N L 61 (isturbance to existing graves 74__ I I I A SLIN N M Protect grvsadaol n nefrec ihte ra NN__ 32Extention of eristing borrow area 748 C 2 1 A L L N MC M Refer mtigation no I N MC L 93 Gr-aveyards may be affected ____ 9 I I L I SC N H Protect graves and avodaymtreec ihteae 64 Compensate owners oof affectedafetedhu hut adand provideroidelad land tooi MCc SCC I~~~~~~~~~~~~~omenateo,er 94 Destiuction75 35 Cof ey,sting hut ( I Plo I 2 11 1 1 . I truction nitof rkewew hu hut~consluctlo tiew borrow, areato be establsised C 2 1 A L LI N PAC H Refer motilgatlonno I H MC L New rood alignment Refera,mictigto emno 3mec~5,ntionkm 5 4 o 57 tii PROJECT DERA - MECHARA SECTION 3 roterilaily affected envirorm,enta1 components I values Potential _ c -- - ______~~~~~~ ~ ~~impactt o Air Water Land Flora & Huia-r use Quality o charactert | 2 E i ' a fauana' _ E 2~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~a us Quality ifieo tio E 3Y D ACtiithiesand associatedipotential Impacts 2 Miain a a~~~~~~~~~~~~ a, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~EE Additional single iane bridge to be butt across KoI TeadronI brkidgeshoaid not be constructed Retain the River ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~stngielane bridge The tow expected traffic volumes en thin 97 2 1 2 2rtA SC H rdRehad dn nt wa t c onstruction of a4n ans N |dMCoL bridge where an existing singie iane bridge already exists N_ L Delays at the single tne bridge does not warrant tie eot 109costs to be necurTed 98 __Grave_Va_ds a0) e ra.lgnet7.ac __may_be_affected __ 75_7_ C 1__ I_I I A L I LSC N H I rotect graves and avoid any ______e||| = n Poe mESE Interference7 5t with 7. the areatbik N N0aa L__ J9fewroad alrigment76 LILN c M Refer mitigation no 3 Section ikm 75.8 to 76.2. StabiucE M 105 Nn oda0net8 m _ la~~~~~~~~~~~~~~~~~~~~~~~_nd orotect embankment against erosion 1 _ _) _ _2 _. _w _: __ _ 1 ntpoe mak tadtk 0t 01 tbiz E 100 Large Ficu,s tree wAIlbe affected 763C2I12212 A LIW MCI N NH Ref ermitiaatio no. 9 MC MC M ttSome houses and water pipeline will be affected __Rfrmtgto eto 2.4I_- ___76__C__2__2__L L SC_H_Iefe_m_gaton_o_2Se__Dn42____4 1N MC M 12Tame Micheta To,n. 30 houses wvillbe affected by 7687 C IAL CM Refer mitigahon no- 2. Compensate owners of affected 02 the road widening through the town. Dopertiesr SC SC M 103iGrave yards may be affected 76__8 I A ILL SC N H I Protect graves and avoid any interference with tire area N N 104 New road alignment LLI88c N SC M Refernmitigation no 3. Seto ti 8 75 to 79.1I StabtizeNM L m a~~~~~~~~~~~~~~~~__nd Protect embankmentSgInseterosion NM i05 Ne,. load alignment80 1 c I 0 LL N~~~~~~~~~~~SCM Reffmitigatlonnho 3 Setinkm BOto 60.15 StabilizeNM m a~~~~~~~~~~~~~~~~~~~~~~~~__nd Protect embankment against erosio 1 Soil]erosion due to existing erosion galley L1 __30122 Rehabidate the evicting erosion galley by means alNM rown Mechara Towr, 50 - 100 houses wilt be lOt affected by the road widening through the lovwsdue 80 5 I II II11 A ILL SC MC N Compensate owners of affected properties SC SC M ,tovery narrow RoW 09 Ra1o zna ainet 07A D I N IN MInvestigate larger carve radius at junction N MC L KEY CORRESPONDENCE AFRGCON LIM[TED Ethiopia Project Office Ethiopia ETH 13924/ IR/FF P oBox 1284, Addis ABaba ETH 13924/ IR/FF ~~~~~~~~~~~~~~~~~~~Ethiopia 1 November 1999 Tel: 2 5 1-1-i4i6 Fax: 251 -1 6 916 The General Manager ;_ Ethiopian Roads Authority co AI3A.,- P.O.Box 1770 . Di " Addis Ababa .s 1 For the Attention of Ato Tesfamichael Nahusenay Dear Sir, ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF RSDSPII ROADS:- INCEPTION REPORT Attached please find an Inception Report plus four copies of the EIA study. Please do not hesitate to inform us of any additional information you may require. Yours FRANCOIS FURSTENBURG AFRICON INTERNATIONAL DIsta-.. Moe Frouenoo, PJ Mro-an NM RtcNt Li SIn,- o0c1. MEoO.- SWA H.,- THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPiA ETHIOPiAN ROADS AUTHOR nt ?TiIdh7 1-th hnn &o*- AbbabaAddis r- '7 Eti *&hhb211 go thAti *lr 6-71-70179 Isic. 2811 TLkl.a. 61--7-70NS ~~~~~~~~~~~~~~~~~~~~~~~~Ref. he. /- AhLt. hanit 614S@-Wd*A /.2 X2 AFRICAN LIMITED ADDIS ABABA Attn. Mr. Francois Furstenberg Re: Comments on the Inception Report of the EIA of Seven Roads ( RSDPSP - 11) projects Dear sir, Enclosed herewith, please find comments made on the Inception Report of the Environmental Impact Assessment of the IDA - financed Seven Roads Project. Sincerely, piaDDnt & .QKaDaS co COMMENTS ON THE INCEPTION REPORT OF THE SEVEN ROADS (RSDPSP-II) PROJECT Gbener0l Como ent,s-:. 1. Project names The names of the two projects should be corrected as follows: * Adigrat-Adwa-Adi Abun (there is no road by the name Adigrat-Adi Abun-Adwa.) and * Nazreth-Assela-Dodola and Shashemene-Goba 2. The document should also contain the following: * Date of signing of the contract agreement; . Agreed start and completion date of the project;. * Project work plan is the very important thing that should be scheduled in detail describing * Number and types of activities * Sequence of performing activities * Mobilization of staff especially key personnel * Start and completion of each activities 3. Site visit should have been made before inception report in order to consider comments on the Report. 4. The Report should dwell on the social impact of the projects especially on the resettlement of people along the roads. 5. Regarding Environmental Health, the inclusion of AIDS and other STDs should be considered and treated in the subsequent Reports. 6. When field trips are made, it is necessary to list the names of the participants involved; and this will make the projezt monitoring and follow-up easier. 'Spescific rnoments ::: : :...... :- ....I. :...... :: 1. Page 5, Section 4.1 For general approach, the World Bank's documents could also be used in addition to the documents listed. 2. Page 7, second paragraph, first sentence. The consultant should not use such statements in the entire document since the project areas are not in the war zone. So he should delete it entirely. Such statement will have a negative effect on the project acceptance. 3. Page 7 Section 4.5.1 paragraphs one. The Consultant should present the spatial discrepancies observed between the engineering design and the environmental report in the Draft Final Report, which he has lightly touched in this Report. 4. Page 7, Section 4.5.1 This contradicts with what was commented by KOCKS Consult in their Feasibility Study Draft Final Report. Therefore, it is better to consider the comments given by KOCKS on the design of this project and reach a consensus. 5. Page 8 Section 4.5.9 first paragraph. The Consultant should comment in detail on the issue raised in this paragraph in his Draft Final Report. That is, The Draft Final Document should overcome the shortcomings of the previous EIA Report of the proJect 6. Page 8 Section 4.5.4 name of project. The Shashemene-Dodola section of the proposed road is not mentioned in the Report. But unlikely, this section of the road was mentioned and treated in the Feasibility study. Thus, it should appear reported in the subsequent reports of the Study. 7. Page 9 Section 4.5.5, last paragraph This paragraph is not easily understandable. It should further be clarified. The upcoming Environmental Impact Assessment Report should not be based solely on the "detail" information to be obtained from the Engineering Design Report. The Consultant should rather make use of the field survey in conjunction with relevant documents including the Engineering Design Report. 8. Page 10 Section 4.5.7 The consultant in his section defames himself in the EIA study and praises himself in the detailed engineering design. This design was commented in the feasibility study by Kocks as inadequate. It will be advisable to reconcile the difference in impressions about the Engineering Design. S. Page 12, Section 4.9 The Final Repor. should also contain Environmental Clauses to be included in Tender Documents. Costing of items as much as possible should also be made. THE WORLD BANK GROUP WORLD BANK + IFC + IDA + ICSID + M.I.G.A 1818 H Street, N.W. Washington, D.C. 20433 U.S.A. Tel. No. (202) 477-1234 + Fax No. (202) 477-6391 + Telex No. MCI 248423 FACSIMILE COVER PAGE DATE: Thu Jan 27 2000 23:33 EST TO: AtO Tesfamichael Nahusenay SlJBJECI: ETHIOPIA RRP (Cr. 2438-ET): EIA Study of RSDPSP II (Seven Roa FAX*: 002511514866 SENT BY: John D. Riverson TOTAL NUMBEPS OF PAGES (INCLUDING THIS PAGE): 5 _7 ,- ,7 'W If 2ll hs pages are not satisfactorily received, please contact the sender or call The 7orld Bank Group Telex and Facsimile Service Centcr at (202) 458-2805i THE WORLD RANK GROUP Headquarters: Washington, D.C. 20433 U.S.A. Tel. No. (202) 477-1234 Fax (202) 477-6391 Telex No. RCA 248423 FACSIMILE DATE: ._a:ary 26, 2CCC3 TO: _zo Tesfan._>chae- NaS-use:-ay FAX NO.: -:-: :-:e:-erera.. :pa:-aarer _r_ar.:za:c r.: :op.2-. Rca-S t.zr_.: FROM: _^-.-. sR7-erscrn FAX NO.: (2_2) 473-832>6 -::e: 7ea. ~eader Te:ep_cne: ( 2)2 473-4282 De-~~/' v: -~~~_ Dep-./"v.~~ Nc.: 2 3 6' SUBJECT: ETHIOPIA RRP (C:. 2438-ET): EZA Study of RSDPSP II (Seven Roads). Comments on the Inception Report Dear Ato Tesfamichael: We tefet to the above report which was forwarded to us bv the Consultants. Messrs Africon and recei,.'ed December 17, 1999. We offer our comments as follows. '1. Overview: The .e hc c c.Iogy s aaes:ed fc cws s a r e-ear.n C--c seen -r^_m :he perspec= .-e -: :ne. ac-rse o^ ac=z-.s zc De exez__ec. _^e ao cepa_' frame%or.k-, nohwe-7er .eeds =Z be m.cre pr---se. C..- =cmen-s are zo es-.sre ha=: ze __; a_d-resses zn=-a--:c -4e-s_re _za= 3Bank - e.:mes are saz.sfw ed; and we s^_s cz :_-e se'.er :z -..... _ss'es: (..) Cb'eZ:..es, (-_.) ;_~.) rep_r_:-. z-. -es_' r: d em:a:;cm reZ-:ew, (-.;) f.ei-d s:d_.y _-:p,-,:)za_ -e c__- c^rn-:enrs c: repc_r= (-%71 ! -. =:a z_:_- m easu res . 2. Objectives: -he _-.zep=ne -. repcr: (p.4) states that _:s.e c_-e:::zve f _^e _.-7-rcn.menta_ _-.pa2Z ssesS e ( S:u.JSA) _s 7_ e'.^_-c.Me -_'a cssess :.e c.r.Csed urzazfna des:r: as :rS2~eoe~-a _~.e e z.neerLno re,cr-s. -'ease rcte - _s _-es rc: appeaer =C c-Er t-Ie core Issues a: szake _.n -^-e =:Z.. We ^y _=__. t-ha_ t-ne cbz'ec_:.-e f- =:ne -EA-; _S =c s_- e..=~. _^ne e--;_~rs-.mem:._a _mpaz= (p->vs.ca1 ar.c. so:za..) S-*^ _za-s a-zs_ -es= m__za:r-.- measu_res. We trust :r:.s :s se_-. azsresses as suZ..'o 'ow trne up az=-l--Es =s -a: as E?S 's --- F-s are zcmcerned, we =r_s-t _ he :-.-z-r.n -e-:a *r-_ (=amacee-;2Zr) wiU. p-ay a -eaz rc_e -r_ve,zar_:: _C ti^e 7-:s :' RS?S- phase W.We expect =t2= s_--ff have revzhEwes t^e nroto sec me: ^co CC7 a._ P--z_2ec sc-.e z:.-ze :r :-pro7emem_; es-ec:.=__ draw_:.c -rzm.: e_r 3 _ Se=S-RGL 3 Z C_Z ___.--__7. -_-__zz sz-e,_: -sz- -s 2 sa_ -z auz, cZ sabu2_-oD scdo.:d s-d-d_:s_: a _:aeZe3^ ~~~^._ 's7 se2 s-_-_a 3 '-.'-'-SS s=_d-- a-,_ 3is=-,ia -- -! *D-3 s8d3z a-sc S..=3a b,^_ z-3 Z --93az 3 ,-?-3_C IS-.Cd-3- _7_~ 3 .- i; - 3--F; 3; S _ z3SZdz _ d _ _ .,__ .. _ - - 3s~ S_-. ~zcs ;c..03~~_ _i. _z--s: _3_-___ aczzm sucs.zs_ d 3_Z _7 ,a ./ _o ,Z? _-.1-?7___ __z_-s/ ~-s 9eS-_? _d Yd Z-- '_3"'3z.9s,:- --.:t73-- 3U- -' - S0--Ol'S Y_!-.S -7SU3 ST'- a ' -:.- -z 'o_S S7 - :z6 s- T -=3mO zp_ ,zw -' ?7C_SS -S l S S. w- \7 S Z ? C.: J =--3- C _" I -'- _ S C* -:s_-s.-*e-_31X3~~~d_~ -s 3j,_ .;z :s 73_, _ s'_7 39zI-,"zz'_3 _Z-S C~-" 3qiz _zc S75S_? ? S? S=.:Od3 as3_,3-: LS3Z--?--7?d Z *:SwS?Z- _ r *-= cz) _- *^a1;__7 4- 0 - S;_ta 0 Z -s_3_-_ aq T~ZZT:'a, .SUm XoanY aL~~,-auzs .~~'-Onzs zz - 5s3-z_ds s7. ea z"---s _ * 53--.523U: ''=-0; _~;_ 'Lv--C- 32t,7lXd- 3i-S ._--e---.__ 3L'- ;- SS-? p9=7a -. a_ 3g -MS~ d- e __ _ : ^XCTp-l cm 'pZ-3z-', L 3C,. Zo,- 8_:Sl.ao. lp-no-,-S.z 1 -~~~~~~~S _~:--_e Z- . ,.z-3-q7| ss _o _d T _ 3 t: _ 7 3 e_s _=3C- s _ 3_ S uo s;w;oca s MaAa UO; /UOThYttOY5ra uoD- _oa *~~~~~~~~~~~~ __._: (_.ses ,:07ss-7 z:70 nan7 su= SI_:?T 7aer =F:-< ::-.zm at^,,,lzas-^:3. - > T--- U_ 97av7T.Tlez.3> -0WSs;4,ufrseG. ea _ ,:0--*s o:2Cs_-a _S_----- so3S__*-_i1i3-33___2z_--. z'- s -_-e-::z-': 3CZ 8;-_-_ *3-3,3 >Y-4n3- D_-w_-__a-_E- 3S z-'J sad;-Z cmca Z'zzsCr ._saa3_ se;-r-:Bs 3 5as-3--.- -s^ w __muau d s _ -, Se Co, d a:-a3 i Sz ._TW5 3_d-a ; _ _d_ _3_5_eazs Sq_,79-3 ._:._3 T -z -d dsT CZ /~- _ zO doz a _ sa7_c.:sd S -z5-i- . 5a_rv_-_SD ;z -S._i s_e,_U---s-;; -c-nous , ,aqZ-_ ,-32o zc'Z as?-a_Es- 3s_ :-s _ _ n_s >- q_3 d_ =3 -^CS S a -S-2C <_ bU:,N 3 S .':.. 379_ ; 3 _ 3 dx_ sc.e Ena.ys-s be a:-en zc prC-,:-e g- Ldance r_r desLn ch_ange c r .,::: Ce a zc_:na=-sn of Aoth?lso, if des:.gn change is croposed, w-atw.: be the proced-re or me chan..sm to :-zu__ce tne- -n =:ee ::na- e-. -rneering rep.-ts' ^'1ease Z2arify -c. t':-:s _s :n-.enr.Je. W'-at -w b'e th-e rc_e cf th:e F£.C, anz the A co.ns-u_ __a, 6. Field Study Trip or Field Verification: The proposed meam o- zcns-.u_t-ans for_eld -ter-:-caticn is rele7ant. The .kncw...edc7e cf Loca. _anqa_aes cr access to an inrerpre-ter will, :.owe-7er, be a cr:t_-cal factcr in t:e ccllection oC sr-.-. ---IWe tr_st _.a_ the ccnsultant-'s team -as addresse- _-.e a-. ua3e issue zak':n, int:c accco.nt -:-e various 'angu.:ages spcken :.n the re,:c.s. u-_rner, the ccns_-ta-. wculcd beneffit :rcm t-e ac-7anzage s: crea_ ng a tear. .za_ is genrder :r-" _S:GJ.' Cn pace Z-, t:he report states th-a. The invenrtries w-'11 nct be _ e ~em^ _na:-s tne prc-ects ..av .ave zr, the s5 nc ' ~~s:.D:irr;nmenrs, it wlll als_ -^ns ider the irricaot exter,a_ _~a-':ors nmav have cn the cro lect, where applicable. Alono3 these li.nes, the - sh_ould alsc examine the indi-rect er.-;--c-.-.e-.=a:_-mpaczs cf road rehab_it.at_cn for eacz. reg_on (cr Zro-up c- rcans) -.e. inmpacz or crea=er accessib-_ity tc forest resc-rces, or greater fragmentatlcn cr ecCl_;`ca=. prc^esses or plant naz^:tats. 7. Table of Contents of Report: :e. propCsedt_able of ccntent.s -s ex_ensi--e a.n-d -ncu.d:es reaIe-z7a social anCd env7roCnenza su--ez s. :he chapter o .rCnEua n and- Sci c-eccnr.om_c :ssues wo-l. -erne:= -zrc.a c.:-.-:s:cn _n._c tzwo sect__ons. First, nvi-:rc-.ment - -. sez-c-n presern.= r ac-s 2--u =:ne ex- sinc ssz:a: struct_re; anr. Secnrd_, Sz_cal mpacz - a sectinc presentinr. t^e ssc:a: n-paczs oC pr:ecz_ cpera=--rns an.s m:t-cat:on -easu'-res su'-'esec. 8. Mitioaption Measures: :he -_-ca=-cn meas-uires fcr ssc:a_ :mpacz sh:^_ s *r.z:oerese-=tement acz=cn p_ans, rese_t e-en- ecomes an -ssue cn cne cr tne roads. _e -:_-:at:zn p an su_ s a sc pricr_t_ze t--e propcsed miticatcin az_ctn.s/-an s. _::e me:thcdooc,v _sed tc pri^riSCze sc_.^ a_sc -e :.ncu _e^. :-e costs relateotomti cation and wh-c wacu--_d -e reszrs -:e t^ '-p-eme= =.-e r:=:aa.:cnr measures s cua-o a_sc ze ar= C:z-a=e.a Wbe trust out comments wvill be accommodated in the finalization of the Draft Final Report of the EIA. The EIA report will be a useful input fot the finalizarion of the detailed engineerinc designs of the toads and the pteparation of the contract documents. _es= re_ar-s, _ * *; o:r; I- AFRICON LIMITED Ethiopia Project Office Ethiopia ETH 13924/DFNDGSR/FF P o Box 124, Addi Aba 28 March 2000 Tat: 1.1 /1 ~Fars 251-14 r+ Ethiopian Roads Authority / v P.O.Box 1770 Addis Ababa Dear Sirs, Re: ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF ROAD SECTOR DEVELOPMENT SUPPORT PROJECTS (RSDPSPII) ROADS - DRAFT FINDINGS REPORT Attached please find a draft findings report plus four copies of the EIA study. Please ignore the draft final report which was submitted to your office in a letter dated 10 March, 2000 (Reference ETH 13924/DFRIFF). Our intention was to submit the previous report as the findings report although it contained the mitigation actions in brief. We regret the inconvenience that this brought to you. Please do not hesitate to inform us of any additional information you may require. Yours Sincerely, s. . -. ,r ^ ' -; 1j/g.... FRANCOIS FURSTENBURG 'ci' AFRICON INTERNATIONAL DIr-1 - A deM F m PJ M.- n.- NkMRlIrh,o Li S,-, rfk+t,Mt.. r. L."4 crh4.l6"WL THE FEDERAL DEMOCRATIC REPUBUC OF ETHIOPIA * .s7.jpK q+p'en~7 ETHIOPIAN ROADS AUTHORITY ?'r1k.+ a:" C 170 iAA Annih.t Peat Ot.O Box 1770 Addis Aase E olea f46.qW118 fh*4 AWd. 51-J1470/7 Cakie Address HiOhwsys Addis AMike * I 21130 2si? Sl-71-0 9 Telex 21130 Tl.N. BS-71-701fl 4.ba 251-1-634364 p~~~~~~~~Fa251-i-146 We_ ~~~~~~~~~~~~~~~~~~~~~Rdf.No.,Sr/Kr hMA dlI__ __ A bdaMa 74 / /K? 2e nV AFRICON LIMITED Addis Ababa Subject: Comments On The Draft Finding Report Of EIA Study Of Seven Roads (RSDPSP 11) Dear sirs: Enclosed herewith, please find the comments made on the Draft Finding Report of Seven Roads under the Environmental Impact Assessment Study. Sincerely, WOLDE GEBRIEL j pianuDg & Programmm8sn Divison . Ivlaagcr COMMENTS ON THE DRAFT FINDING OF THE EIA STUDY OF SEVEN ROADS (RSDPSP 11) Project: EIA os Seven Roads (RSDPSP II) Report Type: DRAFT FINDINGS Undertaken By: AFROCON International Comments By: E thiopian Roads Authrity Date: April 17, 2000 Item Reference Page No. No. and Section Comment / Error Action I Correction Remark |NTRTlCTUC . ' . , _.__._.;_-__r______...... ______'..:______.______%'..-.: 1a.e A -4, Sec.3.O, 2nd para j Readers of this Report are advised to refer to several J* Facts pertinent to EIA should be extracted from the Parqe A , Sec.3.0, 2nd para Readers of this Report are advised to refer to several respective design documents and Incorporated in this design documents. But in the ToR, App. B, It is stated Report. that the Draft Final Report should stand-alone and does not refer to other documents. . . Section- A 1. 1 A.5,Sec.1.3, 4fl paragraph "All the fences.... To be maintained"? This sentence is repeated in all projects. Need to be clarified. 2. Page A-6. 2nd Bullet Stated that 'unsustainable short term job opportunities . Even though the jobs are not sustainable, they should created by road construction work' is a negative impact. be considered as positive for the already jobless But how about for the jobless? people. 3. Page A-8-11 There is no description on the current situation of the . Include the situation of bridges along the roads. structures / bridges along most of the roads. 4 Page A-10, Sec 2.1.5 Since this section is dedicated for description, the 1st . In all the cases, separate the description from the para is sufficient and the 2nd & 3rd be treated under the environmental problem part. impact section of the Report. 1. A- 1, section 2.2 2 Wetlands are home for variety of flora & fauna. The Include this point in Page A-9 (in the itemized impacts) environmental impact the activity may bring about to aquatic habitat should be considered or valued accordingly. 2. Page A-i1. Sec 2.3 The topic 'Social" is not sufficient while the issue of land . Change or modify the topic as Socio-economic' or This applies to all roads use and archaeology & history are included. Socio-Cultural- as the case may be. because the text is identical in all projects. 3. Page A-14, Sec 2.4 Water and air quality are classified under Aesthetics' * Water and air are components of the physical The comment applies to environment Thus, treat them under-2 I-physical" all projects because the texts are identical in 1 Page A-14. Sec 2 4.3 Is water for construction sufficient in the entire stretch? . Forward the observation or outcome of the The comment applies for assessment of the Consultants. all projects. 2. Page A-16, Sec 3.2 The Section is merely a repetition of the 2nd and 3rd . Justify or avoid repetitions, as they may be boring or .I.. paragraphs of Sec 2.1.5 confusing. Item Reference Page No. No. and Section Comment / Error Action / Correction Remark 1. Page A-15. Sec 2.5 The economic description focuses on only agicutture. * Other sectors like mining are also existent in the area Aren't there other forms of the economy in the area? although the contribution might be relatively low. 11 Page A-18. Sec 5.0 ' Effect' is replaced by 'Extent' in the summary * Be consistent with one of the two. The comment applies for Tables. all projects. 2. A-14 "Potable water...."is this include both the urban and rural -If this is the case, does not the road construction affect the areas along the road? ground-water resource? 3. A-16, Sec. 3.3 " Following completion of...." Incomplete sentence. Complete it 4. A-16, Sec. 3.2 The first two paragraphs are repetition or a copy of No need to repeat here. I ______sec.2. 1.5 5. A, A-17, There are a number of streams, rivers and wetlands in Disruptions of fresh water ecosystems may occur. the down slopes of the watershed traversed by the road. Therefore, the corresponding impact on the environmental I______components should be valued as quietly as possible. 6. Page A-17. Last paragraphs Emphasis is made only on the benefits of expanding road But road Infrastructure should not be realized at the The comment applies for infrastructure...... expense of the environment. Thus, Incorporate this all projects. remark. 7. A-17 Sec. 4.0 The last paragraph But the project should not be implemented at the Care for environment is decisive to secure sustainable The comment applies to expense of the environment use of environmental resource. all the projects 1. B-9, Paragraph-i section 2 2 Aningeria Replace with Aningeria altissima atissimo .Replace with Croton macrostachys Croton Replace with Acacia seyel macrostachus...... Acacia jeyel ...... 2. It is indicated section 3.2 of same section that there are The magnitude of the environmental impacts on the B-16, Sec 4.0 three wetlands along Dembi-Gambela road project wetlands and on all the associated flora & fauna must be identified or valued( in the table B-1 7-B-25, Section 5.0.) 3. B-18 section 1. "New bridge construction Consider it Does not this affect the quality of water? 4. B-22, Row-39of the table for At km 87"' of the road, it is indicated that a number of section-2 huts are to be demolished Consider them 1. In what way the impact of the indicated activity i e. demolishing houses is related to aquatic environment? 2. At what stage of the project ( C,M, 0 ) will this activity result in the mentioned impact ? 5 B-22, Row - 37, or at km 87 It is known that terrestrial flora is the only affordable Identify the magnitude of the impact on terrestrial flora in resource to be exploited to replace houses. Thus, the relation to the activity stated in the first column of same scaicely available tree resources will, inevitably, be used row. and the impact on the terrestrial flora, whether direct or indirect, is inescapable 3 Item Reference Page No. No. and Section Comment / Error Action / Correction Remark 6. B-23 Row - 55, (in the table) The term 'Loss of Habitat' is general and here the Fill the appropriate habitat type and value all the affected specific type of habitat adversely Impacted should, environmental components as befitting to the environ of -______objectively, be described. km 119 of this project.. 7. B-24, Row-61 How is primary impact expected as the result of It is better not to protect the huts instead of inducing all 'protection of huts' on sensitive habitats, terrestrial fauna these impacts. Review the column against the proposed &flora, agrculture, forestry, social structure, family activity. finance, and on public safety? _ 8. B-24, section 2 row -56 of the What are the potential environmental Impacts of these All potentially affected environmental components should table addressed problems? What specific type of habitat Is/are be valued as befitting to the local conditions. ______.to be affected? 1) Page C-3. 3rd para . The last two sentences refer rather to Dera-Mechara . Omit these irrelevant sentences. than the subject project, Nazareth-Goba. 2) C-11, Section 2.2.1 1. Hygenia abyssinica' 1 Write as Hagenia abyssinica 2. 'Ficus' 2 Write as Ficus spp. 3) C-14 Figures for the total urban population of Boru-Jawe, Add up. Ligaba, Arbi-gebeya are incorrect. 4) Page C-21, Sec 4.0 . In addition to the bullet-list, loss of habitat and wildlife * Consider the presence of Bale National and Rift are not included. Valley tourist areas in relation to implementation of the 5) C-29, Row-21 The term 'Habiiat' is general . Specify the habitat type. ._._. Section D 1) 0-2, sec.1 1ISyzigium guineana" Correct as Syzygium guineense 2) Woldiya is not 320 km away from Addis Ababa. Page D-2, Sec 1.1, 1st paragraph Correct the figure as 520 km. 3) D-9 Croton macrostachus Correct as Croton macrostachys 4) Page D-16. Sec 4.0 In addition to the bullet-list, the negative effect of the Consider the impact of the road on sites such as the project on cultural sites is not included, church at km 130. 5) D-16 Include "Effect on cultural sites such as curches. 6) D-20,24 "New quarry to be...." Potentially affected environmental components are not ______mentioned. 7) D-20,31 "New quarry to be.. Potentially affected environmental components are not .______mentioned. Sectlon - E E-27.88 "Water point..." Does not this affect the water supply? General Comment on Draft Environmental Assessment Finding Report * The report has no scoping checklist * The report has no acronyms. * The impact of the possible spread of Sexually Transmitted Diseases - especially HIV/AIDS, is not given attention. * Regarding employment opportunities, priority should be given to members of project affected people. Please include that proper care should be there not to use child labor. * Attachment of photos would have assisted a lot. * Environmental impacts of all projects are identically categorized whereas each project has its own features. Accordingly, peculiarity of each must be considered, and each project should be presented on the basis of the distinctive natural environment in question. * The impact of quarry sites and borrow-pits from where construction materials are extracted is believed to bring about an impact on the surrounding environment if not properly rehabilitated upon completion of the project. Their likely impact during operation for all the road is overlooked. * No impact of the project on water resources is well treated. Whereas; Fresh water ecosystems are the most delicate and fragile ecosystems demanding due care if the natural balance holding the system together is to be maintained. The other dreadful outcome of mishandling this habitat is that fresh-water ecosystems such as perennial streams, rivers etc. are home for varieties of biological resources that are intolerant to limiting factors. Many of these organisms are endemic to the aquatic ecosystem. They often rapidly respond to temporal changes in volume as well as level of water. Equally important but disregarded by this report is the value of wetlands. We would like to suggest that the current & prospective ecological value of fresh water ecosystems should be given the value they deserve. This Finding Report, therefore, should visualize the impact this road construction may have directly or indirectly on these fresh-water ecosystems. Section A of the project i.e. Nekmpte-Asosa, road, emphasis is not given to aquatic environments and their constituents despite the existing high number of the water bodies. The aquatic ecosystems of the other sections of the project (Sections B - G) were similarly disregarded during EIA fieldwork. This Environmental Impact Assessment Finding Report indicates that there are about 28 rivers crossed in section-A of the project (Nekmpte-Asosa) and the following major activities are proposed to be undertaken during the construction period of the road in same section. 1. They're about 29 new borrow-pits to be utilized at different stationsfor this particular section. 2. More than 15 new quarrysites are to be established different stationsfor this particular section; 3. At about 52 stations new vertical and/or horizontal roads alignments will be done-for the project and, 4. There are three Access roads (to quarries)to be constructed By taking Section-A of this project as an example, it is possible to conclude that environmental impact on this aquatic ecosystem is neglected likewise for the rest sections (B - G). We, therefore, would like to comment that fresh water-environments like rivers, streams and of course, wetlands should be given the weight & value they deserve as important but sensitive habitats. In general it is better if revision is to be made to all the impact identification tables so far prepared for all the seven roads. Ethiopia ETH 13924/DFRIFF ETH139241DFR/FF P 0 Box 1284, Addis~~~~~~~~~~~~~~~~~~~Ethiopia Ababa 09 March 2000 Tel: 251-1.zIl Fax: 251-1-t6491 S. '51q. Ethiopian Roads Authority P.O.Box 1770 Addis Ababa Dear Sirs, Re: ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF ROAD SECTOR DEVELOPMENT SUPPORT PROJECTS (RSDPSPII) ROADS - DRAFT FINAL REPORT Attached please find a draft final report plus four copies of the EIA study. The Draft final report has been made to comprise the preliminary study findings and the mitigation measures. The report also incorporates the comments received from the ERA and IDA on the Inception report. Please do not hesitate to inform us of any additional information you may require. Yours Sincerely, FRANCOIS FURSTENBURG X 'V AFRICON INTERNATIONAL / -I, ,e ,r, C' M Dl1octon: M d- Fa~d. PJ UoM a. NM Fb'oh.. U Ly ONllc Lneo- SWA H--eon