E1546 THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIAv 3 E T H I O P I A N ROADS AUTHORITY q41 114i 9 G O N D A R - DEBARK ROAD PROJECT GRANT NO. H049-ET REVIEW OF ENVIRONMENTAL IMPACT ASSESSMENT FEBRUARY 2007 a- JOINT VENTURE soA Kocks Consult GmbH Metaferia Consulting GONDAR -DEBARK KOCKS ROAD PROJECT NGEN E URE CI TABLE OF CONTENTS Page TABLE OF CONTENTS PROJECT LOCATION MAP PROJECT PHOTOGRAPHS ABBREVIATIONS AND ACRONYMS EXCECUTIVE SUMMARY ........................................... i 1. INTRODUCTION ....................................................... 1 1.1 Background to the Project ............................................ 1 1.2 Contractual Background .............................................................. 2 1.3 Scope of Services ............................................................. 2 1.4 Objectives of the Review of the Environmental Impact Assessment ...............3 1.5. Study Approach and Methodology ........................................ 4 1.5.1 General .................................................... 4 1.5.2 Collection and Review of available existing Documentation and Data ........ 5 1.5.3 Review of the Existing Environmental Impact Assessment Study ........... 6 1.5.4 Update of Environmental Impact Assessment (EIA) .................... 7 1.5.5 Checklist of the Valued Environmental Components ................... 12 1.5.6 Environmental Field Surveys and Inventories ........................ 13 1.6 Alternatives ........................................................... 13 1.6.1 Available Information on Study ofAlternatives ....................... 13 1.6.2 Start and End Points of the Gondar - Debark Road Project ..............13 1.6.3 Engineering and Environmental Alignment Study ....................................... 14 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK .................. 19 2.1 National Policy and Strategies .........................................19 2.1.1 The Constitution ............................................. 19 2.1.2 Conservation Strategy of Ethiopia (CSE) ........................... 19 2.1.3 The Environmental Policy of Ethiopia .............................. 20 2.1.4 Sectoral Environmental Policies .................................. 20 2.1.5 Land Tenure ................................................ 21 2.2 Environmental Legislation Framework ...................................... 22 2.2.1 Proclamation on Establishment of Environmental Protection Organs ....... 22 2.2.2 Proclamation on Environmental Impact Assessment ................... 22 2.2.3 Proclamation on Environmental Pollution Control ..................... 23 2.3 Institutional and Administrative Framework .................................. 23 2.3.1 Federal and Regional Administration .............................. 23 2.3.2 Environmental Protection Authority (EPA) .......................... 23 2.3.3 Ethiopian Roads Authority (ERA) ................................. 23 2.3.4 Regional and Local Government Bodies ............................ 24 2.3.5 Environmental Protection Unit ................................... 24 2.4 Ethiopian Roads Authority's Policy Framework ................................ 24 2.4.1 ERA Environmental Procedures Manual ............................ 24 2.4.2 ERA ResettlementI Rehabilitation Policy Framework .................. 24 2.4.3 Sectoral Policy for HIV/AIDS in Workplaces of ERA ....................25 2.4.4 ERA Road Safety Audit Manual .................................. 25 2.5 World Bank Safeguard Polices ............................. ......... 26 2.6 Multilateral Agreement ..............................................26 > / G O NGONDAR -DEBARK KOCKS ROAD NGENIEUR E Table of Contents, continued Pa e 3. ENVIRONMENTAL CONDITION OF THE PROJECT AREA ................. 27 3.1 Physical Environment ........................................................................ 27 3.1.1 The Project Road ............................................ 27 3.1.2 Topography ................................................ 27 3.1.3 Geology ................................................... 28 3.1.4 Soils, Erosion and Sedimentation ..................................29 3.1.5 Climate ................................................... 29 3.1.6 Hydrology and Water Resources ................................. 30 3.1.7 Land Use and Land Cover ...................................... 31 3.2 Biological Environment .............................................. 31 3.2.1 Flora and Fauna ............................................. 31 3.2.2 Protected Areas and Sensitive Habitats ............................ 31 3.3 Socio-economic / socio-cultural Environment .......................................................... 31 3.3.1 General sociological Characteristic of the Project Area ................. 31 3.3.2 Population ................................................. 32 3.3.3 Economic Activities ........................................... 33 3.3.4 Environmental Health and occupational Diseases ......................33 3.3.5 Aesthetic Values, cultural and natural Heritage ....................... 34 3.3.6 Public Attitude towards the Project ...............................36 3.3.6 Public Attitude towards the Project ...............................37 3.3.7 Traffic Safety ............................................... 37 4. ENVIRONMENTAL IMPACTS, AVOIDANCE AND MITIGATION MEASURES ..38 4.1 General Considerations of Impact Assessment and Impact Analysis .......................... 38 4.1.1 Road Upgrading Requirements .................................. 38 4.1.2 Field Surveys for Assessment of potential Impacts ....................38 4.1.3 Emphasis on Avoidance of negative Impacts ........................ 39 4.1.4 The Site of the permanent Works ("New" Right-of-Way) ................39 4.1.5 Embankment Fills of the existing Design ........................... 41 4.1.6 Typical Road Cross Section ..................................... 42 4.1.7 Influence of Geography and Farming System ........................43 4.2 Potential Impacts on the Physical Environment, Determination of Avoidance and Mitigation Measures .................................................... 44 4.2.1 Land Take, Soil and Erosion .................................... 44 4.2.2 Exploitation of Materials Sources ................................. 45 4.2.3 Noise, Air and Water Pollution ................................... 45 4.2.4 Road in Operation ............................................ 47 4.3 Potential Impacts on the Biological Environment, Determination of Avoidance and Mitigation Measures .................................................... 47 4.3.1 Grazing Land, Irrigation ....................................... 47 4.3.2 Vegetation ................................................. 48 4.3.3 Protected Areas and Sensitive Habitats ............................ 49 4.3.4 Road in Operation ............................................ 50 4.4 Potential Impacts on the Socio - economic / socio - cultural Environment, Determination of Avoidance, Mitigation and Benefit Enhancement Measures ....................... 50 4.4.1 Houses and public Services / Utilities .............................. 50 4.4.2 Change in Land Use .......................................... 51 4.4.3 Gender Issues .............................................. 52 4.4.4 Economic Situation ........................................... 53 4.4.5 Environmental Health and occupational Diseases ..................... 54 4.4.6 Aesthetic Values. cultural and natural Hpritanp--------- {_'N GO N DAR - DEBARK KOCKS j, Q@, R O A D P R OJ E C T I NGE NI EURE Table of Contents, continued Page 4.4.7 Local Community Issues ........................................................ 56 4.4.8 Resettlement Action Plan (RAP) ....................................................... 57 4.4.9 Traffic Safety during Construction and Safety of Works .................57 4.4.10 Benefit Enhancement Measures ........................................................ 58 4.4.11 Road in Operation ........................................................ 58 4.5 Summary of identified Potential Environmental Impacts ......................62 4.6 Estimating Mitigation Cost ........................................... 63 5. ENVIRONMENTAL AVOIDANCE / MITIGATION PLANNING AND MONITORING 64 5.1 Introductory Notes ................................................. 64 5.2 Land Requirement ................................................. 64 5.3 Establishment, Set-up and Operation of the Work Camp ...................... 65 5.4 Construction Activities .............................................. 65 5.5 Material Extraction and Transport ......................................67 5.6 Road in Operation ................................................. 68 6. ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP) ............. 69 6.1 Overall Views of the Environmental Management Plan .......................69 6.2 Details for Engineering Design and Tender Document Preparation Phase .......... 69 6.2.1 Engineering Designs .......................................... 69 6.2.2 Planning for Relocation and Compensation .......................... 69 6.2.3 Tender/Bidding Documents ..................................... 69 6.2.4 Conservation of cultural Heritage Sites ............................. 70 6.3 Details for Implementation Preparation Phase ............................. 70 6.3.1 Implementation of the RAP (Land Compensation/Relocation) ............ 70 6.3.2 Tendering/Bidding Period ...................................... 70 6.4 Details for Implementation/Construction Period ............................71 6.4.1 Compensation for temporary Dispossession of Land ................... 71 6.4.2 Supervision of Construction ..................................... 71 6.5 Details for Road in Operation/Service and Maintenance Phase ..................71 6.5.1 Pre-operation Activities ........................................ 71 6.5.2 Upkeep of the Road .......................................... 71 6.6 The Environmental and Social Management Plan Matrix ......................71 7. INSTITUTIONAL CAPACITY AND RECOMMENDED STRENGTHENING ........ 76 7.1 General Requirements on Institutional Capacity ............................76 7.2 ERA's Environmental Framework .......................................76 7.3 Recommended Strengthening of Institutional Capacity .......................79 8. CONCLUSION AND RECOMMENDATION ................................ 83 8.1 Preparation of Project Implementation ...................................83 8.2 Project Implementation .............................................83 8.3 Road in Operation ................................................. 83 APPENDIX 1 Terms of Reference (TOR) for EIA and RAP 2 Baseline References 3 Organisations and Individuals contacted during the environmental Field Surveys, and Minutes of Meetings 4 Erosion Protection of Embankments 5 Yields and Prices for Cost Estimation of Compensation 6 Plans of the Alignment Study (Drawings A to G) ) ONDAR - D E BARK KOKCKKS RO AD PR OJECT IINGENIEURE PROJECT LOCATION MAP nular ER tTREAQ ., - - AI UO Yd. Y;E - d DuwaymtJ>AI -i --- I o 1G F,w..) r-z 2Ck'0A -- ' - . - -- XA<' W° tR ---- -- Bahr w -O - -. .--- vjshen.- - , o t T 4413t4! -;------- -; I ' ' & ---0 ;i -endi - - ii tvt,Pr E NV 'Ta!P L A - Addis - DITE. HIDle jr }G 0 m arnw I -- i a--. I ~~~IG ETHICPIA' GAE - She Fkr- _ iG 4 ~Ar - - F __ be ncli DA~M~ ~ 71T.-, * 3) .9',- ------- t- -;-*- - .*-. - -Dat -- ti Nerl - f.y ;- - '- "' _4rr__ _-_F_S yak ay L Ks-ha W p - C . nbogt FIW l^ff oa -th' -A-X Q;,L * t -LebreTDehor 'f--- ,,1 a-GqA'j - 30k.A -^,? ui. t r-= - -~ ~~1 Gondar, Ar 3-fi1 ;4|v1nq,11. - *A'-7?¶,i4;:-QffJj *S - - . LhIbZ[ap -a ibe.-,r?;,. 4' (I L ',WhMr1 h0rflTr t GUd& MahcMa MISurf.-. fr tari L a- Baguur. ~~~~r ' , 0 > Kt' ROAD PROJECT INGENIEURE ABBREVIATIONS AND ACRONYMS, continued NB nota bene = note well NRD Natural Resource Development OD Operational Directives PA Peasant Association (Kebele Administration) PAP Project Affected Person qt Quintal (= 100 kg) RAP Resettlement Action Plan ref. Reference (to) ROW Right-of-Way RSA Road Safety Audit RSDP Road Sector Development Program SCS Speed Calming System SIA Social Impact Assessment SMNP Simien Mountains National Park STIs Sexually Transmitted Infections Systra-MayO3 Feasibility Study and Environmental Impact Assessment of Eighteen Roads (Package B Road Project), Road No. 2 Gondar-Shire, Final Report, May 2003, Systra Sotecni in association with SPT and Panaf Consult TOR Terms of Reference USD United States of America Dollar (US$) UNESCO United Nations Educational, Scientific, and Cultural Organisation VEC Valued Environmental Components GONDAR-DEBARK KOCKS 3 i\t, ROAD PROJECT I N G E N I E U RE EXCECUTIVE SUMMARY 1. Introduction Backgroundto the Project The Government of the Federal Democratic Republic of Ethiopia represented by the Ethiopian Roads Authority (ERA) endeavours to upgrade the Gondar - Debark Road in order to meet the requirements of the increased socio-economic activities along the project road corridor. The proposed upgrading and construction of the Project Road will have essential benefits to the Nation's economy as well as to the environment including: * promotion and enhancement of social and economic development along the Project Road corridor and its catchment area respectively; - significant improvement of the general condition of Ethiopia's road network; * reduced vehicle operating cost (e.g. fuel consumption, maintenance cost); * increased road safety; * reduced travel time and greater comfort to motorists; * reduced noise and air pollution Scope ofServices The Terms of Reference (TOR) and the Contract Agreement respectively define in detail the scope of services of the present Project, which shall be carried out in two phases: Phasel: Review of Feasibility Study, Review of Environmental Impact Assessment (EIA) and Preparation of Resettlement Action Plan (RAP). Phase 2: Review of Detailed Design and Tender Document Preparation. Objectives of the Review of the EnvironmentalImpact Assessment(EIA) The prime objective of the Environmental Impact Assessment (EIA) is to allow shaping of the Project so as to improve the overall environmental performance. Subsidiary objectives aimed at meeting the primary objective are: - identification and, as far as possible, quantification of the potential beneficial and adverse environmental impacts arising from project implementation and subsequent operation; - identification/determination of appropriate/suitable avoidance measures to protect as far as possible the environment from adverse impacts; - identification/determination of appropriate as well as cost-effective measures to minimise, offset or compensate for adverse impacts, which cannot be avoided, and to enhance beneficial impacts; - review of the existing policy, institutional and administrative capability; and - identification of the most appropriate environmental management and monitoring framework, which will ensure that benefit enhancement and adverse impact mitigation measures are fully adopted. Review ofthe ExistingEnvironmentalImpactAssessmentStudy The existing feasibility and environmental impact assessment study has recently been prepared under the 'Eighteen Roads Project' in 2002/2003 and the review shows that it: - sufficiently covers information on the Ethiopian Policy, Legal and Administrative Framework; - provides lengthy sections with overviews, descriptions, statistical data, etc. for the whole of Ethiopia; - includes sections with information on the regional context of Tigray and Amhara; - includes description of the terrestrial fauna, flora, land use/cover and the socio-economic characteristics of the project corridor; and - has considerable shortcomings since the alignment improvements and realignments of the existing design were completely disregarded leading to false conclusions on 1A4----I . -- I I---L -- L -- - - - - - - -- - - 3 a> GONDAR-DEBARK KOCKS \./ ROAD PROJECT INGENI EUR E Update ofEnvironmentalImpact Assessment (EIA) Apart from tailoring and updating of the available general information, the present update/review of the EIA does not refer further to the existing environmental study due to the above mentioned shortcomings concerning alignment improvements/realignments and has been prepared newly and in accordance with the ERA Standard Environmental Methodologies and Procedures Manual - 2002. Alternatives There is no reasonable alternative to the proposed upgrading of the existing road from Gondar to Debark. However, during the highway engineering review of the existing design and in an inter-active process with the environmental review/studies, improvements were investigated, studied, analysed/compared concerning their potential environmental and/or social impacts (e.g. land requirement) and possible benefits (increased road safety, shorter length of upgraded road, etc.), and finally optimised seventeen locations/sections were determined on-the-spot. In summary there is an urgent need to improve the infrastructure as part of the Federal road network to serve the population of all the Woredas along the Project Road directly and by extension the Nation at large. As further outlined in this Report, there are no environmental grounds for not proceeding to the implementation of the Gondar - Debark Road Upgrading Project provided that the recommended environmental avoidance and mitigation measures are strictly implemented. EnvironmentalField Surveys and Inventories In order to assess the general environmental and socio-economic condition and possible impacts of the proposed road project, a comprehensive field survey was carried out including discussions on the benefits and possible discomfort during the road construction with the appropriate stakeholders and community members at different locations along the Project Road. In particular all locations of the proposed improvements of alignment and realignments respectively were investigated in order to assess potential impacts. To assess the potential impacts and the resulting changes of the environment caused by the implementation of the Project, a check list with Valued Environmental Components (VEC) has been used. 2. Policy. leaal and administrative Framework National Policyand Strategies As the major binding document for all other derivative national and regional policies, laws and regulations, the Constitution of the Federal Democratic Republic of Ethiopia, Proclamation 1/1995, has several provisions, which have direct policy, legal and institutional relevance for the appropriate implementation of the resettlement action plans, which are being prepared by the Ethiopian Roads Authority. Since the early 1990s, the Federal Government has undertaken a number of initiatives to develop regional, national and sectoral strategies for environmental conservation and protection. Paramount amongst these was the Conservation Strategy of Ethiopia (CSE, 1996), which provided a strategic framework for integrating environmental planning into new and existing policies programs and projects. The Environmental Policy of Ethiopia (EPE) has provisions quite relevant to road and transportation projects concerning impact assessment, resettlement and rehabilitation issues. Several detailed Sectoral Environmental Policies are currently in various stages of preparation and of particular note are the following: - The Ministry of Water Resources' Federal Water Resource Policy; - The Wildlife Policy of the Ministry of Agriculture; - The Proclamation on Conservation, Development and Utilisation ofForests; - The National Population Policy; - The National Policy on Women. ' > GO NDA R- D EBA RK KOCKS ') ROAD PROJECT I NGE NI E UR E Land Tenure The land proclamations 31/1975 of rural land and 47/1975 of urban land state that the Government holds the ownership of land, it is the property of the Ethiopian People, the state/public and does not require compensation. Article 7(72) of proclamation 4/1975 states that the Government shall pay fair compensation for property found on the land, but the amount of compensation shall not take any value of the land into account, because land is owned by state. EnvironmentalLegislationFramework As a framework building on the policies and strategies set out in the Conservation Strategy of Ethiopia (CSE) and the Environmental Policy of Ethiopia (EPE) the Federal Government has been approved the following three Proclamations: - Proclamation No. 298/2002 for re-establishment of the Environmental Protection Authority (EPA), Sectoral and Regional environmental units and agencies; - Proclamation No. 299/2002 to make an EIA mandatory for specified activities and as the legal tool for environmental planning, management and monitoring; and - Proclamation No. 300/2002 as the basis from which the relevant ambient environmental standards applicable to Ethiopia can be developed. - Proclamation No.455/2005 is addressing the procedures and the responsibilities for the expropriation of land holdings for public purposes. Institutionaland AdministrativeFramework The Federal Government acts from the centre to the regions and localities, and its respective duties and authority include fiscal matters at the different levels. The duties and responsibilities of the Regional States include planning, directing and developing social and economic programs as well as the administration, development and protection of natural resources of their respective regions. The duty of the Environmental Protection Authority (EPA) is to protect and rehabilitate the fundamental causes that lead to degradation, adverse effects and determine mitigation measures. The responsibility of the Ethiopian Roads Authority (ERA) is the construction, improvement and maintenance of the Country's road network with its Environmental Monitoring and Safety Branch (EMSB) for setting and implementing ERA's environmental guidelines in support of the national level requirements, and its Legal Division and Right-of-Way Branch for making available the required land. Ethiopian Roads Authority'sPolicyFramework In order to standardise environmental procedures the ERA has prepared an Environmental Procedures Manual. Apart from the policy frameworks at national level, ERA's guiding principles for preparation of a RAP are stipulated in its Resettlement and Rehabilitation Policy Framework. Further road project related issues are addressed in ERA's Road Safety Audit Manual and the Sectoral Policy for HIV/AIDS in Workplaces of ERA. 3. Environmental Condition of the Proiect Area PhysicalEnvironment The Gondar - Debark Road is located in Amahra National Regional State in the northern part of Ethiopia and is part of one of the major south-north links in the Country. Amahra State has an international border with the Sudan in the west and the national boundaries are with Tigray in the north-east, with Afar in the east, with Oromiya in the south and with Benishangul-Gumuz in the south-west. The about 103 km long Gondar - Debark road was originally built with a Telford base and penetration macadam during the Italian occupation between 1936 and 1940. The initial bituminous surface has completely deteriorated with a few patches of it remaining only and thr Pyict-inn rnnri h;c rax/grF-rl Fi. nr=i,0I Cf=nrl-Ai^ - - - - -1 -_- GO N DAR- DEBARK KOCKS , \. ROAD PROJECT ING E NI E UR E The Project Road is a major link providing access to a large part of Amahra Region and a short cut to important agricultural and tourist areas in the Simien Mountains. At present, the poor state of most sections of the road imposes difficulties and heavy costs in the movement of goods and people. As a result, the road's condition hinders national and sub- regional development and integration. The Topography along the Gondar - Debark road section is predominantly rolling with some hilly and mountainous sections with altitudes of about 2,300 m at Gondar, slightly above 3,000 m at chainage km 34.1 ("peak"), 2,9600m at Amba Georgis and 2,8500m at Debark. The Geology along the Project Road consists of two rock groups, the Ashangi group volcanics and the Shield group both belonging to the same series, the Trap Series. Observations were made on Soils, Erosion and Sedimentation. The nearly completely deforested landscape along the Project Road associated with high intensity of rain and the duration of the rainy season of up to six months have resulted in severe erosion problems particularly in the black cotton soil areas. Control of soil erosion is presently lacking and the soil conservation and other rehabilitation Programs integrated into afforestation schemes is inadequate. The Climate in the project area can be described as temperate with average temperature ranges from 120C to 26°C in the Gondar area and from about 70C to 170C in the Debark area. The mean annual rainfall in the project area is in the range of 980 to 1,100 mm. The Hydrology and Water Resources of the Gondar - Debark region can described as follows: The road corridor is located in the upper catchment areas of two river basins, namely the Abbay (Blue Nile) and Tekeze drainage basins covering catchment areas of approximately 172,254 km2and 88,800 km2 respectively. The Land Use and Land Cover is dominated by intensive rainfed agricultural use of 95% with about 65% crop cultivation, 20% grassland, 10% tree plantations and bush & shrub land and a remaining approximately 5% portion which cannot be utilised (e.g. rocky areas). Small scale traditional Irrigation exists only at a few locations. BiologicalEnvironment From the primarily highland Flora of the region, only a few remains have been left. Most of the flora along the road corridor has been transformed into intensively cultivated farmland and grazing areas for livestock. This includes the natural forests of the area which had been reduced to more or less smaller islands. Thus the Fauna of the region is restricted to some "general" species (porcupine, lammergeyer, red kites, white-collared crow, wattled ibis). The specially adapted, endemic or/and rare species of the region can be observed in the Simien Mountains National Park e.g. Walia ibex, Simien fox, gelada baboon, grey duiker and klipspringer Protected Areas and Sensitive Habitats are not existing along the project road section from Gondar to Debark. At the end of the road section about 10km in the east of Debark town and the Project Road respectively is the Simien Mountains National Park (SMNP). The Lema Limo wildlife reserve is situated in the north of Debark. Socio-economic/ socio-culturalEnvironment The General sociological Characteristic of the Project Area can be described as high population density associated with scarcity of cultivable land. The settlement pattern of the project area indicates that there is high concentration of Population where intensive mixed agriculture is being practised. The main town centres and respectively big settlements along the Project Road are: Gondar, Amba Georgis, Gedebeye, Dabat, Woken and Debark. Women in the project area and generally in the rural areas of Ethiopia have to carry a very high portion of the communities' and respectively families' workload and their social situation is much restricted due to traditional feudal and patriarchal social norms. The Economic Activities in the project area are dominated by mixed type of agricultural activities with limited cash croD Droduction. The maior cereal crrnn nrnwn inriiiri whi,At 1(4) GO N DA R- DE BARK KOCKS , ROAD PROJECT INGENIEURE millet, barley and teff. The industrial activity is largely dominated by small scale metallurgy, wood and leather work and other small artesian activities. The major industrial establishment is the Dashen brewery in Gondar. One of the major economic activities in the Gondar - Debark region is tourism: In Gondar, the Fasil Castle (17th century), the Debre Berhan Selassie church and the town itself; in the Debark region the Simien Mountains National Park and the Lema Limo wildlife reserve. Environmental Health and occupational Diseases: The most severe health problems/ diseases of the region are pneumonia/respiratory diseases and the main cause of these diseases is the omnipresent dust coming from the existing unsealed road. Especially children in these rural regions are often affected by malnutrition, intestinal parasites and diarrhoeal diseases. Aesthetic Values, cultural and natural Heritage: Apart from the historical sites in/around Gondar ruins/buildings originating from the time of the Italian occupation have been encountered. Furthermore several other places of aesthetic value and interest have been remarked e.g. fascinating scenic panoramas. The Simien Mountains National Park and Lema Limo wildlife reserve are the most popular places of the natural heritage in the wider project area. A series of discussions/interviews were conducted with community members as well as organisations like Zonal & Woreda level agriculture (BOA), municipalities of the major towns and the ERA district office to get knowledge on the Public Attitude towards the Project. The Ethiopian road accident/casualties statistics as well as recent studies showed that the general Road/Traffic Safety Situation in Ethiopia is one of the worst in the world. A general problem is the poor driving skills associated with lack of discipline as well as inadequate technical condition of the vehicles. In many respects the existing Gondar - Debark road section is lacking basic road/traffic safety requirements. 4. Environmental Impacts. Avoidance and Mitiaation Measures General ConsiderationsofImpact Assessmentand Impact Analysis The function in the road network of Ethiopia and the traffic volume (AADT) define the classification of the Project Road and the Road Upgrading Requirements respectively. According to the ERA Geometric Design Manual the following road classifications apply and the resulting upgrading requirements entail potential environmental impacts: (i) Gondar - Weleka (Humera Junction) Road Section, Length 3.7 km Under consideration of the the sum of Gondar - Humera and Gondar - Debark traffic which this section has to carry, the applicable design standard is DS3, which refers to a trunk road with >1,000 (to 5,000) AADT. This requires widening of the existing about 8.0 m wide road to 11.00 m or 12.00 m width, 2 x 3.50 m = 7.00 m wide carriageway and 2 x 2.00 m or 2 x 2.50 m wide kerbed pedestrian walkways or paved shoulders. (ii) Weleka - Dabat - Debark Road Section, Length 96.2 km For the project road section past the Humera Junction the applicable design standard is DS4, which refers to a link road with >200 (to 1,000) AADT, requiring widening of the existing about 8.0 m wide road to 9.70 m width in general (2 x 3.35 m = 6.70 m wide carriageway and shoulders 1.50 m wide each) as well as a number of improvements of horizontal and vertical alignment. The Field Surveys for Assessment of potential Impacts were carried out by a check list of the Valued Environmental Components (VEC), including on-site, off-site, direct and indirect impacts, both beneficial and adverse. The proposed Project will cause a number of negative impacts, but in summary there will be predominately positive impacts in form of an improvement of the general living condition in the project area. The Consultant's approach put Emphasis on the Avoidance of negative Impacts rather than to tolerate negative impacts and to mitigate/compensate them afterwards. GO N DA R- DE BARK KOCKS \ RO A D PROJ EC T INGENIEURE Potential Impacts on the Physical Environment, Determination of Avoidance and MitigationMeasures Land Take, Soil and Erosion Any kind of earthworks or earthmoving will cause very serious impacts by the loss or impairment of natural soils. The fertile topsoil will be removed and heavy machinery will cause soil compaction, which will harm the soil's potential for future agriculturaluse or other vegetation. The Project Road is partly in a rather difficult area both from topography and heavy rain in aggravating erosion and gullies. The impact due to the land required for the construction of the road can be avoided and/or considerably reduced by careful and appropriate engineering designs. In this Report a number of possible modifications/optimisations of the existing design are described, which shall be considered in Project Phase 2, the review/update of the detailed design. The impairment of soils by access or temporary roads or detours can be considerably reduced or even be avoided when works are carried out as half-way construction. For mitigation of soil impairment the contractor shall fully reinstate access roads and detours. To stop existing and/or to prevent soil erosion, an efficient drainage system with well designed ditches and culverts has to be provided. Slopes in cut or fill sections have to be covered with grass and other vegetation directly after completion of works. Exploitation of Materials Sources In general material extraction from existing quarries and borrow pits is not expected to create serious additional adverse or new impacts. However, the proposed avoidance and mitigation measures take into consideration newly opened materials sources as well as the newly used/extension areas of existing sources, which shall be restored after completion of works to their initial state. Noise, Air and Water Pollution Installation of plant/equipment, unloading of materials, construction work/equipment, exploitation of borrow pits/quarries and the transport of construction material will cause noise and dust. Pollution of soils, ground and surface water may result from waste waters, sewage and cleaning of equipment. Storage and handling of hazardous substances like bitumen, oil, paraffin oil, detergents, fuels, paint, lubricants, etc. can be a considerable source of pollution of groundwater or soil. In order to prevent impacts on soils, surface/ground water and landscape, obligatory safety provisions, a detailed waste management plan and a plan for the treatment of sewage need to be established by the contractor. Pollution of soil and groundwater by oil and fuel spillages can be avoided by proper handling and adequate equipment. The cleaning/washing of cars, vehicles and equipment in and near to rivers, lakes, ponds etc. shall not be permitted for the contractor as well as for the supervising engineer and their staff. To avoid transport-related disturbances, transport through towns/villages should be avoided and unpaved roads shall be periodically watered. Road in Operation The potential impacts on the physical environment during the road in operation are water quality degradation (spillages of petroleum products and chemicals) caused by leakages, accidents or careless handling and increased emissions / air pollution due to an increased traffic flow. Potential Impacts on the BiologicalEnvironment, Determination ofAvoidance and MitigationMeasures Grazing Land, Irrigation Agricultural land including grazing land will be permanently required for the upgrading of the Project Road. Some few traditional irrigation near the realignment sections may be affected. The impact can be avoided and/or considerably reduced by careful and appropriate engineering designs. Vegetation The establishment of the site facilities (contractor's camp) will cause the loss/damage of veaetation. The buvina of firewnnol antl rhArrnAl frnm thn Inrnl m=rL-,Dic hii Fho r4-F*J^r GO NDAR-DEBARK KOCKS . R ROAD PROJECT I NGENI EURE staff may contribute to the deforestation process by increased cutting of indigenous tree vegetation. During construction activities extensive damage or destruction of roadside and riparian vegetation is rather likely to occur. The position of the site establishment shall be carefully selected. Vegetation should be physically protected against damage by suitable measures and removed vegetation has to be compensated by appropriate replanting. The contractor and his employees shall not buy any charcoal or wood from the local market. The loss of vegetation can be considerably reduced or even be avoided when the works are carried out as half-way construction (no detours). Trees/bushes which have been removed shall be replaced. Protected Areas and Sensitive Habitats Since there are no sensitive habitats or protected areas within the project road corridor potential impacts will not occur. Thus environmental avoidance or mitigation measures are not necessary. Road in Operation An increased number of vehicles operating on the road may result in wildlife loss due to increased accidental killings and disturbance of wildlife due to noise. Provision of traffic signs and reflective matters/features is recommended. Potential Impacts on the Socio - economic / socio - cultural Environment, Determination of Avoidance, Mitigation and Benefit Enhancement Measures Houses and public Services / Utilities The existing design for the proposed Gondar - Debark Road Project has given due attention for not disturbing the urban sections and not to cause relocation of houses and the existing socio-economic facilities. However, the field surveys revealed that in some locations houses and utilities seem to be within and/or quite close to the existing ROW and vulnerable for damage during the construction phase. The impact due to the relocation of houses/households can be avoided and/or considerably reduced by careful engineering designs. The present engineering & environmental field surveys identified six locations/sections, where a modification of the existing design is required to avoid 37 houses to be removed and relocated. Permanent constructions as well as services/utilities shall be avoided when land is required for temporary use (e.g. detours). Based on the major provisions in the Ethiopian Constitution and the Environmental Policy the relocation/dispossession issues will have to be addressed in detail and appropriate compensation has to be provided. Protection or relocation of existing services (utilities) shall be done in a careful manner in order to avoid damages and unnecessary disruption. Change in Land Use With regards to the dense population and the scarcity of cultivable land (0.5 to 1.5 ha/HH), the major potential impact on the socio-economic environment and on the livelihood of the communities respectively is due to the land needed for widening/realigning the existing road (permanent land requirement) and for other purposes like temporary roads, materials sources and camp sites (temporary land requirement) affecting cultivated (teff, maize, sorghum, millet, wheat cropland) and grazing land as well as trees. The impact due to the permanent dispossession of land can be avoided and/or considerably reduced by careful and appropriate engineering designs. Permanent crops, trees, etc. shall be avoided when land is required for temporary use (e.g. detours). The temporary land use can be considerably reduced or even be avoided when works are carried out as half-way construction and, therefore, the contractor has to prepare a detailed traffic management plan. Based on the major provisions in the Ethiopian Constitution and the Environmental Policy the dispossession issues will have to be addressed in detail and appropriate compensation has to be provided. The preferred compensation for the permanent dispossession of land is the replacement of land utilising reinstated/recultivated areas of existing road sections which will be abandoned due to improvements or realignments of the road. All land that has been temporarily used shall be restored to its original condition upon completion of works. Gender Issues ROAD PROJECT I NGENIEURE to have significant negative impacts on women. However, potentially negative effects and more risks for women are anticipated from sexually transmitted infections and unwanted pregnancies. Apart from short-term benefits of employment opportunities during the time of construction the main benefits for women from the road upgrading will be better access to transport, education and medical services for themselves and their families. Concerning exposure to sexually transmitted infections including HIV/AIDS and unwanted pregnancies, avoidance lessons can be given through awareness raising education as major preventive measure to construction workers and local communities. Economic Situation The project area is densely populated and cultivable land is very scarce (e.g. 1.25 ha/HH in the Amba Georgis area, 0.5 ha/HH in the Dabat area and 1.5 ha/HH in the Debark area) and any land taken for the construction will aggravate the land situation and affect fuel and food security. A positive effect of the implementation of the Project will be the creation of temporary income opportunities for the residents in the area during the time of construction. The impact due to the permanent dispossession of agricultural land and the livelihood of the people can be avoided and/or considerably reduced by careful and appropriate engineering designs. The present Report includes descriptions of particular environmental avoidance/minimisation measures to be considered during the 'Review of the Detailed Design' (Project Phase 2). Environmental Health and occupational Diseases The influx of people by the contractor's work force may create an impact on the community health as well as on the construction workers themselves through communicable diseases and sexually transmitted infections. Stagnant waters caused by uncompleted construction activities in/near housing areas could bother people and create hygienic problems. Concerning general health problems in the project area and sexually transmitted infections including HIV/AIDS, the contractor's Safety/Health Officer shall liaise with the local health authorities and provide the necessary information on precautionary measures to the work force through educational lesson(s). According to the nature of work and with regards to the climatic conditions in the project area the workers need to be provided with appropriate protective clothing. First aid facilities have to be on site as well as a first aid station in the camp. Aesthetic Values, cultural and natural Heritage Locations of aesthetic value and interest (e.g. scenic panoramic views) have been identified at a number of other locations. Ruins/buildings originating from the time of the Italian occupation were found close to the existing road at chainage km 13.1 and km 25.4. The improvement of a narrow curve will require the removal of the ruins at the first location and another improvement of curve could affect the building/ruins at the second location. Preliminary conclusion/recommendation was made for removal of the ruins at the first location (km 13.1) and preservation of the location/structures at the second location (km 25.4), and the Centre for Research and Conservation of Cultural Heritage in Addis Ababa was contacted for review and comment. The Chira river bridge, a stone masonry arch bridge at km 83.4 will be abandoned due to an alignment improvement and shall be maintained as a historical technical monument Local Community Issues The land required for the camp site(s) is in conflict with the existing land use and the economic activities at locations in or close to towns/villages. The influx of people by the contractor's work force may create social disruption, controversies with the local community or local labour. To determine the location for the site establishment needs close liaison of the ERA (EMSM & supervising engineer) and the contractor with local authorities, Woreda council and other representatives of the community. For a sound social interaction a labour and community interaction committee should be established to function as the linking body between the community & local labour and the contractor & the ERA/supervising engineer to , GO NDA R- DE BA RK KOCKS ROAD PROJECT INGENI EURE communicate requirements/norms, moral ethics and, if necessary, to settle controversies. Resettlement Action Plan (RAP) The upgrading of the Gondar - Debark road will entail the relocation of some houses, which number is much lesser than 40 households in a single location. This is leading to the conclusion that the relocation and dispossession issue does not call for a full-scale Resettlement Action Plan (RAP) according to ERA's Resettlement / Rehabilitation Policy Framework - 2002. In line with this and according to the TOR an "abbreviated" RAP and a detailed Land Compensation Planning will be prepared for the present Project. Traffic Safety durina Construction and Safety of Works Since construction works will take place during the road is in operation, road hazards may arise from partial closure of lanes and the movement of heavy construction equipment, which may affect both road workers as well as road users (drivers, pedestrians, road side merchants, etc.). Potential risks on traffic safety can be avoided if the contractor provides a well designed work and traffic management plan. Benefit Enhancement Measures With reference to the master plans of the major towns (Gondar, Dabat, Amba Georgis and Debark) and also for the other small towns/villages appropriate benefit enhancement measures will be incorporated in the engineering design including: - Widening and paving of shoulders in/near towns/villages for non-motorised traffic. - Provision of kerbed pedestrian walkways, where required. - Provision of speed calming measures. - Lay-byes and parking bays/lanes. - An appropriate drainage system. - Paving of access roads to health centres, clinics and market places. In compensating the land take and to enhance benefits, the camp complex should be handed over to the local community once the construction work is completed to be used for services like school, health centre/clinic, co-operatives, vocational training centre, etc. Road in Operation During the road in operation there will be a great number of positive impacts on the socio- economic/socio-cultural environment (e.g. comfortable riding in shorter time, better access to medical facilities & trading centres, lower or at least stabilised transport cost, improved drainage systems in the towns/villages) but also negative impacts are expected, mainly an increasing number of accidents since the upgrading project will provide a smooth road which may lead to the tendency of drivers using a too high speed. In order to avoid/control such potential problems maximum attention has to be paid to an adequate road & traffic safety, which is a complex process where dynamic, visual, geo- metrical, drainage and psychological requirements need to be optimised under the three 'E': Engineering: Determination of appropriate standards for road/highway design and traffic engineering for motorised and non-motorised traffic, quality control during implementation, maintenance of a good/safe road condition. Education: Education/training, public promotion/information Programs for the more difficult factor, the so-called human factor, comprising all traffic participants, vehicle drivers to pedestrians. Enforcement: The County's general problem in lack of discipline of road users (drivers as well as pedestrians) and their common negligence of traffic regulations resulting in risky behaviour and being a threat to the other road user's life and limb has undoubtedly to be controlled by appropriate enforcement tools based on the legislation as well as by strengthening of the traffic police. KOCKS j G N D A R- D EBA RK \@J ROAD PROJECT INGENIEURE IDENTIFIED POTENTIAL ENVIRONMENTAL IMPACTS DEGREE OF OF THE GONDAR - DEBARK ROAD PROJECT INFLUENCE Physical Environment Land take XXX Soil & gully erosion XXX Construction of wide ditches and drainage structures XXX Likely spot sliding XX Detours (dust, soil compaction) XXX Exploitation of materials sources (access roads, noise, pollution) X Disused materials sources (stagnant water, reinstatement) XX Drainage in towns and villages X Air and water pollution, watershed X Biological and Socioeconomic Environment Shift in land use XX Affection of crop & grazing lands XXX Irrigation diversion X Cutting of indigenous trees X Cutting of Eucalyptus trees along realignments XX Disturbance of biodiversity (wildlife) XX Likely relocation of houses XX Houses within or close to ROW XX Permanent and temporary land requirement (change in land use) XXXX Gender Issues XX Cultural value sites X Natural heritage sites X Watering points & quality X Public services and markets XX Influx of people X Occupational diseases XX Road/traffic safety, education/awareness XXX Legend: o = no significance X = less significant, but requires observation XX = significant XXX = requires particular attention & mitigation XXXX = very significant requires mitigation XXXXX = extremely difficult & risky, requires other solution/alternative. (t) > GONDAR-DEBARK KOCKS ROAD PROJECT INGE N I E UR E 5. Environmental Avoidance/Mitigation Planning and Monitoring Potential impacts on the environment caused by the proposed upgrading of the Gondar - Debark road have been identified and corresponding avoidance and mitigation measures are described. The detailed Chapter 5 of the present Report includes tables summarising the major environmental issues and potential impacts respectively together with the corresponding avoidance and mitigation measures for which corresponding details have to be prepared/specified during the engineering design (review) & tender/bidding document preparation and which have to be closely monitored. These major environmental issues are as follows. The Land Requirement: With regards to the dense population and the scarcity of cultivable land, the land requirement is an important and crucial issue of the Project. The Establishment, Set-up and Operation of the Work Camp: The location and operation of the contractor's and the supervising engineers' site facilities is a key environmental issue with potential impacts on the physical, biological and socio-economic environment. The Construction Activities: A great number of potential impacts on the physical, biological and socio-economic environment have been identified which may be caused by the various construction activities during the implementation of the Project. The Material Extraction and Transport: The exploitation of borrow pits and quarries with heavy machinery, and the transport of the construction material may cause a number of potential impacts on the physical, biological and socio-economic environment. The Road in Operation: The upgrading of the Project Road will lead to a great number of positive effects. However, in order to avoid and control potential problems in the operation of the road maximum attention has to be paid to an adequate road and traffic safety. 6. Environmental and Social Management Plan (ESMP) An Environmental and Social Management Plan (ESMP) has been prepared outlining mitigation and monitoring activities/responsibilities that acts as a guide to those planning, preparing, constructing and operating the proposed Project. The cost component of the EMSB are indicative due to the fact that most of the mitigation measures proposed are expected to be bill items and hence included in the BoQ. That is, the contract would implement these measures with a more realistic cost that he quotes in his bid proposal. G O N D A R - D E B A R K KOCKS : ROAD P ROJ E CT INGENIEURE imary of Environmental and Social Management Plan for the Gondar - Debark Road Project ivironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organization Organization aineerina Design and Tender / Biddina Document PreDa ratIon Phase mmendations / requirements of the Development/determination of appropriate/ Design consultant ERA / EMSB Design phase N/A *onmental impact assessment (EIA) suitable cost effective avoidance, mitigation, and benefit enhancement measures Relocation and Land Compensation Planning Design consultant ERA / EMSB Design phase N/A Sufficiently detailed environmental articles and Design consultant ERA / EMSB Design phase N/A clauses of the tender documents including requirement for a security (bank guarantee) for ,protection of the environment pIementation PreDaration Phase -ation and land compensation to make Implementation of the Land Compensation Plan Land ERA / EMSB Implementation N/A able the "Site" for the contractor Compensation preparation E: Compensation by 'replacement of Committee (ERA, phase will become available during the Woredas, Kebeles) zmentation/construction period) .-- ering Clarification, evaluation and comparison of the ERA / EMSB, ERA / EMSB Implementation N/A environmental relevant sections of the tenders Consultant preparation I_ I_ I_ lphase DIementation / Construction Period ilation of site facilities Reasonable siting of the site facilities Contractor ERA / EMSB, Mobilization N/A supervising period engineer, Woreda council, community representatives ation of site and site facilities Waste management and sewage treatment Contractor ERA / EMSB, Duration of 500.00 supervising contract engineer rnunicable diseases and sexually Information on health problems and sexually Contractor Health Authority, Commencement 750.00 mitted infections (STIs) transmitted infections (e.g. HIV/AIDS) and ERA / EMSB, of contract precautionary measures through educational supervising lesson(s) engineer February 2007 EXECUTUVE SUMMARY Page (xii) GO N DA R - D E BA R K KOCKS ROAD PROJ ECT INGENIEURE vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organization Organization y and health of work force Protective clothing, first aid facilities Contractor ERA / EMSB, Duration of 750.00 supervising contract engineer I disruption, controversies with Establishment of a labour and community inter- Contractor, ERA / ERA / EMSB Duration of N/A nunity or local labour action committee EMSB, supervising contract engineer, Woreda council, communi- ty representatives ral heritage Proper marking and/or protection in order to Contractor ERA / EMSB, Duration of N/A avoid unintentional disturbance supervising contract engineer estation The Contractor's work forces shall not buy any Contractor ERA / EMSB, Duration of 1,000.00 firewood nor charcoal and shall bring their own supervising contract fuel requirements (kerosene, gas etc.) engineer als killed by vehicles Installation of reflectors/reflective strips Contractor ERA / EMSB, Duration of N/A supervising contract engineer rbance of traditional irrigation systems Installation of crossing pipes and other measures Contractor ERA / EMSB, Duration of 500.00 for an uninterrupted flow of water supervising contract engineer iorary dispossession of land, e.g. No detours or access roads where permanent Contractor, Land ERA / EMSB, Duration of 3,000.00 irs, access roads, materials sources crops, trees, houses or buildings or structures, Compensation supervising contract services utilities would be affected, compensation Committee engineer of affected persons, reinstatement of land immediately upon end of use cement of land for compensation of per- Reinstatement / recultivation of abandoned road Contractor, Land ERA / EMSB, After comple- 500.00 nt dispossession of land sections Compensation supervising tion of each Committee engineer realignment ng services (utilities) Relocation and or /protection Contractor and ERA / EMSB, Duration of 3,000.00 public utility supervising contract authorities engineer and air pollution Repair / maintenance of equipment and vehicles, Contractor ERA / EMSB, Duration of 1,000.00 avoidance of town/village passages supervising contract engineer February 2007 EXECUTUVE SUMMARY Page (xiii) GO N DA R- D E BA R K KOCKS K RGOAD PROJECT INGENIEURE ivironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organisation Organisation Watering of unpaved roads and road sections, Contractor ERA / EMSB, Duration of 800.00 avoidance of town/village passages supervising contract engineer ty risk for road users and residents from Traffic management plan, traffic-control and Contractor ERA / EMSB, Duration of 250.00 truction activities traffic-safety devices supervising eng., contract ..- traffic police ruction / damage of roadside vegetation Minimum distance, protection, repair or replace- Contractor ERA / EMSB, Duration of 100.00 ment of injured trees supervising contract engineer 3irment/loss/erosion of natural soils Minimise the extent of ground clearing, Contractor ERA / EMSB, Duration of 200.00 construction of drainage and erosion/scour supervising contract .protection, re-vegetation of barren earth surface engineer tion of soils, ground water, rivers or Proper storage and handling of hazardous sub- Contractor ERA / EMSB, Duration of 750.00 from/during construction activities stances, contractor's yard/workshop area to be supervising contract surfaced and water drained through fuel/oil sepa- engineer rator, maintenance of vehicles and construction plant, proper stockpiling of topsoil. No washing of cars/machinery in/nearby rivers/ lakes rials extraction/exploitation and Reuse of existing construction materials Contractor ERA / EMSB, Duration of N/A sport supervising contract engineer Ditation of materials sources Reinstatement of exploited areas including proper Contractor ERA / EMSB, On respective 300.00 grading and draining of terrain supervising completion of engineer exploitation gurement of the landscape, landscape Removal of waste, debris, scrap metal, etc.; if not Contractor ERA / EMSB, On completion 150.00 hetics handed over, restoration of work areas, work super-vising of a particular depots and material storage sites to original engineer road section condition (taking into operation) and end of contract respectively i/village passages Construction of benefit enhancement measures Contractor ERA / EMSB, Duration of 1,000.00 supervising contract engineer February 2007 EXECUTUVE SUMMARY Page (xiv) I I -II I I I I I II I I G O N D A R - D E B A R K KO CKS , 0 R O A D P R E C TB INGENIEU RE nvironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organisation Organisation ire / Non-compliance of the contractor Contractor's environmental and safety/health ERA / EMSB, ERA / EMSB, Duration of N/A ;erning environmental obligations officers, forfeiting of security (bank guarantee) for supervising supervising contract protection of the environment engineer engineer . faclities/camp site Handing over of the camp complex to the local Contractor ERA / EMSB, - End / N/AA- community supervising completion of engineer contract ad in Operation / Service and Maintenance Phase -ic safety for pedestrians Lessons/lectures in schools and in towns/villages Contractor / ERA / ERA / EMSB Well ahead of N/A concerning traffic safety EMSB / Local the completion/ Authorities taking into operation of any section of upgraded road ic safety for motorised traffic General speed limit of max. 50 km/h (Contractor) / ERA ERA / EMSB / The first two to N/A / Traffic Police Traffic Police three weeks after opening of an improved/ upgraded road section ty of road users Maintenance of traffic safety facilities (e.g. traffic ERA regional ERA / EMSB Operation of N/A signs, road marking) and the road in general offices the road ion, impairment/loss/erosion of soils, Maintenance of drainage, erosion/scour protection ERA regional ERA / EMSB Operation of N/A B and air pollution facilities, etc., and the road in general offices the road ictraffic safety promotion/information Nationwide Program for improvement of traffic FDRE, ERA / EMSB ERA / EMSB As soon as N/A rams safety (school education, media: TV, radio, possible and newspapers, etc.) unlimited duration rcement of traffic regulations Regular traffic controls, and provision of training FDRE, Police FDRE, As above N/A and adequate equipment to the police forces Forces ERA / EMSB ite/modernization of traffic regulations Establishment of a traffic safety council/audit FDRE, ERA / EMSB, FDRE, As above N/A laws Police Forces, etc. ERA / EMSB l Total 14,550.00 10% Contingency 1,455.00 Grand Total 16,005.00 February 2007 EXECUTUVE SUMMARY Page (xv) , GO NDA R- DE BA RK KOCKS 4-- ROAD PROJECT I NGENI EURE 7. Institutional CaDacity and recommended Strengthening General Remarks Environmental mitigation and monitoring measures/activities can only be as good as the management and monitoring capacity and the environmental sensitivity of the agencies responsible for the implementation of the respective project phases. ERA's Environmental Framework ERA's environmental responsibilities (comprising ecology as well as socio-economy) are carried out through the Environmental Monitoring and Safety Branch (EMSB) and the Construction Contacts Implementation Division's Right-of-Way (ROW) Branch. After discussions and a study of the existing environmental activities and procedures it can be concluded that the required expertise is very well available with the above mentioned branches of the ERA. However, there are also very obvious gaps in the ERA's organisational structure in the form of discontinued and uncoordinated environmental responsibilities in the projects' cycle, which may be the cause of the many environmental/socio-economic problems of present and past road construction projects in Ethiopia. Recommended Strengthening ofInstitutionalCapacity A successful implementation of environmental measures and the overall Projects' goal respectively require a considerably improved coordination during the various project phases as well as the involvement of the EMSB in ALL project phases: - Study Phase (pre-feasibility/feasibility study) with environmental studies (EIAs); - Engineering Design and Tender/Bidding Document Preparation Phase; - Implementation Preparation Phase (implementation of the RAP, tendering/bidding); - Implementation/Construction Phase (supervision). For the above listed extended responsibilities and in order to get the environmental branch out of its present kind of niche role, it is deemed appropriate to position the EMSB as staff management branch which has been indicated in a proposed "New" Organizational Chart. Staff Requirements Presently the EMBS' key staff comprises of six professionals, which is already for the present amount of work by far not adequate. To meet an extended scope of responsibilities and activities the key staff of the EMSB should not be less than 10 professionals. Part of the additionally required staff may origin from the ROW branch. Expertise in, for example, engineering and contractual matters can be obtained from the relevant ERA divisions and branches respectively. Training Comprehensive training of staff is required (e.g. advanced or on the job/site training) as well as provision and training of additional / supplementary facilities / equipment etc. (e.g. an advanced 'Data and Document Management System'). 8. Cost Estimate for Environmental and Social Safeauards The briefly estimated cost for environmental avoidance/mitigation and benefit enhancement measures is about ETB 16 Million. Further costs may also arise from: - required capacity building (see also chapter 7 of this Report) including for example short term and long term training in Ethiopia and abroad as well as additional facilities/equipment (e.g. data and document management system); and - the monitoring and control of the implementation/works of the specified avoidance/mitigation and benefit enhancement measures; which result in an estimated cost of ETB 500,000 and ETB 250,000 respectively. Therefore, the total estimated costs for the implementation of the environmental avoidance/mitigation and benefit enhancement measures, and associated training and monitoring are ETB 16.75 Million. GO NDAR-DEBARK KOCKS ROAD PROJECT INGENIEURE 9. Conclusions and Recommendations Preparation ofProjectImplementation Great care has to be taken during the various phases/activities prior to the start of the construction works. The two key activities laying the foundation for the subsequent implementation are: * Engineering Designs/Design Review and Tender/Bidding Documents Preparation: The respective engineering and bio-engineering details for avoidance and mitigation of potential negative impacts, and for the benefit enhancement measures have to be designed and quantified as well as to be specified in the conditions of contract and the technical specifications respectively. * RAP/Land Compensation: Detailed plans have to be prepared comprising all data of the relocation/dispossession and corresponding appropriate compensation measures for lost assets, for lost income basis as well as logistical support for moving, relocation grant and other requirements. Further, the RAP (land compensation plan) has to be implemented well ahead of the start of the construction activities. Project Implementation In summary the potential negative impacts on the environment (the term environment is used in its wider meaning and comprises the physical, biological and social aspects) to be expected from the proposed upgrading of the Gondar - Debark Road will occur mainly in connection with the land requirement and the execution of the construction works. With a proper implementation of the land compensation plan existing livelihood means will not be disrupted as stipulated in the ERA Resettlement / Rehabilitation Policy Framework: "focus ... on restoring the income earning capacity of the project-affected persons". Other potential negative impacts may be avoided or, at least, reduced to an acceptable level by the implementation of the determined mitigation measures as outlined in this Report. Provided that the mitigation and benefit enhancement measures will be strictly implemented, positive impacts will outweigh the negative ones. Road in Operation Once the upgrading of the Project Road will be completed, it will be provided with adequate road and traffic safety measures/features and the benefits can easily be achieve as they have been planned and implemented. However, the considerable upgrading of the physical provisions/conditions may fail if the so-called human factor comprising all traffic participants, vehicle drivers to pedestrians, is not adequately improved as well. The County's general problem of poor driving skills and lack of discipline of road users, drivers as well as pedestrians, has undoubtedly to be controlled by appropriate enforcement tools based on the legislation as well as by strengthening of the police forces in order to raise standards of road user behavior and to fully achieve the benefits of the Project. > GONDA R -DEBARK KOCKS ROAD PROJECT I NGENI E URE 1. INTRODUCTION 1.1 Backaround to the Proiect The Government of the Federal Democratic Republic of Ethiopia (FDRE) formulated in 1996 a ten-year Road Sector Development Program (RSDP) for the arterial road network to address one of Ethiopia's main problems hindering economic development. In 1997 the RSDP was launched with the understanding that the situation of the road network was limited and the state of the roads was in a deplorable condition. The major objective of the RSDP was the improvement of the efficiency of transport operation through the reduction of road transport costs, the provision of accessibility to rural areas and the development of institutional capacity of the road sub-sector at central and regional levels. Since its implementation, road investments are being realized within the framework of this program. The first phase of RSDP (1997-2002) represented a significant effort to restore the arterial road network to acceptable conditions, while the second phase (2002-2007) aims to increase the network connectivity and provide a sustainable road infrastructure to rural areas. As the RSDP is extending up to June 2007 and as there will be a need for developing subsequent Programs in future, the FDRE is preparing more projects for funding by donors or own resources. Individual road projects are selected for inclusion in the RSDP on the basis of need assessment and taking into account traffic levels, road condition, access problems and others. The Federal Democratic Republic of Ethiopia represented by the Ethiopian Roads Authority (ERA) endeavors to upgrade the Gondar - Debark Road in order to meet the requirements of the increased socio-economic activities along the project road corridor. The proposed upgrading and construction of the Project Road will have essential benefits to the Nation's economy as well as to the environment including: * promotion and enhancement of social and economic (in particular tourism) development along the project road corridor and its catchment area respectively; * significant improvement of the general condition of Ethiopia's road network; * reduced vehicle operating cost (e.g. fuel consumption, maintenance cost); . increased road safety; * reduced travel time and greater comfort to motorists; reduced noise and air pollution as well as dust nuisance. Prior to a final decision for realisation, a detailed feasibility study including environmental and social impact analysis as well as a Resettlement Action Plan will be needed to establish a fully substantiated detailed economic justification for alternate types and levels of upgrading measures and investment strategies appropriate for the Project. The FDRE has received a grant from the International Development Association (IDA) towards the cost of consultancy services for the present Project comprising the REVIEW OF FEASIBILITY STUDY, REVIEW OF ENVIRONMENTAL IMPACT ASSESSMENT, PREPARATION OF RESETTLEMENT ACTION PLAN, REVIEW OF DETAILED ENGINEERING DESIGN AND TENDER DOCUMENTS for the GONDAR - DEBARK ROAD PROJECT under the Second Phase of the Road Sector Development Prnnram (RSf;lP TT - API 3). GO N DAR - DEBARK KOCKS 4JCiZ> ROAD PROJECT INGENIEURE 1.2 Contractual Backaround The Contract for the consulting services for the 'Review of Feasibility Study, Review of Environmental Impact Assessment, Preparation of Resettlement Action Plan, Review of Detailed Engineering Design and Tender Documents for the Gondar - Debark Road Project' between the Ethiopian Roads Authority (ERA) and the Joint Venture of KOCKS Consult GmbH - Metaferia Consulting Engineers P.L.C. was signed by the parties on 29 November 2005, which is the date the Contract became effective according to Article 2.1 of the General Conditions of Contract. According to Article 2.3 of the Special Conditions of Contract the period for completion of the services shall be twelve (12) months with six (6) months for Project Phase 1 including one (1) month mobilization. Accordingly the contractual period for completion ends on Tuesday the 28 November 2006. However, with regards to the urgency for completion of the present Project and in close liaison with the ERA a number of steps have been taken in order to considerably shorten the required time period. In summary the shorten time frame for Project Phase 1 is aiming the submission of the 'Draft Review of Environmental Impact Assessment' in March 2006. With reference to the present level of information gathered from the review of documents and data it is planned to complete also 'Project Phase 2: Review of Detailed Design and Tender Document Preparation' in a reduced period of time, in about 3 to 4 months. 1.3 Scope of Services The Terms of Reference (TOR) and the Contract Agreement respectively define in detail the scope of services of the present Project, which shall be carried out in two phases (the TOR for EIA and RAP are attached in APPENDIX 1): Phase 1:Review of Feasibility Study, Review of Environmental Impact Assessment (EIA) and Preparation of Resettlement Action Plan (RAP) (i) Review of Feasibility Study and Review of Environmental Impact Assessment (EIA) Recently, in 2003, a detailed Feasibility Study and an Environmental Impact Assessment Study were prepared for the Gondar - Shire Road' of which the present Project concerns the first approximately 100 km long section. A review and assessment of the existing data and information is required, which will be amended/supplemented and updated by field investigations/surveys and subsequent analysis for the formulation of finalized detailed recommendation, both economical and environmental. (ii) Preparation of Resettlement Action Plan (RAP) The land acquisition/compensation and resettlement requirements in the Right-of-Way (ROW) for the proposed upgrading of the Project Road shall be assessed in accordance with the World Bank's Operational Directive OD 4.12 on Involuntary Resettlement and the ERA Resettlement / Rehabilitation Policy Framework respectively. As a result a full Resettlement Action Plan (RAP) or an "abbreviated" RAP shall be prepared. Feasibility Study and Environmental Impact Assessment of Eighteen Roads (Package B Road n-- n-- - ki- , -- u-.- - . ... ----. - . . .. . . GONDAR -DEBARK KOCKS z8 ROAD PROJECT INGENI EURE Phase 2: Review ofDetailed Design and Tender Document Preparation According to the TOR and the Contract respectively, Project Phase 2 shall only commence on the written authorization of the ERA which will be contingent upon satisfactory, technical, environmental, financial and economic results in Project Phase 1. Previously, in 1997 to 1999, Detailed Engineering Designs and Tender Documents were prepared for the Gondar - Mereb Road2. These designs and documents were sub-divided into 3 Lots with Lot 1 covering the first 140 km long Gondar - Zarima section, of which the present Project concerns the first approximately 100 km up to Debark town. With regards to the results and findings of the above-mentioned Project Phase 1 a review and assessment of the existing designs is required and necessary amendments/supplements will be made based on field investigations and surveys under the present Project for the subsequent preparation of the finalised detailed design documents. Based on these finalized detailed design documents and the recommendation arising from Project Phase 1 (e.g. EIA, RAP) as well as under consideration of the most recent World Bank and ERA requirements (e.g. ERA Standard Technical Specifications - 2002) the existing tender documents will be reviewed and updated to prepare the final tender/bidding documents for the Project to be executed through the process of International Competitive Bidding (ICB). Training Upon completion of Project Phase 1 and as mutually agreed with the ERA an external training, inter alia, on environmental monitoring procedures, for one month, will be arranged and provided for two relevant professionals of the Client. Equipment According to the specifications of the TOR and as included in the Consultant's proposal respectively, the following equipment shall be provided for the execution of the services and which shall be handed over to the Client upon completion of the services: * 1 no. photo copier; . 2 nos. personal computers; * 2 nos. HP laser jet printers for A4/A3 paper size; * 1 no. 4-WD station wagon. 1.4 Obiectives of the Review of the Environmental Impact Assessment The review of the existing environmental study (ref. Systra-MayO3) shall provide an updated study and analysis of potential environmental impacts, and recommendation for avoidance and mitigation measures including: - identification and, as far as possible, quantification of the potential beneficialand adverse environmental impacts arising from project implementation and subsequent operation; - identification/determination of appropriate/suitable avoidance measures to protect as far as possible the environment from adverse impacts; - identification/determination of appropriate as well as cost-effective measures to minimise, offset or compensate for adverse impacts, which cannot be avoided, and to enhance beneficial impacts; 2 Gondar-Mereb Road Upgrading Project, Detailed Engineering Design and Tender Document GO N DAR - DEBARK KOCKS > ROAD PROJECT INGENIEURE - review of the existing policy, institutional and administrative capability; and - identification of the most appropriate environmental management and monitoring framework, which will ensure that benefit enhancement and adverse impact mitigation measures are fully adopted. In this context it should be noted that the term "environment" and its derivatives have been used in this Report in a wide sense, which covers not only physical and biological aspects, but also the human dimension. 1.5. Study ApDroach and Methodoloav 1.5.1 General The findings of this review of Environmental Impact Assessment (EIA) are based on the review of the available data and information, comprehensive field surveys, and consultations with the local authorities and local community members which are concerned with the proposed upgrading of the Gondar - Debark road. Data collection included the review of available environmental guidelines, policies, studies and the comparison of different environmental standards concerning institutional capacities as regards the enforcement and monitoring of required environmental avoidance and mitigation measures. EnvironmentalConditionof the ProjectArea To specify the nature and dimensions of the physical, biological socio-economic and socio-cultural aspects of the environment of the project corridor which could be potentially affected by the implementation of the Project a description of the current environment was conducted. In order to verify the baseline environmental conditions and to identify possible impacts various field visits/surveys were carried out. Scoping and Evaluation ofpotentialImpacts The identification of potential significant impacts associated with the implementation of the Project was done by a check list of the Valued Environmental Components (VEC). The assessment of expected environmental and socio-economic impacts includes short- and long-term, direct and indirect, permanent and temporary as well as positive and negative impacts. The significance, and hence acceptability, of potential impacts has been determined by the evaluation of the assessed impacts against environmental standards, public opinion and expert judgment. Criteria for identifying the significance of impacts include compliance with any relevant laws or regulations, environmental standards or guidelines, and if any long term or permanent damage to ecological systems occur. Benefit Enhancement and MitigationMeasures The baseline environmental conditions have been put against the impact assessment for identification of practical and cost effective benefit enhancement measures as well as preventive and mitigating measures, the majority of which could be adopted into the design (such as improvement of alignment, width of the road, town and village passages, erosion control measures, type and location of drainage facilities, road safety, etc.). It should be mentioned that, wherever possible, emphasis was put on a preventive approach in order to avoid or reduce potential impacts already during the design (review) phase of the present Project. KOCKS GONDAR -DEBARK , ROAD PROJEBCR INGENIEUR E 1.5.2 Collection and Review of available existing Documentation and Data The Consultant's initial activities comprised the collection of existing available data and information which was carried out in four basic parts: > Review of available project related reports and documents; = Discussions with ERA representatives; = Purchase of maps and other publications; > On-site surveys, observations and measurements. Project related reports and documents were made available by the Ethiopian Roads Authority already at the very early stage of the Project which is gratefully acknowledged. Investigations and data collection: . have been completed for Project Phase 1 to prepare the inventories required for the review of the Feasibility Study and the EIA as well as for the preparation of the RAP; * for Project Phase 2, Review of Detailed Design and Tender Document Preparation, will start without delayafter the ERA's written authorization for commencement of this second phase. The following data and information were collected and subsequently studied and reviewed: (i) Existing Feasibility Study and Environmental Impact Assessment (as hardcopy and in electronic form): Feasibility Study and Environmental Impact Assessment of Eighteen Roads (Package B Road Project), Road No. 2 Gonder - Shire, Final Report, May 2003, Systra Sotecni in association with SPT and Panaf Consult. (ii) Existing Design and Tender/Bidding Documents: Design Project Title: Gondar - Mereb Road Upgrading Project, Detailed Engineering Design and Tender Document Preparation. Design Consultant: COWI-TCDE Joint Venture of Lyngby/Denmark in association with G. Teare + M. Tedros. Documents available as hardcopies: - Materials Report, July 1997; - Final Engineering Report, December 1997 - Report on Environmental Aspects, March 1999; - Bidding Documents, Volume A, January 1999 (including Invitation for Bid, Instructions to Bidders, Bidding Data, Conditions of Contract); - Bidding Documents, Volume B, January 1999 (including Technical Specifications); - Bidding Documents, Volume C (including Form of Bid + Appendix, Bid Security, Bill ofQuantities, etc.); - Bidding Documents, Volume D (Lot 1), December 1998 (including Plan/Longitudinal Profiles, Standard Drawings, Setting-out Data, etc. on A3 paper size); - Bidding Documents, Volume E (Lot 1), December 1998 (including Cross Section Drawings km 80+550 to km 139+925 on A3 paper size). Documents made available in electronic form (softcopies) by the design consultant (COWI): - Hydrological / Hydraulic & Structural Report, Draft, July 1997, with several Annexes - Design Standard Report, June 1997 - Materials Report, July 1997; - Standard Prequalification Documents, Draft, July 1997; - Bidding Documents, Volume A+B+C, January 1999; - Report on Environmental Aspects, March 1999; GO N DAR - DEBARK KOCKS ROAD PROJECT INGENIEURE (iii) Maps and other relevant documents: - Topographical maps scale 1:50,000 and 1:250,000 of the project area (purchased from the Ethiopian Mapping Authority); - Geological Map of Ethiopia scale 1:2,000,000 (Ministry of Mines and Energy); - National and sectoral policies (Environment Policy), Proclamations and other related policy documents; - FDRE's Proclamation (No. 401/2004) on Appropriation of Land for Govt. Works; - FDRE's Proclamation (No. 455/2006) on Expropriation of Landholdings for Public Purposes and Payment of Compensation; - Feasibility Study of RSDPSP II, Seven Road Projects (Nekempte-Assosa, Dembi-Gambela, Nazareth-Dodola-Goba, Woreta-Woldiya, Gondar-Mereb River, Adigrat-Adiabun-Adwa, Dera-Mechara Roads), November 1999, Kocks Consult GmbH of Koblenz/Germany in association with Metaferia Consulting Engineers of Addis Ababa/Ethiopia; - Addendum 1 to Feasibility Study of RSDPSP II, Seven Road Projects, Final Report June 2000, Kocks Consult GmbH of Koblenz/Germany in association with Metaferia Consulting Engineers of Addis Ababa/Ethiopia. (iv) ERA Manuals and Standard Documents are available with the Consultant from previous projects: - Site Investigation Manual - 2002; - Geometric Design Manual - 2002; - Standard Environmental Methodologies and Procedures Manual - 2002; - Resettlement/Rehabilitation Policy Framework - 2002; - Standard Technical Specifications - 2002; - Standard Detail Drawings - 2002; - Sectoral Policy for HIV/AIDS in Workplaces of ERA, June 2004; - Draft Road Safety Audit Manual, September 2004. Further baseline references (policy papers, legislative, guidelines and studies related to road activities) are listed in the table in APPENDIX 2. 1.5.3 Review of the Existing Environmental Impact Assessment Study The existing feasibility and environmental impact assessment study has recently been prepared under the 'Eighteen Roads Project' in 2002/2003 (ref. Systra-MayO3). The review of the existing environmental study shows that it: sufficiently covers information on the Ethiopian Policy, Legal and Administrative Framework including: - national policy and sectoral strategy background regarding environmental protection in Ethiopia; - Proclamations which are currently in force or being developed (e.g. Environmental Protection, Environmental Impact Assessment, Environmental Pollution Control); - Government Institutions (Environmental Protection Authority, Regional and Local Government Bodies, Environmental Protection Unit, ERA - Environmental Management Branch); - related policies, strategies and support Programs for health, education, social and training issues as well as institutional strengthening; and, consequently, a few updates and supplements respectively are needed. Further, the existing study: * provides lengthy sections with overviews, descriptions, statistical data, etc. for the whole of Ethiopia, which are only be partially required for the present Project; * includes sections with information on the regional context of Tigray and Amhara, of which the relevant parts concerning the Amhara Region, where the present GO N DAR - DEBARK KOCKS 4 , ROAD PROJECT R INGENIEURE . includes description of the terrestrial fauna, flora, land use/cover socio-economic and the characteristics of the "previous" project corridor, the Gondar which was - Shire road section, of which the relevant parts concerning present Project, the the Gondar - Debark road, have been extracted update/supplement for review and respectively. Further, it was found that, however, a major shortcoming environmental of the existing study is that alignment improvements and realignments existing design of the were completely disregarded, which has led to the following conclusions: false - Sub-chapter '6.3.1 Population and Settlement Structure' of environmental the existing study (ref. Systra-MayO3): 'quote' Resettlement / Displacement of People: The settlements road have respected along the the Right of Way of the present road and if new follow the present design will alignment, the project will not have an necessary resettlement impact making or replacement of people. However, the detours quarry sites and will require temporary realignments and eventually resettlement/displacement temporary ofpeople living at the roadside. 'unquote' - Sub-chapter '6.3.4 Property Values' of the existing environmental Systra-MayO3): study (ref. 'quote' Loss of Agricultural Land and Natural Resources: Because the upgrading mainly follows the old road, not very much agricultural land will be permanently lost. 'unquote' - Sub-chapter '6.3.8 Cultural Heritage, Archaeological Sites and Aesthetic Landscape' of of the existing environmental study (ref. Systra-MayO3): 'quote' The road will not significantlydegrade the cultural of the area, and aesthetic resources if mitigative measures towards excavations and other aspects implemented. are Most monuments and areas will be off the road, for example but detour roads must be planned carefully to bypass (possible) excavation no quarry sites sites and can be located in this area. 'unquote' Concerning resettlement requirements/displacement of people the (ref. sub-chapter existing design 3.7 of the Report on Environmental Aspects, COWI-T-97/99) already provides a list with a number of 15 buildings and 34 huts, affected by the which will be proposed road upgrading. Further, the existing design upgrading includes for the road a great number of alignment improvements, the permanent which will require dispossession of agricultural land. Concerning cultural heritage/archaeological sites, ruins/buildings originating from time of the Italian the occupation were found very close to the existing affected by road and possibly the existing design at existing road chainage which is at km 13.1 and km 25.4, design chainage km 12+500 and km 24+150 respectively Telecom building (NOTE: The at the centre of Gondar is used as origin for the project stationing, i.e. chainage km 0.0). 1.5.4 Update of Environmental Impact Assessment (EIA) Due to the above mentioned shortcomings of the engineering feasibility study part of the existing (ref. Systra-MayO3), which does not include realignments any details or required of alignment improvements, the existing impact assessment environmental could neither deal with associated biological and impacts on the physical, socio-economic environment nor with the benefits. In consequence, apart from tailoring and updating of information the available on the road general section under the present Project, i.e. Debark, the from Gondar present update/review to of the EIA does not refer further environmental to the existing study and has been prepared newly and in accordance with the ERA > GO NDAR-DEBARKKOCKS S G NDAR -DEBARKKOC 4a ROAD PROJECT I NGE NI EURE Alternatives There is no reasonable alternative to the proposed upgrading of the existing road section from Gondar to Debark. However, during the review of the existing feasibility study and the highway engineering studies respectively possible alternative alignments, i.e. realignments or alignment improvements, were investigated, studied and analyzed/compared concerning their potential environmental and/or social impacts (e.g. land requirement) and possible benefits (increased road safety, shorter length of upgraded road, etc.). These highway engineering review/studies of the present Project were undertaken parallel to the environmental review/studies and the results achieved introduced to the evaluations in an inter-active process (see sub-chapter 1.6). PotentialImpacts and Avoidance During the afore-mentioned highway engineering and environmental review/studies further optimisation of the existing design has been achieved since our philosophy is to put EMPHASIS ON THE AVOIDANCE OF NEGATIVE IMPACTS rather than to tolerate negative impacts and to mitigate/compensate them afterwards. In summary it can be expected that the implementation of the proposed Project will predominately have positive impacts outweighing the negative impacts. Land Requirement The major potential impact of the proposed road upgrading project on the socio-economic environment and on the livelihood of the communities respectively is due to the area(s) of land needed for widening/realigning the existing road and for other purposes like temporary roads (detours, access roads), quarrying, borrow pit and camping/camp sites. The land requirement will affect cultivated and grazing land as well as trees. With regards to the dense population and the scarcity of cultivable land, the land requirement is an important and crucial issue of the present Project. Resettlement Requirement The existing design for the proposed upgrading of the Gondar - Debark Road has given due attention for not disturbing the urban sections with new realignment sites so as not to cause relocation of houses and the existing socio-economic facilities. In the rural sections the upgrading of the Gondar - Debark Road will entail the relocation of a number of road side houses and fences due to increasing the width of the carriageway and at some locations, due to horizontal and vertical alignment improvement, construction of drainage structures, etc., which is assumed to be contained with local level means and with modest outside support. However, the field surveys also revealed that in some villages and the towns crossed by the Project Road a number of houses and fences as well as utilitylines seem to be quite close to the existing Right-of-Way (ROW) and vulnerable for damage during the construction phase. Resettlement Action Plan (RAP) According to the assessment during the field investigations, the Gondar - Debark Road Project is expected not to cause significant disruption to the inhabitants residing along the Project Road and that, consequently, there is no need for preparing a full-scale Resettlement Action Plan (RAP) as specified in ERA's Resettlement / Rehabilitation Policy Framework - 2002. This guideline states that 'quote' where only a few people (e.g., less than 100-200 individuals) are to be relocated, appropriate compensation for assets, logistical support for moving, and relocation grant may be the only requirements (which means not the preparation of full scale resettlement action plan). However, the principles on which compensation is to be based are the same as for larger groups 2.4.2). The Framework's threshold has been set to 'iint,m--o' (co icv-n ciih-rhantpr ()GON DAR -D EBARKK CK \a' ROAD PROJECT I NG EN I EUR E done on any proposed road development project. Road developments that entail the relocation of more than 200 individuals or about 40 households are expected to draw up a resettlement action plan. Those road projects that would displace less than 200 individuals are not expected to come up with a detailed/full-scale RAP and instead appropriate compensation measures for lost assets, arrangements for logistical support and a relocation grant have to be determined. In line with this and according to the TOR an "abbreviated" RAP and a detailed Land Compensation Planning will be prepared for the present Project. EnvironmentalImpact Assessment Under consideration of the 'ERA Standard Environmental Methodologies and Procedures Manual - 2002' and on the basis of information arising from the field surveys, the documentation review and discussions with the key environmental organisations, potential impacts associated with project implementation and subsequent operation have been reviewed/reassessed: (i) Flora and Fauna The (relatively short) realignments of the Gondar - Debark road need careful consideration of key construction phase potentially adverse impacts. Other envisaged improvements/upgradings will be within the existing road corridor and additional/new adverse impacts will be rather minor. Adverse impacts include pollution by construction plant and equipment, inducement of land sliding, a range of impacts associated with material exploitation and earthworks spoil disposal, and operational phase impacts arising from inadequate arrangements for road drainage discharge. These can be reduced to an acceptable level by incorporating suitable measures in the designs, and/or by ensuring that adequate environmental protection clauses are included in the construction contract and that these are fully enforced during construction, through effective construction supervision. (ii) Social Aspects As mentioned above, the land acquisition/requirement to accommodate the new construction sections is expected to raise a number of social issues. Although the alignment through towns and villages will not be changed and a rather small number of houses/buildings will be affected by the upgrading of the Gondar - Debark road, the resettlement of a number of households will be required. The ways in which the Project is expected to impact on each category (both beneficially and adversely) has been outlined, and is based on brief informal interviews carried out in the communities along the project routes addressing individual households, business entities, community leaders, government authorities/administrators and relevant organizations. (iii) Cultural Heritage/Archaeological Sites Concerning the above mentioned two locations where ruins/buildings from the time of the Italian occupation were encountered, information on the historical background has been collected and site surveys were performed to investigate the extent of the location as basis for a (preliminary) assessment and corresponding (preliminary) recommendation. All information has been forwarded to the Centre for Research and Conservation of Cultural Heritage in Addis Ababa for review and comment. For the update of the environmental impact assessment a comprehensive checklist has been used covering the range of potential impacts which might be anticipated in connection with any type of road construction projects. On-site, off-site, direct and indirect impacts, both beneficial and adverse, are considered. The significance of potential impacts is assessed subjectively, taking into account extent, duration, reversibility, likelihood of occurrence and severity: The latter referring to the degree of change from the baseline state (existing/present condition). KOCKS > GO NDAR -DEBARK _ K4_ ROAD PROJECT INGENIEURE R Public Consultation/ Town Meetings During the field study different governmental bodies were contacted to discuss a focused on range of issues around the proposed road development. The discussions the benefits and possible discomfort during the road construction and other possible implications. The various bodies that were contacted include: - Zonal level administration (Gondar); - Zone and Woreda level agriculture (BoA) & Natural Resource Development offices; - ERA district office (Gondar); - Traffic police offices; officials of the towns - Municipality authorities, Woreda and Kebele administration and Kebeles along the Project Road. Discussions were also conducted at community level e.g. with Kebele administration Road so as to get officials and groups/individuals who were met along the Project their impression on the proposed road upgrading. The discussion at this level mainly focused on knowing the general attitudes of the public towards the proposed road possible project, its implication on the livelihood of the communities, and to identify negative and positive socio-economic impacts. Joint session town meetinQs (ERA, Consultant, town administration officials, officials/representatives from Woreda and Kebele) were held in order to have a proposed common understanding of the town's future development plans and the benefit enhancement measures of the envisaged Project. In general the purpose of the town meetings is: - to provide information on the objectives of the proposed/planned Gondar - Debark Road Project in general and in particular for the town passages; - to discuss about possible impacts on public/social facilities, pedestrians and housing units in the towns located along the Project; and - to obtain first hand information on possible problems (e.g. drainage, parking, which solutions and accident/traffic safety issues) and planned developments, review/update of the requirements may be considered in the subsequent and benefit engineering designs (Project Phase 2), and the planning of mitigation enhancement measures respectively. Traffic Safety The Ethiopian road accident/casualties statistics as well as recent studies show that the road/traffic safety situation in Ethiopia is one of the worst in the world. A general risky overtaking) problem is the poor driving skills (e.g. speeding, cutting curves, associated with lack of discipline (e.g. neglecting traffic regulations) as well as inadequate technical condition of the vehicles (e.g. non functioning brakes). More than 90% of the fatalities ofroad accidents are pedestrians and (bus) passenger. The above described road/traffic safety problems could also be observed during the field surveys and in many respects the existing road from Gondar to Debark is lacking basic road/traffic safety requirements. Chaotic situations prevail in the town and village passages and in particular at and around market/business places, where apart from the existing carriageway no other facilities exist (e.g. spaces for parking, bus stop) and due to the badly disciplined pedestrians as well as motorists, the road is crowded with people, vehicles and livestock through which heavy vehicles, busses, etc. have to force their way with an extremely high risk of accident, since drivers show very little consideration for pedestrians, the most vulnerable to traffic accidents. A thorough review of the existing design including tender documents concerning traffic safety measures has to be done and recommendation to be prepared for required modifications or supplements in order to provide an adequate road and ----- M-- - GO N DAR - DEBARK KOCKS , ROAD PROJECT INGENIEURE Mitigation Planning / Benefit Enhancement Measures Principle Objective Based on the results of the above described environmental impact assessment the Consultant has updated and/or developed: - appropriate/suitable avoidance measures to protect as far as possible the environment from adverse impacts; and - cost effective mitigation measures to minimise adverse impacts for those negative impacts which cannot be avoided; for consideration in the review of the engineering designs as well as the tender/bidding documents for the works contract (Project Phase 2). Avoidance, Mitigation and Benefit Enhancement Measures of the Design Under consideration of possible site constraints a number of environmental avoidance and mitigation measures were checked whether they are already part of the existing design or have been recommended for, as far as possible, consideration in the review of the engineering design (Project Phase 2): - Widening of the road to one side of the existing road. - Existing alignment through towns and villages not to be changed and the most appropriate location of the new centre line to be determined in order to avoid existing houses as much as possible. - Special erosion protection measures of embankment slopes. - An appropriate drainage system with adequate erosion protection. Further, with reference to the respective town development master plans, if any, or the results of the town meetings, benefit enhancement measures have been recommended for, as far as possible, consideration in the review of the engineering design (Project Phase 2) including: - Widening and paving of shoulders (e.g. 2.0 to 2.5 m) in towns/villages and their vicinity for non-motorised traffic. - Provision of kerbed pedestrian walkways, where adequate/required. - Provision of speed calming measures at the entrance of towns/villages and, where required, in addition at long straight sections of town/village passages. - Lay-byes and parking bays/lanes in towns/villages. - An appropriate drainage system for the town/village passages. - Lay-byes/stopping points at touristic interesting locations (e.g. scenic viewpoints and the mentioned Italian ruins). Avoidance and Mitigation Measures of the Tender / Contract Documents In order to reflect the particular project requirements, recommendation has been prepared for relevant articles and clauses concerning protection of the environment as well as health and safety issues for inclusion in the conditions of contract, technical specifications and bill of quantities (Project Phase 2, tender/bidding document preparation), as for example: - Safety, security and protection of the environment; - Security of the site; - Waste management plan (e.g. waste and sewage treatment); - Accommodation of traffic during construction (e.g. traffic-control and traffic-safety devices, reinstatement of deviations); - Treatment/reinstatement of quarries, borrow pits, stockpile and spoil areas; - Handling, transportation, storage and use of harmful substances and explosives; - Reinstatement/recultivation of abandoned road sections in realignments; - etc. GONDAR -DEBARK KOCKS \' ROAD PROJECT I N G E N I E U RE EnvironmentalManagement and MonitoringPlan, InstitutionalCapacity Environmental management and training is required to support the successful implementation of the recommendations of the Mitigation Planning. An Environmental Management Plan (EMP) has been prepared outlining mitigation and monitoring activities/responsibilities and which acts as a guide to those planning, preparing, constructing and operating the proposed Project. Environmental management activities will be required for the following subsequent project phases: - Review of engineering design and tender document preparation; - Implementation preparation phase; - Implementation/construction period; and - Road in operation/service and maintenance phase. Finally, environmental mitigation measures can only be as good as the management and monitoring capacity and environmental sensitivity of the agencies responsible for the implementation of projects. Required environmental expertise is already available with ERA's EMSB and ROW branches. However, a brief evaluation of the existence, function and experience of environmental monitoring and management units / departments at the various administrative levels has been prepared and, as far as deemed necessary, recommendations are made concerning the required strengthening of such units / departments and the training of staff in order to assure that the construction and operation of the Gondar - Debark road and other roads in the Country will be environmentally sustainable in the long run (see chapter 7). 1.5.5 Checklist of the Valued Environmental Components To assessment potential impacts and the resulting changes of the environment caused by the implementation of the Project, the following check list with Valued Environmental Components (VEC) has been used. Table: 1: Valued Environmental Components (VEC) Main VEC Potential Impacts Changes due to the Impacts Indigenous vegetation; Deforestation; Affected Biodiversity (In situ imbalance); Wildlife & birds; Ecological imbalance; Noise, disturbance; migration & loss of Land degradation; Soil erosion & compaction; wildlife; Soil moving; Stability, texture & More gullies and high cost of maintenance; drainage; Compaction & water logging, affecting farms; Run off; Erosion; Loss of fertile top soil; Land sliding; Rolling stones & clipping Life and property damage; Borrow pit/quarry; off; Breeding place for pest & noise disturbance; Quarry pollution; Stagnant water; Disturb, farm compaction, land for access Dust & noise, land taking; road; Watershed area; Water head disturbance; Affected water quantity & quality; Occupational diseases; Water borne vectors; Reduce labour efficiency & work, medical Water diversion; Hindering crossing of land; cost; Land tenure; Slow operation/progress; Reduced water flow to down stream; Delay in relocation & land compensation; On Farm Assets; Relocate to proper places; Delay in construction/compensation; Grazing land; Livestock feed; Reduced grazinglands, income decline; Cultural values; Grave yards/worship; Community complain and delay construction; Biodiversity pockets Conservation Affected gene pool & rare species, archaeological sites; Camping; Sanitation, disease Waste disposal, exotic pollution; Local employment; outbreak; Conflict & dispute and affect work outputs; Marketing. Influx of people, equity; High price & industrial products scarcities. Limited resource conflict. GO N DAR - DEBARK KOCKS (00 ROAD PROJECT INGENIEURE 1.5.6 Environmental Field Surveys and Inventories Inventories In order to assess the general socio-environmental condition and possible impacts of the proposed road project, a comprehensive field survey was carried out including discussions with the appropriate stakeholders and community members at different locations along the Project Road. All sections of alignment improvements and realignments respectively as included in the existing design of the Gondar - Debark road were investigated in order to assess potential impacts. Furthermore potential adverse environmental impacts arising from project design (existing and the later review), implementation and subsequent operation have been identified. Discussion with Different Stakeholders During the field study different governmental bodies were contacted to discuss a range of issues around the proposed road development. The discussions focused on the benefits and possible discomfort during the road construction and other possible implications. The various bodies contacted include: - Woreda administration Amba Giorgis; - Woreda administration Dabat; - Woreda administration Debark; - Municipality authorities of the major towns along the Project Road (Gondar, Amba Giorgis, Dabat, Debark). - ERA district office (Gondar); A list of organisations and individuals contacted during the field surveys is presented in APPENDIX 3. Community Level Discussion A series of discussions were conducted with groups of individuals met along the Project Road so as to get their impression on the proposed road upgrading. The discussion at this level was focused on knowing the general attitude of the public towards the proposed road project, its implication on the livelihood of the communities, and to identify possible negative and positive socio-economic impacts. 1.6 Alternatives 1.6.1 Available Information on Study of Alternatives Apart from a brief statement 'quote' to provide geometry and ... pavement adequate to the expected AADT during the years 'unquote' the existing feasibility and environmental study of the Gondar - Shire road (ref. Systra-FS-MayO3) does not include any details of studied and analyzed alternative road corridors, alternative alignments, realignments or required alignment improvements nor their potential environmental impacts (e.g. land requirement) and possible benefits (increased road safety, shorter length of upgraded road, etc.). 1.6.2 Start and End Points of the Gondar - Debark Road Project HistoryofexistingProject StartingPoint According to the existing Design Standard Report (ref. COWI-T-97/99) the Telecom building at the center of Gondar was used as origin for the project stationing, i.e. chainage km 0.0, and the original starting point of the Road Upgrading Project was defined where the gravel road begins, which is at chainage km 2.3. Following a site inspection of representatives of the ERA and the design consultant in April 1997, the ERA intended that the starting point should be at the Gondar Telecom building. Since the mapping by photogrammetric method and field surveys were already GONDAR -DEBARK KOCKS 3 ROAD PROJECT INGENI E URE field works, it was agreed by the parties to start the design project as far as there was available photo flight/mapping coverage, i.e. at design chainage km 1+570, which is shortly before the Town Gate located at the junction of the access road to the Goha Hotel. Present ProjectStartingPoint The existing starting point, which was decided upon by the afore-mentioned unfortunate circumstances, is located just somewhere in the end section of the Gondar town passage where it cannot provide a proper connection/transition to the existing road. With regards to the existing congested situation there, this is considered as extremely hazardous with particular concerns about the dense non-motorized traffic (i.e. pedestrians, horse carts) including a great number of students going/coming from the nearby high school. Therefore, as the logical and appropriate starting point of the present Project the Martyrs Square in Gondar has been recommended, the big roundabout 720m from the Gondar Telecom building. On 27 January 2006 this issue was discussed in the town meeting with the Gondar Town City Services Manager, where it was learned that the improvement of this road section is also part of the Gondar Town Development Master plan. The congested and extremely hazardous situation in Gondar, where the total traffic volume of both roads, the Gondar - Humera road and the Gondar - Debark road, has to pass as well as other technical requirements for the above described recommendation of the Project Starting Point were discussed with the ERA. As a result the start at the Martyrs Square in Gondar has been approved with letter ref. no. ACHI/50/11-722 dated 16 February 2006. Consequently, the 850m long road section from the Martyrs Square to the start of the existing design is to be included in the 'Review of Feasibility Study' (present Project Phase 1) as well as in the 'Review of Detailed Design' (Project Phase 2). Present ProjectEnd Point Under consideration of environmental/social and technical aspects the end of the Gondar - Debark Road Project has been determined at design chainage km 99+900 (existing road chainage km 102.9) in order to provide a bitumen surfaced road throughout the Debark town passage including the complete drainage system and to have a location where smooth/safe connection/transition to the continuation of the existing gravel road can be provided. 1.6.3 Engineering and Environmental Alignment Study The highway engineering and environmental study of the proposed road alignment of the existing design (ref. COWI-T-97/99) has identified seventeen locations where improvement/modification is recommended with regards to more appropriate design elements aiming increased traffic safety and/or the reduction of environmental impacts as well as construction cost. In order to determine the most appropriate technical and environmental solution the final investigation, study and analysis/comparison for optimization of these seventeen locations/sections were completed in an inter-active process with the environmental field studies in January 2006 as described below. Six of these locations have been identified, where an improvement/modification of the existing design is required in order to avoid/minimise potential severe impacts particularly on the socio-economic environment, i.e. houses and small settlements/hamlets which may not have existed during the preparation of the existing design in 1997. As part of the highway engineering study the required realignments at these locations/sections were studied and determined on the spot. In summary the Engineering and the Environmental Alignment Study achieves a considerable reduction of land take as well as the avoidance of 37 houses (30 GO N DAR - DEBARK KOCKS 40 ROAD PROJECT INGENI EURE Chainage km 0+720m to km 0+950 As the new project starting point lies in the town area of Gondar most of the natural soils are already sealed by the existing asphalt road surface. Hence potential impacts are expected mainly on socio-economic issues. Along the first about 100m from the Martyrs Square there are 23 kiosks located on the right hand side of the road. These kiosks were erected with the assistance of the Gondar municipality. In interviews with the people running these kiosks it was learned that they have spend up to 3,275 Birr for the construction/erection of a kiosk and that the kiosk business is in most cases the only income for their families. Therefore, these kiosks have to be maintained and the area required for them to be considered in the detailed engineering designs (Project Phase 2). In the continuation of the road there is a row of 17 houses on the left hand side of the road and the majority of which will need to be relocated due to the required widening of the Project Road. In the meeting with the Gondar municipality it was learned that these houses were provided by the Kebele and their relocation is already considered in the town's development master plan. Since this road section in Gondar is not part of the existing design, the exact extend of the required relocation of houses can, however, only be determined after the detailed engineering designs have been prepared (Project Phase 2). Chainage km 2+400 to km 3+400 Dense local traffic can be observed on this road section between Gondar and Weleka with the majority of non-motorised traffic (i.e. pedestrians, horse carts). With the aim to increase the traffic safety the existing design speed of 85 km/h and the horizontal curve radii respectively are reduced referring to a design speed of 50 to 60 km/h, appropriate for this section of the road. The new/alternative alignment follows more closely the existing road which also considerably reduces the required land take, the loss of natural soils and vegetation for this section. Chainage km 10+000 to km 11+600 (Shembekit Alternative) The existing design follows the loop of the existing road alignment from chainage km 10+000 to km 11+600 indicating a possible short cut (see Drawing A in APPENDIX 6). The Shembekit alternative achieves a reduction of length of about 600m, but, however, requires substantial earthworks with a cut section of up to 20m depth. A final conclusion on this alternative can only be made on a comparison of the results of the economic analysis and under consideration of environmental requirements. A preliminary estimate shows a loss of agricultural land of about 15,000m2 on the southern slope of the hill to be crossed. The northern slope is more or less degraded by severe soil erosion. Replacement of about 6,000 to 7,000m2 land could be provided by renaturation of an abandoned existing road section north of the said hill, but the quality of this land would be not comparable to the lost portion. Therefore and in case of a positive result/recommendation of the economic analysis, a precondition for the Shembekit alternative is to fully replace the lost agricultural land, for which the area of the nearly abandoned ERA sub-camp in Shembekit should be used and to provide appropriate prevention/protection measures for the remaining land. Chainage km 17+450 to km 18+100 and km 17+150 to km 18+350 A single radius of R=160m has been determined for the horizontal curve to replace the combined radius R=280m/145m/230m with the aim to increase the traffic safety and driving comfort respectively. The vertical alignment/gradient has been modified from chainage km 17+150 to km 18+350, which will improve the traffic safety (sight distance) and reduce the . - |. .- - --- - - -L- . .- .1 __ I I . . - - _ -- -- -I 1 - .- - - - - -I KOCKS gj GONDAR -DEBARK ROAD PROJECT INGENIEURE The modified horizontal and vertical alignments are contributing to a reduction of the environmental impact (i.e. less fill sections and, consequently, less impact on agricultural land and natural soils). Chainage km 26+750 to km 27+850 The alignment of the existing design is crossing with a 10m deep cut the small settlement/hamlet (Abi Nuara Village) from chainage km 27+300 to km 27+400 and another 2 houses at km 27+500. In order to avoid the removal and relocation of these 10 houses and 7 households respectively, the alignment has to be modified/amended (see Drawing B in APPENDIX 6) In addition to the avoidance of the afore-mentioned houses, the modified alignment results in a reduction of the land take (less impacts on soils) as well as of the earthworks quantities and construction cost respectively. Abi Nuara ViIkM s * -. a- - 4 4 Chainage km 32+074 to km 32+500 The alignment of the existing design is crossing with an 8m deep cut a row of 3 houses (3 households) from chainage km 32+150 to km 32+350 in Chiginu village. In order to avoid the removal and relocation of these houses as well as the deep cut section in the village passage, the alignment has to be modified/amended. For the required modification/amendment of the alignment horizontal curve with R=230m is extended at chainage km 32+074 and an appropriate sequence of two curves follows to join the existing design at chainage km 32+500 (see Drawing C in APPENDIX 6). In addition to the avoidance of the afore-mentioned houses, the modified alignment results in a reduction of the impacts on soil and natural vegetation as well as of the earthworks quantities. Chainage km 32+850 to km 33+500 From chainage km 33+250 to km 33+440 the alignment of the existing design is crossing the periphery of Amba Ras. In order to avoid the removal and relocation of 4 houses (4 households) at this location, the alignment has to be shifted about 25m to the south-west (see Drawing C in APPENDIX 6), from the left side of the existing road to the right side of it. Chainage km 33+600 to km 34+500 Just south-east of Amba Ras the alignment of the existing design is crossing with a fill section an agricultural area from chainage km 33+750 to km 33+900 followed by km 34+150, which would require r; 1-n 7m Hrlon riit from rhninanp km 33+950 to > GO N DAR - DEBARK KOCKS ROAD PROJECT INGENIEURE In order to avoid the rather large area of agricultural land (approximately 4,000 m2 ) as well as the removal and relocation of the above mentioned houses, the alignment has to be modified/amended as follows (see Drawing C in APPENDIX 6). From chainage km 33+600 on the alignment follows for a length of about 350m the existing road and has a new alignment section north of the elevated area with the above described 4 houses, which is a rocky area with limited agricultural use. The modified/amended horizontal alignment will also provide an appropriate ratio/sequence of curves to the following curve improvement from chainage km 34+550 to km 34+950, which will increase traffic safety and driving comfort respectively. Chainage km 34+550 to km 34+950 With regards to the 1.9 km long straight section from chainage km 34+900 to km 35+800, where vehicles may build up speed, the horizontal curve radius at km 34+700 was increased from R=230m to R=350m in order to increase the traffic safety and driving comfort respectively (see Drawing C in APPENDIX 6). The determined improvement of the alignment results in a moderate increase of land take (grasing land), which is deemed tolerable with regards to the achieved increase in traffic safety. Chainage km 37+974 to km 38+640 The elimination of two vertical curves at chainage km 38+550 (crest curve) and km 38+620 (sag curve) will improve the traffic safety (sight distance) and reduce the construction cost (earthworks/fill quantities, lengths of culverts no. C-160A and C-1061A). The modified vertical alignment is contributing to a reduction of the environmental impact (i.e. loss of soil). Chainage km 47+700 to km 49+100 The "broken back" left hand curve (R=180m/R=145m) and the following combined radius right hand curve (R=160m & R=400m) are replaced by single radius horizontal curves with R=180m and R=150m respectively to increase the traffic safety and driving comfort respectively (see Drawing D in APPENDIX 6). With regards to traffic safety additionally the horizontal curve with radius R=145m from chainage km 48+860 to km 49+091 is replaced by a R=200m in order to provide an appropriate ratio to the following curve radius R=285m. The determined improvement of the alignment results in a moderate increase of land take, which is deemed tolerable with regards to the achieved increase in traffic safety. Chainage km 51+800 to km 52+200 With regards to the smooth horizontal alignment and in order to provide appropriate sight distance (traffic safety) respectively the vertical curve radius has to be increased, which will lower the road level by 0.77m resulting in a moderate increase of the earthworks quantities. The determined improvement of the vertical alignment results in a minimal increase of land take, which is deemed tolerable with regards to the achieved increase in traffic safety. Chainage km 77+450 to km 77+900 The existing design includes a very generous vertical curve involving an about 5m deep cut in rock material. A reduced vertical curve radius has been determined with the aim to reduce the earthworks quantities (approximate 11,000m3) and construction cost respectively. The determined improvement of the vertical alignment results in a reduction of land KOCKS GO NDAR-DEBARK ROAD PROJECT INGENIEUR E Chainage km 80+300 to km 81+000 In order to maintain the existing arch bridge across the Chira river, the existing design includes a horizontal right hand curve with radius R=145m from chainage km 80+567 to km 80+841. With regards to traffic safety and driving comfort respectively this radius is replaced by a R=250m in order to provide a reasonable ratio to the neighbouring curve radii (see Drawing E in APPENDIX 6). The existing arch bridge shall be maintained as a monument and a box culvert in the new alignment will be adequate to discharge the design flood of 10.4 m3/s. Chainage km 89+750 to km 90+550 The existing design shows a vertical alignment with an about 4m deep cut for a length of 250 to 300m in the Arbatensa village passage. In order to avoid a cut profile in the village area the vertical alignment/gradient has been modified to follow closely the existing ground level, which will also reduce earthworks quantities/construction cost. Further, the existing design shows an improvement of the horizontal alignment in the Arbatensa village passage with the consequence that the horizontal alignment, chainage km 89+747 to km 90+533, is shifting the new road towards the houses at the northern side of the existing road. In order to avoid those houses the horizontal alignment needs to be modified slightly to follow more closely the existing shape of road. With this modification/amendment of the new road alignment (see Drawing F in APPENDIX 6) a severe social impact can be avoided, i.e. the removal and relocation of 9 houses and 7 household respectively can be avoided, and in addition the village will not be divided by a deep cut. Chainage km 92+600 to km 93+600 With regards to the smooth horizontal alignment and in order to provide appropriate sight distance (traffic safety) respectively the vertical curve radius has to be increased, which will result in a 0.9m deeper cut for about 150m length and which can be further optimised/reduced by modification of the approaching gradient section. The determined improvement of the vertical alignment results in a minimal increase of land take, which is deemed tolerable with regards to the achieved increase in traffic safety or may be compensated by the above mentioned optimisation of the approaching gradient section. Chainage km 98+936 to km 99+851 In the end section of the Debark town passage the existing design includes an improvement of the existing road by a series of horizontal curves with radii in the range of R=lOOm to R=150m, which refer to a design speed of 60 to 70 km/h. This alignment improvement is considered to be beyond the requirement of this about one kilometre long section since it entails with high fills (up to 9m) and deep cuts (up to 6m) a considerable land take (including removal of about 7 houses) in this congested area. Consequently, the new/alternative alignment follows more closely the existing road (see Drawing G in APPENDIX 6) with horizontal curve radii referring to a design speed of 50 to 65 km/h, which is deemed by far appropriate for this section of the road to be considered as part of the Debark town passage. As a result the land take (including houses) can considerably be reduced associated with reduced earthworks quantities and an increased traffic safety due to the reduced design/vehicle speed. KOCKS GONDAR -DEBARK G D RD A (4 ROAD PROJECT INGENIEURE 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 2.1 National Policy and Strateaies 2.1.1 The Constitution As the major binding document for all other derivative national and regional policies, laws and regulations, the Constitution of the Federal Democratic Republic of Ethiopia, Proclamation 1/1995, has several provisions, which have direct policy, legal and institutional relevance for the appropriate implementation of the resettlement action plans, which are being prepared by the Ethiopian Roads Authority. Article 40.3 of the Constitution states the public ownership of both rural and urban land as well as all natural resources. It further states that land is the common property of the Ethiopian people and cannot be subject to sale or to other means of exchange. Moreover, ownership of land is vested in the State and the people while rural and urban dwellers have only use rights over land. A use right gives the user of the land the right to use the land and the right to benefit from the fruits of her/his labor which may be crops, trees, etc. found on the land or any permanent works such as buildings etc. Article 44 provides that all persons have the right to a clean healthy environment and further emphasizes that the pollutant shall pay in violating the basic right. Article 92 states that all Ethiopians shall live in clean and health environment; no damage or destruction happened to those basic environmental rights. People have the right to full consultation and the community has the right to express its views in the planning and implementation of environment policies and deals with the projects that directly affect them. The Government and citizens shall have the duty to protect the environment and mitigate the affected parts. All those aspects have to be considered in infrastructure development and road projects respectively as explicitly stated in the Road Transport Guidelines (EPA, 1996, Environmental Law, 2003 and the Conservation Strategies of Ethiopia I, II and III). Further, Article 44.2 of the Constitution indicates that interventions for public goods that cause the displacement of people or adversely affect the livelihood of the local population shall give the right to commensurate monetary or other means of compensation including relocation (resettlement) with adequate State assistance. This provision has a strong relevance to the resettlement action plan that ERA undertakes while involved in road projects. The provisions in the constitution clearly states Government's obligation not only to compensate for the works on land created by the labour and capital of land users but also to compensate for the lost land through resettling the affected individuals/communities by the State programs with adequate assistance. 2.1.2 Conservation Strategy of Ethiopia (CSE) Since the early 1990s, the Federal Government has undertaken a number of initiatives to develop regional, national and sectoral strategies for environmental conservation and protection. Paramount amongst these was the Conservation Strategy of Ethiopia (CSE, 1996), which provided a strategic framework for integrating environmental planning into new and existing policies programs and projects. The CSE is an important policy document which views environmental management from several perspectives, particularly recognizing the importance of incorporating environmental factors into development activities from the outset, so that planners may take into account environmental protection as an essential component of KOCKS , e) `GONDAR -DEBARK ) ROAD PROJECT INGENIEURE 2.1.3 The Environmental Policy of Ethiopia and The Environmental Policy of Ethiopia (EPE) has provisions quite relevant to road transportation projects concerning impact assessment, resettlement and rehabilitation issues. The major elements are: * to ensure that environmental impact assessments (EIA) consider not only physical and biological impacts but also address social, socio-economic, political and cultural conditions; * to recognize that public consultation is an integral part of an EIA (Proclamation 299/2002, Part Five-Article 15, Public Participation) and ensure that EIA procedures make provision for both an independent review and public comment before consideration of decision makers; * to ensure that an environmental impact statement always includes mitigation plans for environmental management problems and contingency plans in case of accidents; . to ensure that, at specified intervals during the project implementation, environmental audits regarding monitoring, inspection and record keeping take place for activities where these have been required by the Environmental Impact Statement (Proclamation 299/2002, Part Four-Articlel2, Implementation Monitoring); * to ensure that preliminary and full EIAs are undertaken by the relevant sectoral ministries or departments, if in the public sector, and by the developer, if in the private sector, in accordance with Proclamation No. 299/2002 in order to predict and manage the environmental effects of proposed development activities and resulting in modification or termination of its design or ongoing construction/operation; * to create by law an EIA process which requires appropriate environmental impact statements and environmental audits for private and state development projects; * to establish the necessary institutional framework and determine the linkages of its parts for undertaking, co-ordinating and approving EIAs and the subsequent system of environmental audits required to ensure compliance with conditionalities; * to develop detailed sectoral technical guidelines in EIAs and environmental audits; . to ensure that social, socio-economic, political and cultural conditions are considered in environmental impact assessment procedures and included in sectoral guidelines; and * to develop EIA and environmental audit capacity and capability in the Environmental Protection Authority, sectoral ministries and agencies as well as in the regions. 2.1.4 Sectoral Environmental Policies Several detailed sectoral environmental policies are currently in various stages of preparation and of particular note are the following: Water Resource Policy The Ministry of Water Resources has formulated the Federal Water Resource Policy for a comprehensive and integrated water resource management. The overall goal of the water resources policy is to enhance and promote all national efforts towards the efficient and optimum utilization of the available water resources for socio-economic development on sustainable bases. The policies are to establish and institutionalise environment conservation and protection requirements as integral parts of water resources planning and project development. > GONDA R -DEARKKO CKS izi ROAD PROJECT INGENIEURE Wildlife Policy It was developed by the Ministry of Agriculture whose prime objective is the preservation, development and sustainable utilisation of Ethiopia's wildlife resources for social and economic development and for the integrity of the biosphere/biodiversity. This is at present in draft form, and covers a wide range of policies and strategies relating, amongst others, to wildlife conservation and protected areas with four categories from the highest protection ranking 'National Park', followed by 'Game Reserve' and 'Sanctuary' to 'Controlled Hunting Area'. Proclamation on Conservation, Development and Utilizationof Forests This Proclamation was issued in 1994 (Proclamation No. 94/1994) to provide for the Conservation, Development and Utilization of Forests. The objective of this Proclamation is to provide the basis for sustainable utilization of the country's forest resources. The Proclamation categorizes types of forest ownership (State, regional and private forests). It provides the power for designation, demarcation, and registration of forests to the Ministry of Agriculture and Regional Governments. The Proclamation then goes on to give some specific direction for the utilization of State and Regional Forests, and lists prohibited activities within protected forests. NationalPopulation Policy This Policy was issued in April 1993 and aims at closing the gap between high population growth and low economic productivity through a planned reduction in population growth combined with an increase in economic returns. With specific reference to natural resources, the main objectives National Population Policy are: - Making population and economic growth compatible and the over-exploitation of natural resources unnecessary; - Ensuring spatially balanced population distribution patterns, with a view to maintaining environmental security and extending the scope of development activities; - Improving productivity of agriculture and introducing off-farm non-agricultural activities for the purpose of employment diversification; and - Maintaining and improving the carrying capacity of the environment by taking appropriate environmental protection and conservation measures. National Policyon Women This Policy was issued in March 1993 emphasizing that all economic and social programs and activities should ensure equal access of men and women to the Country's resources and in the decision making process so that they can benefit equally from all activities carried out by the Federal and Regional Institutions. 2.1.5 Land Tenure Land is the property of the state/public and does not require compensation. The land Proclamations 31/1975 of rural land and 47/1975 of urban land stated that the Government holds the ownership of land. The constitution of 1995 also retained land ownership under the Ethiopian people. Buying, selling or exchanging to other means is prohibited, however, tenure rights and leasing of use rights to or from others is ensured. Article 7(72) of proclamation 4/1975 states that the Government shall pay fair compensation for property found on the land, but the amount of compensation shall not take any value of the land into account, because land isowned by state. Proclamations No. 80/1997, article 6.18 and No.55/1993, article 5, 2(k), state that ERA shall use, free of charge, land and such other resources and quarry substances for the purpose of construction of highways, camp, storage of equipment and other required services, provided, however, that it shall pay Oa&GNDAR-DEBARKKOCKS OGNDAR -DEBARKKOCS > ROAD PROJECT INGENIEURE Proclamation No.455/2005 is addressing the procedures and the responsibilities of the implementing agencies for the expropriation of land holdings for public purposes, and the procedures for valuation of properties and for the determination and payment of appropriate compensation. The Right-of-Way (ROW) is the land allocated and preserved by the law for the public use in road construction, rehabilitation and maintenance work. For example in the ERA Geometric Design Manual - 2002 (Tables 2-3 through 2-7) 50m width on either side of the road centreline fall intothe legal ROW for roads of Design Standards DS1 to DS5. Thus, property within those limits could be removed/demolished by the road authority without public consultation. 2.2 Environmental Leaislation Framework The Federal Government has recently approved three Proclamations. These represent a framework building on the policies and strategies set out in the CSE and the EPE, which sets out basic and general provisions for the regulation of environmental matters and is proposed to be supplemented in due course by more sector-specific legislation. The following three proclamations are currently enforced by the EPA: - Proclamation No. 298/2002 on Establishment of Environmental Protection Organs; - Proclamation No. 299/2002 on Environmental Impact Assessment; and - Proclamation No. 300/2002 on Environmental Pollution Control. 2.2.1 Proclamation on Establishment of Environmental Protection Organs This Proclamation No. 298/2002 re-established the Environmental Protection Authority (EPA), Sectoral and Regional environmental units and agencies. The objective of this Proclamation is to formally lay down the institutional arrangements necessary to ensure environmentally sustainable management and development, both at Federal and at Regional level. A series of institutional mandates, which extend the powers and duties of the EPA beyond those defined in the enabling legislation, which established this body. 2.2.2 Proclamation on Environmental Impact Assessment The aim of this Proclamation No. 299/2002 is to make an EIA mandatory for specified categories of activities undertaken either by the public or private sectors and is the legal tool for environmental planning, management and monitoring. The Proclamation elaborates on considerations with respect to the assessment of positive and negative impacts and states that the impact of a project shall be assessed on the basis of the size, location, nature, cumulative effect with other concurrent impacts or phenomena, trans-regional context, duration, reversibility or irreversibility or other related effects of a project. Categories of projects that will require full EIA (given in an Annex to the Proclamation), not full EIA (some negative impacts expected but not too serious) or no EIA (for reasons of "special" or "overriding interests"). To affect the requirements of this Proclamation the EPA issued an 'Environmental Impact Assessment Guideline Document (May 2000)', which provides in depth detail to the EIA process and its requirements. The Guideline follows the conventional pattern adopted in many other countries and makes provision for screening, scooping, identification and evaluation of impacts, the development of environmental GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE 2.2.3 Proclamation on Environmental Pollution Control This Proclamation No. 300/2002 is mainly based on the right of each citizen to have a healthy environment, as well as on the obligation to protect the environment of the Country and its primary objective is to provide the basis from which the relevant ambient environmental standards applicable to Ethiopia can be developed, and to make the violation of these standards a punishable act. The Proclamation states that the "polluter pays" principle will be applied to all persons. Under this proclamation, the EPA is given the mandate for the creation of the function of Environmental Inspectors. These inspectors (to be assigned by EPA or regional environmental agencies) are given the authority to ensure implementation and enforcement of environmental standards and related requirements. In addition to this, Proclamation No. 200/2000 addresses public health issues. 2.3 Institutional and Administrative Framework 2.3.1 Federal and Regional Administration The Federal Democratic Republic of Ethiopia comprises of the Federal states with nine Regional State members. The Federal Government acts from the centre to the regions and localities, and its respective duties and authority including fiscal matters at the different levels (Federal, Regional and Local) have been defined by the Constitution. The duties and responsibilities of the Regional States include planning, directing and developing social and economic programs as well as the administration, development and protection of natural resources of their respective regions. The basic administrative units in each Regional Government are the Woredas, which sub-units are the Kebeles in urban areas and farmers associations in rural areas. Further, based on their authority and responsibilities the regional governments have established Sectoral Bureau, Commissions and Authorities. 2.3.2 Environmental Protection Authority (EPA) One of the environmental policies of the EPA is to protect and rehabilitate the fundamental causes that lead to degradation, adverse effects and determine mitigation measures. The policy is usually integrated and compatible to fit to a long term economic development strategy known as agricultural development-led industrialisation (ADLI) and other key policies. As per sub-article 2 of article 6 of Proclamation No.9 of 1995, environmental development and management as well as protection in Ethiopia are designated. In this case the socio-environmental assessment needs to be reviewed and incorporated into different road project phases: at designing & planning, construction, monitoring, post-project evaluation and maintenance phases. 2.3.3 Ethiopian Roads Authority (ERA) The Ethiopian Roads Authority (ERA) was established in 1951 through proclamation No.63/1963 with responsibilities for the construction, improvement and maintenance of the Country's road network. The highest body in the management hierarchy is the board. EnvironmentalMonitoringand Safety Branch (EMSB) ERA's Environmental Monitoring and Safety Branch (EMSB) was established in January 1998 as Environmental Management Branch (EMB) under the Planning and Programming Division of the Engineering and Regulatory Department. EMSB major responsibilities are setting and implementing ERA's environmental guidelines in support of the national level requirements. The EMSB holds the capacity of advisory, coordination and supervision aspects that are pertinent to the road environmental ;--- -- 1 :~.1:-l ---~-- 11 ...:z1..------ :--:-A --n-:. GO NDAR -DEBARK KOCKS > 4) ROAD PROJECT INGENIEURE Legal Divisionand Right-of-Way (ROW) Branch ERA's Construction Contacts Implementation Division, and in particular its Right-of- Way Branch, is responsible for making available the required land for road/highway construction and maintenance, the establishment of materials sources (borrow pits and quarries) and camp sites and for implementation of Resettlement Action Plans (RAP). Right-of-Way Branch in liaison with the respective regional/local authorities, Woreda councils, Kebele administrations and community representatives establishes the required compensation for structures, crop, vegetation and others, and effects payments to the PAPs. 2.3.4 Regional and Local Government Bodies In accordance with the principles of government decentralisation set out in the Ethiopian Constitution, the Regional States shall establish their own independent regional environmental agencies or designate existing agencies that shall be responsible for environmental monitoring, protection and regulation within their respective jurisdictions. These are expected to reflect the environmental management requirements at local level. 2.3.5 Environmental Protection Unit The above-described Proclamation on Establishment of Environmental Protection Organs requires at the Federal level each sectoral ministry to establish in-house Environmental Protection Units to ensure harmony with respect to implementation of the environmental proclamations and other environmental protection requirements. These Units will form a lower level inter-sectoralco-ordination structure. 2.4 Ethiopian Roads Authority's Policy Framework 2.4.1 ERA Environmental Procedures Manual In order to standardise environmental procedures for design of new roads and rehabilitation of existing roads the ERA, in consultation with the Ethiopian Environmental Protection Authority (EPA), has prepared an Environmental Procedures Manual for the use and technical guidance of design personnel of the ERA and consultants preparing projects for the Authority. The Manual outlines standard methods and procedures for a step-by-step approach to environmental management activities to be conducted during each phase of the road project cycle, including the preparation and supervision of works contracts as well as the execution of road construction, rehabilitation and maintenance works. 2.4.2 ERA Resettlement / Rehabilitation Policy Framework Apart from the broad policy frameworks at national level, the main reference behind the preparation of a Resettlement Action Plan (RAP) is ERA's guiding principles as stipulated in its Resettlement and Rehabilitation Policy Framework. The principles in the framework are adopted basically from the World Bank's policy on resettlement and rehabilitation. The following statement is quoted from the ERA's Resettlement and Rehabilitation Framework to show when and where a RAP is required or not. At project identification, social screening/social impact assessment (SIA) of the subprojects will be conducted with the aim to determine whether or not a subproject would require detailed resettlement action plans as specified in World Bank policy. GONDAR -DEBARK KOCKS RO AD PROJECT INGENIEURE that more than 200 persons are affected by a subproject, a resettlement action plan will have to be prepared. The World Bank OD 4.30 paragraph 4, states: Where large-scale of population displacement is unavoidable, a detailed resettlement plan, timetable and budget are required. Resettlement plans should be built around a development strategy and package aimed at improving or at least restoring the economic base for those relocated. Experience indicates that cash compensation alone is normally inadequate. Voluntary settlement may form part of a resettlement plan, provided measures to address the special circumstances of involuntary resettlers are included. Preference should be given to land-based resettlement strategies for people dislocated from agricultural settings. If suitable land is unavailable, nonland-based strategies built around opportunities for employment or self-employment may be used. And in note 8, the OD 4.30 specifies: Where only a few people (e.g. less than 100-200 individuals) are to be relocated, appropriate compensation for assets, logistical support for moving and relocation grant may be the only requirements. However, the principles on which compensation is to be based are the same as for larger groups (ERA, 2002). As per the Framework, a threshold has been set whether or not to proceed with a detail RAP once a social screening is done on any proposed road development project. Road development that entails the relocation of more than 200 individuals or about 40 households are expected to draw up a resettlement action plan. Those road projects that would displace less than 200 individuals are not expected to come up with a detailed/full scale RAP and instead appropriate compensation measures for lost assets, arrangements for logistical support and a relocation grant have to be determined. Concerning compensation of lost assets and properties current regulations/laws used by the ERA need to be considered as well as the recent Proclamation No.455/2005 'Expropriation of Land Holdings for Public Purposes and Payment of Compensation' which describes that compensation will be given for a 5 years period of lost income. 2.4.3 Sectoral Policy for HIV/AIDS in Workplaces of ERA With the aim of a healthy working environment the ERA has issued an initiative for the prevention and control of sexually transmitted infections (STIs) including HIV/AIDS. The Policy operates within the legal framework created by the labour Proclamation No. 377/2003, the Ethiopian Civil Code and HIV/AIDS National Policy Statement. The ERA Manual provides information on the legal framework, the ERA's general policy on HIV/AIDS, and regulations/guidelines for the implementation and co-ordination of the Program for prevention and control. 2.4.4 ERA Road Safety Audit Manual With regards to the general road/traffic safety situation in Ethiopia being one of the worst in the world, the ERA has issued a draft Road Safety Audit (RSA) Manual in September 2004. The Manual focuses mainly on the engineering aspects of traffic safety with the aim to identify and eliminate hazardous locations (traffic crash reduction), and to provide state of the art designs in order not to create hazardous locations (traffic crash prevention). The Manual provides guidance for the use by personnel of the ERA and consultants preparing projects for the Authority. , 4 GO N DAR - DE BARK KOCKS ROAD PROJECT INGENIEURE 2.5 World Bank Safeauard Polices The OP 4.01 Environmental Assessment and the World Bank Disclosure policy are the Bank's Safeguard Policies that are pertinent to the project under consideration. OP 4.01 EnvironmentalAssessment This World Bank Policy requires that screening should be done as early as possible for potential impacts and choice of proper instrument to assess, minimize and mitigate potentially adverse impacts. Environmental Assessment (EA) ensures that appropriate levels of environmental and social assessment are carried out as part of project design. It also deals with the public consultation process, and ensures that the views of PAPs and local NGOs are incorporated as early as possible for Category A and B projects. It is worth noting that OP 4.01 applies to all components of a project with financing from the World Bank, including co-financed components by the Borrower or by other funding agencies. The Bank's Policyon Disclosure It is the requirement of the Bank that the peoples residing in the project areas have the right to be informed of the proposed development project(s) in their respective areas. Therefore, prior to project appraisal, the summary of the EIA of the project along with other relevant (basic) project information should be disclosed at the Bank's InfoShop as well as at national and project area (local) level. 2.6 Multilateral Aareement The Federal Democratic Republic of Ethiopia has ratified several international conventions and protocols and these include: Vienna Convention on Ozone Layer Protection (1990); * Montreal Protocol for Substances Depleting the Ozone Layer (1990); Convention on Biodiversity (Rio convention) (1997); * Framework Convention of United Nations on Climate Change (1997); * Convention on the Control of Transboundary Movement of Hazardous Substance. GO N DAR - DEBARK KOCKS , i ROAD PROJECT INGENIEURE 3. ENVIRONMENTAL CONDITION OF THE PROJECT AREA 3.1 Physical Environment 3.1.1 The Project Road The Gondar - Debark road is located in Amahra National Regional State in the northern part of Ethiopia and is part of one of the major south-north links in the Country. Amahra State has an international border with the Sudan in the west and the national boundaries are with Tigray in the north-east, with Afar in the east, with Oromiya in the south and with Benishangul-Gumuz in the south-west. The existing road was originally built with a Telford base and penetration macadam during the Italian occupation between 1936 and 1940. The road was constructed mainly by manual labor, and with the aim to limit the size/height of major drainage structures as well as to minimise earthworks, its alignment follows closely the contours of the natural ground, resulting in a horizontal alignment with narrow curves in the mountainous and hilly sections on the one hand but also in relatively gentle gradients (vertical alignment) on the other hand. The Project Road is a major link providing access to a large part of Amahra Region and a short cut to important agricultural and tourist areas in the Simien Mountains. At present, the poor state of most sections of the road imposes difficulties and heavy costs in the movement of goods and people. As a result, the road's condition hinders national and sub-regional development and integration. The Project Road starts at the Martyrs Square in Gondar, the big roundabout 720m from the Gondar Telecom building at the centre of the Town, and it ends after 103 km (existing road length) shortly after the Debark town passage. Between Gondar and Debark the road passes through a number of villages and towns which major locations are: Weleka, Amba Georgis, Gedebeye, Dabat and Woken. The initial bituminous surface has completely deteriorated with a few patches of it remaining only and the existing road has reverted to gravel standard. The road condition can be described as generally POOR: - Although the first about 40km long section from Gondar to Amba Georgis has received a regravelling in early 2005, the surface is very rough since natural gravel material with a high amount of oversize particles was used. - In December 2005 the road section from Amba Georgis to Debark was found in very bad and extremely rough condition with an exposed Telford surface for most of its length. However, end of December 2005 a major maintenance commenced, but the road surface and the road condition respectively may be described as fair to poor only due to the coarse natural gravel materials used. The width of the existing gravel/Telford carriageway is 5.5 to 6.0 m with shoulders of about 1.0 m each. In summary the existing rood condition causes hazard and extreme discomfort to the road users, and the dust development is a considerably affecting the health situation in the area. 3.1.2 Topography The Project starts in Gondar at an altitude of about 2,300 m, it descends to 2,200 m near Angereb river bridge (chainage km 5.0) north-west of Weleka (Humera junction) and reaches its "peak" with an altitude of slightly above 3,000 m at chainage km 34.1, five kilometres before Amba Georgis (altitude of 2,960 m). From > GONDAR -DEBARK KOCKS \^ ROAD PROJECT INGENIEURE altitude of 2,686 m. Then the terrain undulates between 2,775 m (chainage km 60.2) and 2,565 m of the Alem Watch river bridge at Dabat (chainage km 73.1). For the next 30 kilometres the altitude varies between 2,635 m and 2,790 m (chainage km 75.9 and km 96.1) until the roads ends at an altitude of about 2,850 m at Debark. Figure 3.1: Longitudinal Profile of the Gondar - Debark Road E3000 _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I 2900 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 2800 _ _ _ _ _ __ _ _ _ _ _ _ _ _ a 2700 ___ 2600 0 2500 n (m) 2400 2100__ _ __ _ _ 2000 0 10 20 30 40 50 60 70 80 90 100 Station (km) The topography along the Gondar - Debark road section can be described as predominantly rolling with some hilly and mountainous sections: - chainage km 1.6 to km 3.5 hilly; - chainage km 3.5 to km 12.0 rolling to hilly; - chainage km 12.0 to km 16.5 mountainous; - chainage km 16.5 to km 25.8 hilly; - chainage km 25.8 to km 27.6 mountainous; - chainage km 27.6 to km 103.0 rolling. Table 3.1: Topography of the Gondar - Debark Road Topography Per cent(%) Absolute (km) mountainous 6.2 6.3 hilly 11.0 11.2 rolling to hilly 8.4 8.5 rolling 74.4 75.4 3.1.3 Geology The geological situation along the Gondar - Debark road has been identified on the geological map of Ethiopia and during an assessment of the road corridor. The geology along the Project Road consists of two rock groups, both of which belong to the same series, the Trap Series: - Along the first about 85 kilometres, the geology predominantly consists of the ROAD PROJECT I NGENI EURE rare rhyolites that most probably origin from basaltic sills near Tikil Dingay on the Gondar - Humera road. The basaltic flow varies in thickness, the thickest found around basalt is km 20 and the thinnest around km 85. Between existing road chainage km 85 and Debark (chainage km 103) the geology predominantly consists of the Shield group that mainly porphoritic amygdaloidal consists of basalt. 3.1.4 Soils, Erosion and Sedimentation Observations made on the existing/natural soils surface as well as on exposed of cut slopes are soils indicating that well-drained reddish/brown soils, decomposed/highly weathered basalt and black cotton soils are the predominant soils Project Road. type along the A description of the Soils Extension of Gondar - Debark Road is given in Table 3.2 below. The nearly completely deforested landscape along the Project Road associated high intensity with of rain and the duration of the rainy season of up to six months have resulted in severe erosion problems particularly in the black cotton soil areas. Controlling soil erosion by means of various physical, engineering and methods like biological check dams, micro basin, sufficient cross drainage, hill terracing trenches, tree & planting and grass strips for sediment trapping is lacking. Presently the physical and biological soil conservation and other rehabilitation Programs integrated into afforestation schemes are inadequate. The and NRD Woredas, BoA and the active participation of the communities in the process of establishing nursery, planting trees and grass strips along the sensitive road corridor is part in the insufficient. Table 3.2: Soils Extension of Gondar - Debark Location, Chainage of existing Description of Subgrade Types Road (km) km 0.0 to km 17.4 Dominant subgrade type is decomposed volcanic rock, interrupted by highly weathered basalts at several stretches. km 17.4 to km 36.7 Dominant subgrade is decomposed volcanic interrupted occasionally by highly weathered basalt and light reddish soil. Rock stretch from km 26.2 to km 26.3. km 36.7 to km 78.1 Black cotton soil occasionally interrupted by decomposed rock and highly weathered basalt that forms small hills and rises. km 78.1 to km 91.3 Decomposed material occasionally interrupted by light brown soil, black cotton soil and rock stretches. km 91.3 to km 100.7 Black cotton soil sometimes interrupted by decomposed rock. km 100.7 to km 102.9 Decomposed material 3.1.5 Climate Ethiopia has three climatic zones: a cool zone of the high plateaux above 2,400m, temperate zone a between 1,500 and 2,400m and the hot lowlands below 1,500m. climate in the The project area lies predominantly within the cool zone in a generally pleasant climate without extreme temperatures. In daytime temperatures rarelv rise > GO NDAR -DEBARK KOCKS \, ROAD PROJECT ING ENI EURE respectively; the average mean temperature is 210C in Gondar and 140C in Debark. Sharp drops in temperature occur in the late afternoon, and it is often chilly outdoors in the evening. Night time temperatures are coldest from November through January, but rarely drop to freezing point. There are two main seasons in the Ethiopian highlands. The dry season ("bega") lasts from October to June. The main rainy season ("meher" or "keremt") last from July through September; these rains are often heavy and continuous. The mean annual rainfall in the project area varies between 980mm and 1,100mm. Table 3.3: Average Minimum/Maximum Temperatures for the Gondar - Debark Road Section Location Jan Feb Mar Apr Mayl Jun Jul A Sep Oct Nov Doc Gondar, km 0 max 27 26 27 29 28 25 23 22 24 25 26 25 min 10 8 13 14 15 13 13 13 12 13 11 10 Cherema, km 30 max 26 23 26 25 26 23 22 20 20 20 24 25 min 8 4 12 12 12 12 11 11 8 9 8 8 Dabat, km 75 max 20 18 22 22 21 21 21 18 18 18 23 22 min 7 2 11 11 11 11 9 9 7 8 7 7 Debark, km 103 max 19 20 18 17 15 16 16 14 13 15 20 17 min 5 2 8 11 8 9 7 8 7 8 7 6 Source: Meteorological Map of Ethiopia, 1979 Figure 3.2: Mean annual precipitation for the Gondar - Debark Road section ~350O 325 300 275 250 225 [El Gondar 200 175 - .. i :- ~ . I 150 U Debark 125 -- 100 175 --..sr..;; 50 . 25 Jan Feb Mar Apr May Jun July Aug Sep Oct Nov Dec 3.1.6 Hydrology and Water Resources The Gondar - Debark road is located in the upper catchment areas of two river basins, namely the Abbay and Tekeze drainage basins. The Blue Nile (Abbay) river is the largest of all and covers a catchment area of approximately 172,254 km2. Its total length to its junction with the White Nile in Khartoum is 1,450km, 800km of which are within Ethiopia. The drainage basin of the Tekeze river has an area of about 88,800 km2. In addition to these rivers Angereb river is among the major rivers in the region. Lake Tana, the largest lake in Ethiopia is located further south of X > GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE Most of the rivers crossing the Project Road are originating from mountains which are the divides between different watersheds. The highest is the Ras Dejen near Debark at 4,620m a.s.l. The rivers and lakes of the region have immense potential for hydro-electricity, irrigation and fishery development. 3.1.7 Land Use and Land Cover The Gondar to Debark road corridor shows intensive agricultural use of 95% with about 65% crop cultivation, 20% grassland, 10% tree plantations and bush & shrub land and a remaining approximately 5% portion which cannot be utilised (e.g. rocky areas). Main land use activities are related to rainfed peasant cultivation of grains, oil seeds, pulses, stimulants and spices. Livestock (i.e. cows, goats and donkeys) is relatively high, especially in the vicinity of the villages/towns. Traditional small scale irrigation of fields was encountered during the field investigations, for example at Chira and Arbatensa rivers (bridges) at existing road chainage km 83.4 and km 92.0 respectively. 3.2 Biological Environment 3.2.1 Flora and Fauna From the primarily highland Flora of the region, only a few remains are left. Most of the flora along the road corridor has been transformed into intensively cultivated farmland and grazing areas for livestock. This includes the natural forests of the area which had been reduced to more or less smaller islands. As a result of the population density and the extensive agricultural activities associated with it, the original biotopes have mainly been destroyed. Thus the fauna of the region is restricted to some "general" species. Along the road corridor very few non domestic animals were observed like the porcupine (hit/killed by vehicle), the lammergeyer, red kites, white-collared crow and wattled ibis. The specially adapted, endemic or/and rare species of the region can be observed in the Simien Mountains National Park (SMNP) e.g. Walia ibex, Simien fox, gelada baboon, grey duiker and klipspringer. 3.2.2 Protected Areas and Sensitive Habitats Within the road corridor from Gondar to Debark, no protected areas are existing. At the end of the road section approximately 10km east of Debark town and the Project Road respectively is the Simien Mountains National Park (SMNP), which has won world wide appreciation/admiration. This SMNP is registered in the UNESCO list of world heritages. Also the Lema Limo wildlife reserve north of Debark has been included in the gazetted National Park in 2003/2004 on the basis of the UNESCO recommendation. 3.3 Socio-economic / socio-cultural Environment 3.3.1 General sociological Characteristic of the Project Area From the agro-ecological and socio-ecological point of view the Gondar - Debark area is relatively homogenous. The area is situated in the Highland zone between 2,200m and 3,000m a.s.l and falls in the agro-ecological category 'Dega zone'. k-4A- -II AAW A.nnr - -- A 'Icnnr/......................... -- A -C I---. 4-... ....... zct- 1- ... AA-- :- GO NDAR - DEBARK KOCKS 3 \. ROAD PROJECT I NGENI EURE is also relatively free from vector-borne diseases, particularly malaria. For these reasons the highest concentration of population occurs in the Amhara region. Agriculture is the main basis of livelihood (85 %) in the Amhara region. The highland agriculture system is characterised by the integration of crop and livestock production and livestock husbandry is an important source of food, cash income and insurance against crop failure. The main cereals produced in the area are wheat, millet, barley and teff. The soils are very susceptible to soil erosion with high rates of soil loss. Administrative wise the road from Gondar to Debark passes through 4 Woredas from Gondar to Amba Georgis over Dabat to Debark. The entire road falls into North Gondar Zone and into the Amhara Regional State. 3.3.2 Population The settlement pattern of the project area indicates that there is high concentration of people on the Gondar to Debark road section where intensive mixed agriculture is being practised. The population (year 2000 figures) of the Woredas falling in the project area is shown in Table 3.4 below. Table 3.4: Woreda Population Region Zone Woreda Population Population Population Area Density TOTAL MALE FEMALE (kM2) (Persons per Amhara North Dabat 143,444 72,275 71,169 1,199.15 119.6 Gonder Debark - 146,760 73,252 73,508 1,512.22 97 Gondar 156,087 78,670 77,417 40.27 3,876 Special Zone Gondar Zuria 232,329 117,826 114,503 1,286.76 180.6 Source: CSA, Ethiopia - Statistical Abstract 2000. Table 3.5: Town Population along Gondar - Debark Road Location Town Name Population (km existing Road) 0 Gondar Zonal Capital North Gonder 156,087 38 Amba Giorgis, Woreda Town 6,833 59.4 Gedebeye 4,805 73.2 Dabat, Woreda Town 12,138 86.5 Woken 3,045 99.3 Debark, Woreda Town 20,026 Source: CSA, Ethiopia - Statistical Abstract 2000. Role and Status of Women Women in the project area and generally in the rural areas of Ethiopia have to carry a very high portion of the communities' and respectively families' workload. Their main activities are to haul water and fuel wood over long distances, preparing food and to work in the fields. Further, the women are the majority of the vendors found at the market places and many shops and restaurants/bars along the Project Road are run by women. > GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE In addition to the above described burden of workload the social situation of the woman is much restricted due to traditional feudal and patriarchal social norms. Thus, only a minor portion of rural women is literate, they are often very young when married, have an average of seven children. 3.3.3 Economic Activities The project area is supposed to be a high potential cereal zone and agro-pastoral zone in the rugged area. It is dominated by a mixed type of agricultural activities with limited cash crop production. Most of the area is prone to erosion since appropriate protective measures are rare. The major cereal crops grown include wheat, millet, barley and teff. Small scale traditional irrigation is practised in limited parts of the project area. In the hilly areas, along the roadside and in the vicinity of villages/towns, eucalyptus plantations can be found. Many parts of the area are stony and rugged, but nevertheless cultivated. Only small plots of land are left for livestock grazing, but sheep and horse population is high especially in the Dabat and Debark areas. Main market centres are: Gondar, Amba Giorgis, Dabat and Debark. Industrial activities are largely dominated by small scale metallurgy, wood and leather work and other small artesian activities. The major industrial establishment is the Dashen brewery located in the southern part of Gondar town. One of the major economic activities in the Gondar - Debark region is tourism. In Gondar, the Fasil Castle ( 17 thcentury), the Debre Berhan Selassie church and the town itself are famous tourist destinations. In the Debark region the Simien Mountains National Park and the Lema Limo National Park are the most attractive spots of the region. According to the road side interviews with local residents and business people, the proposed road upgrading is expected to trigger considerable development in the agro-industrial sector and primarily in the tourism sector as the project area is endowed with potential resources. The Gondar - Debark road section has a more strategic significance in terms of linking the Country with the whole of northern Ethiopia up to the border with Eritrea. It has a big potential for touristic (Gondar, Debark, Axum) and agricultural development in addition to providing inter-connection between Addis Ababa and northern Ethiopia. 3.3.4 Environmental Health and occupational Diseases Health services of different levels are found in the towns along the Gondar - Debark road: - Gondar Referral Hospital (University); - Amba Georgis Health Post; - Dabat Health Centre; - Debark District Hospital. The Amba Georgis Health Post is not fully functioning since more serious cases are usually treated in Gondar. The Dabat Health Centre can provide basic health services. The Debark District Hospital was recently constructed and has 42 beds as well as laboratory and nurse training facilities; it can (could) provide extended health services, but due to its "remoteness" mainly attributed to the poor road condition it is extremely difficult to find and to keep qualified staff there, especially doctors. As shown in Table 3.6 below, the most severe health problems/diseases of the region are pneumonia/respiratory diseases and the main cause of these diseases is the 3 GONDAR -DEBAR K KOCKS V./ ROAD PROJECT INGENIEURE listed below the most vulnerable group are mothers and children. In particular children in these rural regions are often affected by malnutrition, intestinal parasites and diarrhoeal diseases. Table 3.6: Main Diseases in particular Areas along the Project Road (2003-2005) Description Dabat Area Debark Area Malaria = Internal Parasites/Jardia V'/9 V//V Tuberculosis v' vVV Dysentery and Diarrhoea Diseases Pneumonia/Respiratory Diseases 'vv9' V//yr Gastritis V/V VV Malnutrition vv VV Eye Diseases v /VV Skin Diseases V's"" V/V Sun burn " V HIV prevalence vV' Source: Consultant, collected from the Health Centre in Dabat and the DistrictHospital in Debark. Legend: Severity Scale 'v = less severe' to 'V//V = very severe'. 3.3.5 Aesthetic Values, cultural and natural Heritage Natural Heritage The Simien Mountains National Park (SMNP) and Lema Limo close to Debark are definitely the most popular places of the natural heritage in the vicinity of the project area. Some smaller forest areas which exist in the vicinity of the road might- contain some valuable wildlife includingE sensitive animals. -- Furthermore, several -- 4 other locations of aesthetic value and interest have been noted along the - 103 km long project - road section. Fasci- nating scenic pano- - rama can be found at - existing road chainage - km 27.6, km 33.0 and - a number of other locations. GO NDA R - DEBARKOCKS ROAD PROJECT INGENIEU RE Cultural Heritage As described above (see sub-chapter 3.3.3) among others the Fasil Berhan Selassie Castle, the Debre church and Gondar town itself are the most famous monuments. historical However, during the environmental field investigation known places some other less of interest have been encountered in the project Ruins/buildings road corridor. originating from the time of the Italian occupation were found to the existing close road at chainage km 13.1 and km 25.4, which is at design km 12+500 and chainage km 24+150 respectively. Figure 3.3 below shows photographs of the ruins at the first location, right hand side which is at the of the existing road, when going from Gondar to Amba Georgis. can be seen As it on the photographs the ruins consist of a concrete (approximately foundation 3m x 5m) and some portions of stone masonry walls. Since these remains only are left, the preliminary conclusion is that preservation is deemed of of these ruins minor importance. Figure 3.3: Photographs of Ruins at Location 1 J1 Figure 3.4 below shows photographs of the "main" building at the second which is at the location, left hand side of the existing road, when going from Gondar Georgis. Apart to Amba from the "main" building with octagonal structure, concrete foundations masonry walls and exist. Our preliminary conclusion is that preservation of the location/structures mandatory and is that protection/strengthening against further deterioration provided as should be soon as possible. As the scenic viewpoints, this location become a place is believed to of interest for tourists travelling on the Droiect road sectinn- G N DAR - DEBARK KOCKS ROAD PROJECT INGENIEUAE Figure 3.4: Photographs of Ruin(s) at Location 2 =s iiklW" a As described in sub-chapter 1.6.3, due to an improvement of the alignment from chainage km 80+300 to km 81+000 the existing stone masonry arch bridge constructed during the Italian occupation will be abandoned. Since the new alignment will pass about 80m south of the existing bridgeacross the Chira river, the bridge shall be maintained as a historical technical monument. It will be easy toincorporate this location as a resting place in the new road design and it is believedthat also this location will become a place of interest for tourists travelling on theproject road section. -- - - ---- GONDAR -DEBARK KOCKS > (9 ROAD PROJECT INGENIEURE 3.3.6 Public Attitude towards the Project A series of discussions/interviews were conducted with community members and their grass root level organizations met along the project road section so as to get their impression on the proposed road upgrading. The discussion at this level was focused on knowing the general attitudes of the public towards the proposed road project, its possible implication on the livelihood of the communities (See also sub-chapter 1.5.4 and paragraph 'Public Consultation/Town Meetings', page 10). The interviewed beneficiaries have emphasized that the proposed road project can create entry points for new innovation in introducing and adopting technologies to the area. Easier access to medical, education and veterinary services is the majority of expected benefits. Many school returnees voiced that they were unable to complete the senior high schools, because of the bad road and high transport cost. The different stakeholders' (e.g. farmers, community leaders, Woreda officials, traders, hotel managers) view is that the implementation of the Project will enhance and improve the economic well being of the society and the quality of life, and although aware of some inconvenience they welcome the implementation of this Road Project. A list of organizations and individuals met/contacted during the field surveys is presented in APPENDIX 3. The various bodies contacted include: - ERA district maintenance office (Gondar); - Traffic police offices; - Municipality and Woreda authorities of the major towns/Woredas along the Project Road. 3.3.7 Traffic Safety The Ethiopian road accident/casualties statistics as well as recent studies showed that the general road/traffic safety situation in Ethiopia is one of the worst in the world. A general problem is the poor driving skills (e.g. speeding, cutting curves, risky overtaking) associated with lack of discipline (e.g. neglecting traffic regulations) as well as inadequate technical condition of the vehicles (e.g. non functioning brakes, tires without tread). More than 90% of the fatalities of road accidents are pedestrians and (bus) passengers. In many respects the existing Gondar - Debark road section is lacking basic road/traffic safety requirements. Improvement of sub-standard curves and bridge approaches according to the present and future traffic requirements are expected to have a significant positive impact on traffic safety. Further, there are not any provisions for the high proportion of non-motorized traffic, especially pedestrians. Not even in the project road section in Gondar (Martyrs Square), the largest town along the Project Road, walkways are available for pedestrians and in particular for pupils/children, the most vulnerable to traffic accidents. Chaotic situations prevail at and around market places or town/village passages, where apart from the existing carriageway no other facilities exist (e.g. spaces for parking, bus stop) and due to the badly disciplined pedestrians as well as motorists, the road is crowded with people, vehicles and livestock through which heavy vehicles, busses, etc. have to force their way with an extremely high risk of accident. , GONDAR -DEBARK KOCKS 4_ ROAD PROJECT INGENIEURE 4. ENVIRONMENTAL IMPACTS. AVOIDANCE AND MITIGATION MEASURES 4.1 General Considerations of ImDact Assessment and ImDact Analysis 4.1.1 Road Upgrading Requirements The function in the road network of Ethiopia and the traffic volume (AADT) define the classification of the Project Road and road sections respectively. With regards to traffic growth/forecast and according to the ERA Geometric Design Manual - 2002 the following road classifications apply: (i) Gondar - Weleka (Humera Junction) Road Section Under consideration of the requirements of the total traffic volume which this about 3.7 kilometer long section has to carry, the sum of Gondar - Humera and Gondar - Debark traffic, the applicable design standard is DS3, which refers to a trunk road with >1,000 (to 5,000) AADT. (ii) Weleka - Dabat - Debark Road Section For the project road section past the Humera Junction the applicable design standard is DS4, which refers to a link road with >200 (to 1,000) AADT. In order to meet the above requirements the following main measures for the proposed road upgrading need to be implemented entailing potential environmental impacts: * Gondar - Weleka (Humera Junction) Road Section, Length 3.7 km Widening of the existing 8.0 m (about 6.0 m wide carriageway and 2 x 1.0 m shoulders) wide road to 11.00 m or 12.00 m width, which comprises of a 2 x 3.50 m = 7.00 m wide carriageway and, with regards to the high proportion of non-motorised traffic, 2 x 2.00 m and/or 2 x 2.50 m wide kerbed pedestrian walkways (in the Gondar town passage) and/or paved shoulders as well as provision of bus stops/lay-bys. * Weleka - Dabat - Debark Road Section, Length 96.2 km Widening of the existing about 8.0 m wide road to 9.70 m width in general comprising of a 2 x 3.35 m = 6.70 m wide carriageway and shoulders 1.50 m wide each. Considerable improvement of horizontal and vertical alignments including a great number of realignment (new construction) sections. In the vicinity of towns and villages and for the passages provision of paved shoulders of 2 x 2.00 m or 2 x 2.50 m width and bus stops/lay-bys. 4.1.2 Field Surveys for Assessment of potential Impacts As described in sub-chapters 1.5.5 and 1.5.6, during comprehensive field surveys the identification of potential significant impacts associated with the implementation of the Project was done by a check list of the Valued Environmental Components (VEC), which might be anticipated in connection with any type of road construction projects. On-site, off-site, direct and indirect impacts, both beneficial and adverse, were considered. The significance of potential impacts was assessed subjectively, taking into account extent, duration, reversibility, likelihood of occurrence and severity: the latter referring to the degree of change from the baseline state. It should be noted that potential impact significance is based on the assumption that nothing will be done to prevent an impact occurring, or to minimise occurrence. In this respect, the assessment presents a "worst case" scenario. Provided that the specified mitigation/benefit enhancement measures are adopted, residual impact will h- ir- -rF-oe -nF rnnf nkin In,oni GO NDAR -DEBARK KOCKKS S .J ROAD PROJECT INGENIEURE The proposed upgrading of the Gondar - Debark Road will cause a number of negative impacts, but in summary there will be predominately positive impacts in form of an improvement of the general living condition in the project area. The following matrix gives an overview of potential negative and positive impacts on the environment emerging during the different phases of the project implementation. The matrix also includes an overview of the present environmental situation (existing road = baseline environmental conditions or Status Quo) in the project area. Table 4.1: Potential Project related Impacts Potential Project related Impacts Drainage, Flr Road Lad Project Phases Landscape Noise, ec'onoi Hydrology Soils & Safety Require- Aesthetics Dust economic Fauna___ment Situation 1 Existing Road - / 2 Establishment O 0O/ + of the Site Construction O - - / 0 / + Activities Material Extraction and - - 0 Transport 3 Road in + O 0 + 0* O 0 + + Operation Legend: - negative x moderate 0 no effect + positive * Note: See also sub-chapters 4.4.11 and 8.3. 4.1.3 Emphasis on Avoidance of negative Impacts As already mentioned in sub-chapters 1.5.1 and 1.5.4 emphasis was put on measures for avoidance of negative impacts rather than to tolerate negative impacts and to mitigate/compensate them afterwards. For those potential negative impacts which cannot be avoided a concept of suitable mitigation measures was developed. In addition enhancement measures were identified for the positive environmental impacts. 4.1.4 The Site of the permanent Works ("New" Right-of-Way) As described in sub-chapter 2.1.5, according to the ERA Geometric Design Manual (Tables 2-3 through 2-7) 50m width on either side of the road centreline fall into the legal Right-of-Way (ROW) for roads of Design Standards DS1 to DS5. This rigid specification is a major environmental concern and has led to the distortion of vast areas in the past, when contractors we "utilising the provided corridor" without any environmental care. A reduction to another width is deemed rigid as well as not practicable where high embankment fills or deep cuts have to be constructed. Therefore, the following detailed specification for the so-called 'Site of the permanent Works' has been developed: (a) The existing road with its boundaries on the left and the right side defined by either of the following points and lines: - the intersection of the slope of an embankment fill with the natural ground; * the intersection of a cut slope with the natural ground; * the intersection of the slope of a road side ditch or drain with the natural ground; G ON AROJ P DECTA KOCKS ~ ROAD -DEBARK INGENIEURE (b) The new road corridor which may include in whole or in part, or not at all the existing road and shall supersede the existing road, and the boundaries of the new road corridor on the left and the right side are defined by either of the following points and lines: * the intersection of the slope of an embankment fill with the natural ground plus an additional parallel strip of two metres (2m) width; * the intersection of a cut slope exceeding one metre (1m) height with the natural ground plus an additional parallel strip of three metres (3m) width; . the intersection of a cut slope of less than one metre (1m) height or of the slope of a road side ditch or a drain with the natural ground plus an additional parallel strip of one metre width; * the logical continuation of the above lines at locations of structures. Figure 4.1: Typical Cross Section for Upgrading/Widening with Embankment Fill The Site of the Permcinent Works .2 . .Mr Si r OMrn y , t lid.S 4CIM5 4X% 5 1 rd'..2.5 -847 4% +X -149 1l d --- ------ r X dn n*dTlumiS SeteR - rucnag . Sto |. rnegrq | lohoid.. EdMg R-d Figure 4.2: Typical Cross Section for upgraded Road in Cut The SMteof the Permonent Worka / /o |_ SrhI7 % [ O0 /- ~hd*W *01 14 04 Be Sg¢N 1AD zas7I I.ADl ,~ SH0 WF l h iw is. s. UI.It p1.. Thacm rorkiir.ir- i A.,inc rir- -ifini-i--nc- ,k11 kArip n - , IIkA R AD PROJECT KI S position for these definitions is sub-clause '42.1, Possession of Site and Access Thereto' of the Conditions of Particular Application which are amending the General Conditions of Contract (FIDIC). 4.1.5 Embankment Fills of the existing Design Preliminary observations on the existing design showed that the existing design includes a number of sections, particularlyin the hilly andmountainous terrain of the first 28 kilometres, with what could be called "criticalembankment fills". An initial assessment revealed that with the aim of balancing the cut and fill quantities as much as possible, fill slopes were designed which may go to the limits of what is reasonably technically possible to construct. With other words, for widening the existing road by for example 0.5m to lm, a high embankment fill at the down hill side has to be constructed involving heavy benching, earthworks and compaction works, and requires extensive erosion protection as can be seen in Figures 4.3 and 4.4. Figure 4.3: Design Cross Section at Design Chainage km 15+700 2655 2655 2645 2640 2635 2630 2625 -30 -20 -10 0 _0 rm 10 20 105+700 Figure 4.4: Design Cross Section at Design Chainage km 18+400 2740 2735 2730 - ~~~~2725 _ _ _ _ _ _ 2720 2715_ -30 -20 -10 0 10 _ _ _ 20 _ _ 30 km 12-vzLnn GO NDAR -DEBARK KO CKS R/ PROJECT INGENI EURE At these locations/sections the height of the required fill and associated the existing overgrowth impact on is up to 25m. A summary of the locations/sections with severe potential impact is shown in Table 4.2 below. The table calculation of includes also a the affected area(s), assuming a slope of the existing 1.75 terrain of 1.00 (Horizontal:Vertical). Table 4.2: Critical Embankment Fills Location/Section Height Affected Design Chainage (vertical) Area [from krn] [to km] [m] [M2] 8+300 8+400 10 1,750 12+275 12+325 10 875 14+000 14+100 10 to 15 2,188 14+525 14+750 10 3,938 14+825 14+875 10 875 14+975 15+025 5 to 10 --------------- 656 ,--------------- -------------- ---------------- 15+625 : 15+725 15 to 20 3,063 16+700 16+800 10 1,750 17+150 17+350 5 to 10 2,625 18+380 18+425 15 to 20 1,378 18+570 18+650 10 1,400 19+900 20+040 5 to 10 1,838 25+220 25+360 10 to 25 4,288 45+575 45+700 5 to 10 1,641 Total Area 28,263 About 2.8 hectare of land is affected, which could be avoided by an optimised design of the horizontal and vertical alignment. In addition, this will also reduce the difficult and expensive benching and filling works for those locations/sections. In order to avoid or at least to minimise the adverse impact on the environment, a detailed study of those sections with "critical embankment fills" and the subsequent modification/optimisation of the existing design is required in Project Phase 2, the review/update of the detailed design. 4.1.6 Typical Road Cross Section A study of the typical cross sections of the existing design (ref. COWI-T-97/99) suggests that a potential for avoidance/reduction of negative environmental impact is with a modified typical road cross having a reduced overall road width, which should be used for mountainous and very hilly terrain. As shown in Figure 4.5 the 6.70 m width of the carriageway will be maintained and the shoulder on the hillside is provided as a minimum 1.00 m (maximum 1.50 m) wide gutter, which has the combined function of shoulder and longitudinal drainage. With this solution a roadside ditch will not be required and the road/construction width can be reduced by 1.7 to 2.2 meters, reducing the land take as well as earthworks quantities and construction cost respectively. A disadvantage of this solution may be the partly reduced sight distance, but which is deemed acceptable considering the achieved avoidance/reduction of negative environmental with regards to impact and the in general lower vehicle speed along winding road sections mountainous/hilly in terrain. (C GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE Figure 4.5: Typical Road Cross Section for mountainous/very hilly Terrain f- d 1t5 2.2N L 1/325 When applying the above described modified typical road cross with an average 2.00 m reduction of construction width for the length of: * the mountainous section from design chainage km 11+400 to km 14+800; and * a very hilly section from design chainage km 49+800 to km 50+400; this brief estimate results in an area of nearly one hectare of land which could be avoided. The modified typical road cross may be also applicable for other cut sections, which will further contribute to the avoidance/reduction of impact. In order to avoid or at least to minimise the adverse impact on the environment the modified typical road cross should as much as possible be considered in the modification/optimization of the existing design during Project Phase 2, the review/update of the detailed design. 4.1.7 Influence of Geography and Farming System As afore-mentioned in sub-chapter '3.1.2 Topography' the Gondar - Debark road section is located in an altitude in the range of 2,200 and 3,000m a.s.l. In the so-called Highlands (i.e. >1,800m a.s.l.) the highest concentration of population is found, because of better living conditions like favorable climate for rained crop cultivation, relatively absence from vector-borne diseases, particularly malaria, etc. This density of population in combination with high rainfalls and soils, which are vulnerable to erosion leads to a scarcity of farmland. This can make the environmental situation more difficult in particular the compensation for land requirement and the relocation process. Especially the intensive erosion and gully development along several sections of the Project Road requires extensive physical environmental protection works as well as careful monitoring and post-project activities respectively. ) GO N DAR - DEBARK KOCKS , <, ROAD PROJECT INGENIEUAE 4.2 Potential ImRacts on the Physical Environment, Determination of Avoidance and Mitigation Measures 4.2.1 Land Take, Soil and Erosion IdentifiedpotentialImpacts The location of the contractor's and the supervising engineers' site facilities is a key environmental issue with potential impacts on the physical environment. The clearing of the site will cause the loss of topsoil, moving of heavy machinery will cause soil compaction. A very serious impact will be the impairment of natural soils caused by earthworks. During these activities the fertile topsoil will be removed. Heavy machinery will cause soil compaction. Changing the physical conditions of the soil will harm its potential for future agricultural use, any higher natural vegetation or the soil bounded organisms. Additional soil impairment will be caused by construction of access/temporary roads or detours. The sealing of the soil surface by asphalt roads leads to the destruction of natural soil and its various ecological functions. It will also lead to an increased volume of surface water. Runoff waters from the road will lead to further soil erosion. The replacement of existing structures like bridges or culverts may require major excavation works. If no precautions are taken, soil erosion and water pollution could be the consequence. Soil erosion can be a major issue during the rehabilitation works, and will result from earthworks, borrowing/quarrying and deviations. Heavy machinery used in borrow pits and quarries often causes soil compaction. This will harm the soil's potential for future agricultural use as described above. Improper drainage of runoff from the road to the lower catchment can also cause erosion, and lead to subsequent sediment loading in water bodies. Speed of road runoff is one of the major contributing factors to erosion and scouring along a road and on adjacent agricultural fields situated downstream. Avoidance and Mitigationofnegative Impacts The impact due to the land required for the construction of the road can be avoided and/or considerably reduced by careful and appropriate engineering designs. The impairment of soils by access or temporary roads or detours can be considerably reduced or even be avoided when works are carried out as half-way construction. For mitigation of soil impairment the contractor will be obligated to carefully select and upon completion of the respective activity to reinstate access roads and detours. The reinstatement of access roads and detours shall be to a condition similar to the condition prevailing to the commencement of construction of the access road or detour. The reinstatement comprises the removal of existing pavement material, loosening/scarifying of compacted soils, spreading of previously stockpiled top soil, application of appropriate grass seeding, replanting of removed trees, watering and maintenance. Previously taken photographs of the existing condition shall be used by the supervising engineer to confirm that the reinstatement is satisfactory. To stop existing and/or to prevent soil erosion an efficient drainage system with well designed ditches and culverts has to be provided. Slopes in cut or fill sections have to be covered with grass and other appropriate vegetation directly after completion of works. Special protection measures are required for slopes exceeding 3m height as shown on the drawing for an embankment fill in APPENDIX 4. In erosion prone areas appropriate bioengineering protection measures have to be considered for eroded road side areas and/or existing/new slopes of the road as for example jute coverage of seeded areas/slopes or a Sisal plant grid (1.5m x 1.5m grid with minimum 4 nos. plants per metre grid). KOCKS , GONDAR -DEBARK ROAD PROJ ECT I NGENI EURE To avoid compaction of soils existing tracks/roads should be used for the material transport as far as possible and works have to be limited to the imperative area for exploitation. Compacted soils shall be loosened by special ploughs after completion of works. Provision should be made for directing road runoff away from the road by installing side drains and mitre drains. Introduction of check dams or scour checks in the side drains at specified intervals, depending on the gradient of the slope, will also help to reduce the speed of runoff and its impact. All drainage structures must be well designed, properly constructed and regularly maintained so that runoff does not accumulate by the side of the road, water that is drained off the road does not create gullies, siltation of the structures does not occur and preventing accumulated runoff from damaging adjacent farmlands. Particular Avoidance/Minimisation Measures to be considered during the Review ofthe Detailed Design (Project Phase2) During comprehensive environmental field surveys and study of existing design documents a number of locations/sections were identified where potential improvement/modification of the existing design (COWI-T-97/99) is recommendable with regards to minimization of environmental impact (e.g. land take, loss of soil), more appropriate design elements aiming increased traffic safety and as well as construction cost. These locations/sections are discussed in sub-chapter 1.6. Other recommended technical improvements, and avoidance and minimisation measures respectively are outlined sub-chapters 4.1.4, 4.1.5 and 4.1.6. 4.2.2 Exploitation of Materials Sources IdentifiedpotentialImpacts In general material extraction from existing quarries and borrow pits is not expected to create serious additional adverse or new impacts on the natural surroundings, animal or plant life, groundwater or landscape aesthetics. These locations have already been seriously affected in the past. However, the proposed avoidance and mitigation measures take into consideration newly opened materials sources as well as the newly used/extension areas of existing sources. Avoidance and Mitigationofnegative Impacts Newly opened materials sources as well as the newly used areas of existing sources shall be restored after completion of works to their initial state as far as possible. Top soil has to be removed and stockpiled, and upon completion of the works the sites shall be graded, well drained, covered with top soil and replanted with grass seeding and appropriate vegetation. The contractor has to submit a re-cultivation plan for the borrow pits/quarries to the supervising engineer before starting exploitation. 4.2.3 Noise, Air and Water Pollution IdentifiedpotentialImpacts A key environmental issue is the contractor's and the supervising engineers' site facilities with potential impacts on the physical environment. Pollution of soils and ground water may result from wastewaters, sewage and cleaning of equipment. Storage and handling of hazardous substances like bitumen, oil, paraffin oil, detergents, fuels, paint, lubricants, etc. can be a considerable source of pollution of groundwater or soil. Also smoke from fires and burning waste could lead to nuisance of the neighboring areas. The littering could disfigure the appearance of the landscape. The use of sand and qravel from riverbeds will cause water pollution and disturbance f0G ON DAR -D EB A RK KOCKS , ROAD PROJECT INGENIEURE The cleaning of cars and trucks equipment in and near to rivers, lakes, ponds etc. by the contractor or others (as it was observed in a number of locations) causes water pollution by oil, diesel, break fluids and other harmful/poisonous substances. Depending on the determined location of the contractor's site facilities, installation of plant/equipment and unloading of materials could cause noise and dust affecting neighbouring residential areas. Storage, handling and uncontrolled disposal of waste of hazardous substances (bitumen, oil, fuels, paint, lubricants, etc.) including refuelling operations may, if carried out without precautionary measures or under inadequate technical conditions, entail accidental spills and hence cause the pollution of soil and groundwater. Construction work and equipment will cause noise and dust development which creates nuisance for local residents or endangering of traffic and will disturb traditional irrigation systems and nurseries. The exploitation of borrow pits and quarries and the transport of construction material will create noise and dust, which finally leads to nuisance of local residents. Avoidance and Mitigation of negative Impacts In order to avoid any form of nuisance of neighbouring areas the contractor's site establishment should be set up in a distance of about 500 m from towns/villages. On the other hand this 500 m distance will avoid long distance for the local people to get to work as well as an unwanted isolation of the camp from markets and public facilities (e.g. clinic/hospital, school, post office). However, the ERA requires a minimum distance of 3 km. Working at night has to be restricted to minimise noise pollution. The contractor's site establishment shall have a minimum distance of about 5 km from wells or water pumping stations and in any case it shall be totally outside of any watershed where a water point is found. The cleaning/washing of cars, vehicles and equipment in and near to rivers, lakes, ponds, etc. shall not be permitted for the contractor as well as for the supervising engineer and their staff. Cleaning/washing shall be done in the contractor's paved work shop yard where an oil separator is installed. In order to prevent impacts on soils, surface/ground water and landscape, obligatory safety provisions, a detailed waste management plan and a sewage treatment plan need to be prepared for the site establishment by the contractor. On completion of the Project the Contractor has to remove all machines and waste material including scrap metal from the site. The contractor shall be fully responsible for the disposal of all waste material from the site and has to establish a detailed overall waste management plan. Pollution of soil and groundwater by oil and fuel spillages shall be avoided by proper handling and adequate equipment. Dispensing points of fuels and lubricants should have drip pans and for dispensing of petroleum products e.g. fuel funnels shall be used. Leakages of vehicles and construction plant shall be avoided by regular and effective maintenance. Accidental spills (bitumen, oil, fuels, paint, lubricants, etc.) shall be avoided through good practice. Within or close to settlements noise related nuisance shall be minimised by the restriction of working hours at night. Equipment and vehicles that show excessive emissions of exhaust gases and noise rfn -Fr% innffiri--* r r l i_ :a v . (^¢AGO N DAR - DEBARK @,7~ CTIGNER KOCKS > ~ ~ ~~~~K C KS To avoid transport-related disturbances for local residents as well as road should be analyzed users, it how far transport through towns/villages can be avoided. Should this not be feasible, unpaved roads shall be periodically watered. The trucks will also use of covered minimise dust development. In both cases a well designed management traffic plan shall consider traffic safety and make statements on working hours for material transport. 4.2.4 Road in Operation IdentifiedpotentialImpacts The potential impacts on the physical environment during the road in operation be summarized can as follows: (i) Impacts on Water Resources Due to an increased number of vehicles more spillages of petroleum products and chemicals (oil, fuel, lubricants, hydraulic liquids) caused by leakages, accidents and careless handling can lead to water quality degradation. (ii) Impacts on Air Quality Due to an increased traffic flow increased emissions / air pollution will affect the air quality. The main pollutants emanating from vehicle emissions are nitrogen oxides (NOJ), hydrocarbons, carbon monoxides (CO), sulphur particulates, aldehydes dioxides (SO2), and lead. The level of pollution caused by these emissions is dependent on the traffic volume, traffic composition, speed of traffic, technical condition of vehicles and the road surface. Avoidanceand Mitigationofnegative Impacts The proposed road upgrading will include also an improvement system which of the drainage was encountered in a generally poor condition. The road upgrading will also reduce the vehicle operating cost consumption), (e.g. less fuel which will reduce the individual vehicle's air and noise pollution. 4.3 Potential ImDacts on the Bioloaical Environment, Determination Avoidance and of Mitigation Measures 4.3.1 Grazing Land, Irrigation IdentifiedpotentialImpacts Land including grazing land will be permanently required for the Project upgrading of the Road including widening of road, realignments (new construction), improvements of alignment, construction of structures and associated drainage protection works. and Further land will be required for camping/camp sites, access to the same and roads for materials sources (quarries, borrow pits). Avoidance and Mitigation ofnegative Impacts The impact on grazing spots and irrigation systems can be avoided considerably reduced and/or by a careful and appropriate engineering design. avoidance/minimization Particular measures to be considered during the 'Review Detailed Design' of the (Project Phase2) are discussed in sub-chapters 1.6, 4.1.4, 4.1.5 and 4.1.6. The irrigation aspect has been discussed with Woreda officials and they request the Project has that to preserve the irrigation systems by the provision and other measures of crossing pipes for an uninterrupted flow of water. KOCKS > _ GO NDAR -DEBARK , R ROAD PROJECT INGENIEURE required for such land, because it is considered as undeveloped (no inputs of finance or labor). This is also in accordance with the recent Proclamation No.455/2005 'Expropriation of Land Holdings for Public Purposes and Payment of Compensation', which specifies in Article 7 that compensation is to be provided for property on expropriated land and for permanent improvements made to that land. However, as far as possible compensation of permanently lost open grazing land should be provided in form of a reinstated area of an abandoned section of the existing road in realignments and the reinstatement of a temporarily dispossessed area has to be a compulsory measure of the works contract. 4.3.2 Vegetation IdentifiedpotentialImpacts In the area required for the upgrading of the Project Road including widening of road, realignments (new construction), improvements of alignment, construction of structures and associated drainage and protection works the vegetation will be lost. The location of the contractor's and the supervising engineers' site facilities is a key environmental issue with potential impacts on the biological environment. Depending on the determined location the clearing of the site will cause the loss or damage of vegetation. The buying of firewood and charcoal from the local markets by the staff may contribute to the deforestation process by increased cutting of indigenous tree vegetation. Apart from the increased need for fuel by the staff and migrant workforce, the increased traffic as a result of the road rehabilitation will contribute to the deforestation. If appropriate protection measures are not taken into consideration during construction activities, extensive damage or destruction of vegetation is rather likely to occur. Cutting of the indigenous higher trees (e.g. chainage 72+500 to 72+600) then may occur. The developing of new borrow pits/quarries or extension of existing materials sources results in the damage of vegetation by clearing of the area and the removal of the covering top soil and soil. Avoidance and Mitigationofnegative Impacts The position of installations of the site facilities (e.g. building, access roads, drainage, and other structures) within the determined location/area of the site establishment shall carefully be selected and prepared to avoid the removal of trees and shrubs growing in the immediate vicinity of or within a selected site. Vegetation should be physically protected against damage by suitable measures (e.g. fences). All removed vegetation has to be compensated by appropriate replanting at suitable locations. The contractor and his employees or sub-contractors shall not buy any charcoal or wood from the local market, the contractor has to provide his staff with fuel requirements (gas, paraffin oil, etc.) and the same shall also apply for the ERA/supervising engineer. The loss of vegetation by access or temporary roads or detours can be considerably reduced or even be avoided when the works are carried out as half-way construction. Another avoidance measure is the widening of the road to one side only. Even the slight shifting of the alignment can avoid the loss of valuable roadside vegetation. All roadside trees and other veaetation. which are not sDecificaliv reauired to be cleared '? - GONDAR ROAD PROJECT -DEBARKKOC S I NGENI EUA E construction equipment, excavating, chemical damage or other operation appropriate means. The damage by contractor shall adequately protect barriers, by such trees by protective keeping minimum distances (e.g. >2.50 m) from approved by trees or other methods the supervising engineer. Trees shall not be used for anchorage. such use is Where approved, the trunk shall be wrapped with a sufficiently material (tires, thick protective etc.) before any rope, cable or wire is placed. The contractor shall be responsible for injuries of trees caused operations by his construction and equipment. The term "injury" shall include bruising, tearing without limitation, and breaking of roots, trunk or branches. repaired or All injured trees treated without shall be delay, at the contractor's expense. If any damage the supervising occurs, engineer will determine the method of repair or treatment for injured to be used trees or roots as recommended and supervised horticulturist by an experienced or a licensed tree surgeon, all at the expense of the contractor. Trees/bushes which have been removed shall be replaced early in the season. In any next planting case the removal of trees will be permitted only after prior by the supervising approval engineer and shall be done in the presence engineer and, of the supervising if available, the local Forestry Department, engineer shall and the supervising take or keep record of the number, type affected or and size of removed for trees to be the purpose of replanting/replacement. shall be replaced Each removed tree by a ratio of 'two seedlings of at least 0.5 of removed m height' per tree', with the '0.1 m girth girth measured at the tree or stump at the its height above first meter of ground level. The replacements shall be of the other approved same species, or indigenous species, and of the maximum plant and sustain size that is practicable to growth in the particular environment. The selection tree species of appropriate and locations of planting shall only be done the local Forestry in close consultation with Department. Replanted vegetation shall be stayed, maintained watered and for a period of two years. Any replacement removed and tree that dies shall be replaced, as instructed by the supervising replacements engineer, with such being maintained for a period of another two replacement. years from the date of Wherever possible, processing and reuse of existing materials (pavement material from material or demolished structures) should be considered. or minimise This would help to avoid the need for new construction material, which causes adverse resulting from impacts material extraction and transport. To avoid the damage of vegetation existing tracks/roads material transport should be used for the as far as possible and works have to be limited area for exploitation. to the imperative Where this is unavoidable the contractor has to compensate loss of vegetation the by appropriate replanting. 4.3.3 Protected Areas and Sensitive Habitats IdentifiedpotentialImpacts In the sphere of influence of the Gondar - Debark Road Project no protected sensitive areas areas or exist. The Lema Limo park and Simien Mountains located outside National Park are the project road corridor, about 10km east of Project Road Debark town respectively. and the One of the potential (effects) impacts be the increasing of the new road may number of tourists coming to the National Parks of better traveling/road (Debark) because condition. Avoidance and Mitigationofnegative Impacts There will be no environmental measures necessary. The increased tourists will be handled number of by the Park's administration More tourists under its eco-tourism and the economic Program. benefits arrivina thprp frnm Artz anot-farl v 4- GONDAR -DEBARK KOCKS 3 _J ROAD PROJECT I NGEN I EU RE 4.3.4 Road in Operation IdentifiedpotentialImpacts The potential impacts on the biological environment during the road in operation is mainly on wildlife. An increased number of vehicles operating on the road may result in wildlife loss due to increased accidental killings and disturbance of wildlife due to noise. Dead animals found on the road are already presently a clear sign of their urge to cross the barrier. Birds could be disturbed by the increased noise (e.g. limited breeding success in the vicinity of roads). Avoidance and Mitigation ofnegative Impacts Provision of traffic signs and reflective matters/features is recommended. 4.4 Potential Impacts on the Socio - economic / socio - cultural Environment, Determination of Avoidance. Mitigation and Benefit Enhancement Measures 4.4.1 Houses and public Services / Utilities IdentifiedpotentialImpacts The existing design for the proposed Gondar - Debark Road Project has given due attention for not disturbing the urban sections with new realignment sites so as not to cause relocation of houses and the existing socio-economic facilities. However, the field surveys revealed that in some locations crossed by the road project houses and utilities seem to be within and/or quite close to the existing ROW and vulnerable for damage during the construction phase. The identified potential impacts on houses and the socio-economic environment can be summarised as follows: - Houses in some village/small towns are within or near the ROW (e.g. Weleka); - The existing master plans of the towns allotted in most cases at least a 20 m wide ROW for the main road that crosses the towns (some of the master plans were not updated and origin from 1987 or before); - Existing infrastructure/utilities, such as electricity lines, ducts, poles, water mains, water pumps (e.g. existing road chainage km 9.2 at LHS), fittings, drains, underground and overhead telephone, etc. may be affected by the Project. Avoidance and Mitigation ofnegative Impacts The impact due to the relocation of houses/households can be avoided and/or considerably reduced by careful and appropriate engineering designs. As described elsewhere in this Report, the existing design (ref. COWI-T-97/99) has given due attention for not disturbing the urban sections with new realignment sites so as not to cause relocation of houses and the existing facilities. However, the engineering and environmental field surveys identified six locations/sections, where an improvement/modification of the existing design is required in order to avoid 37 houses to be removed and relocated. These locations/sections are described and discussed in sub-chapter 1.6. Permanent houses/buildings/structures, services/utilities shall be avoided when land is required for temporary use (e.g. detours, access/haul roads), thus minimising the remaining/unavoidable impact. Based on the relevant laws and regulations of the major provisions in the Ethiopian Constitution and the Environmental Policy (see chapter 2) the relo- cation/dispossession issues will have to be addressed in detail and appropriate compensation has to be provided for lost assets, for lost income basis, logistical KOCKS GONDAR -DEBARK it ROAD PROJECT INGENIEURE According to current practice of the ERA the assessment of compensation of affected assets and lost income basis does not distinguish between houses/buildings/structures outside or inside the existing Right-of-Way (ROW), which means only the fact that existing constructions have to be removed is determinant for compensation to be given. Protection or relocation of existing services (utilities) shall be done in a careful manner in order to avoid damages and unnecessary disruption. Particular Avoidance/Minimization Measures to be considered during the Review of the Detailed Design (Project Phase 2) For the above described identified six locations/sections, where 37 houses (30 households) can be avoided, the detailed designs and tender/bidding documents respectively have to be prepared accordingly. In addition the proposed improvement/modification of the existing design will also increase traffic safety and reduce construction cost. 4.4.2 Change in Land Use IdentifiedpotentialImpacts The major potential impact on the socio-economic environment and on the livelihood of the communities respectively is due to the land needed for widening/realigning the existing road and for other purposes like temporary roads (e.g. detours, access and haul roads), quarrying, borrow pit and camping/camp sites. The permanent and temporary land requirement will affect cultivated (Teff, maize, sorghum, millet, wheat, noug/flax cropland) and grazing land as well as trees. With regards to the dense population and the scarcity of cultivable land, the land requirement is an important and crucial issue of the present Project, one major potential impact on the socio-economic environment and on the livelihood of the communities. In general two kinds of land requirements can be distinguished: (i) Permanent Dispossession of Land Land will be permanently required for the upgrading of the Project Road including widening of road, realignments (new construction), improvements of alignment, construction of structures and associated drainage and protection works. Further land will be required for camping/camp sites, access roads to the same and for materials sources (quarries, borrow pits), where the latter in some cases cannot be reinstated to their original condition. The permanent dispossession of land will affect: - Agricultural (crop and grazing) land; - Permanent crops and trees; - Houses/buildings and other structures (e.g. irrigation schemes, fences). (ii) Temporary Dispossession of Land The implementation of the Project will require the temporary use of land for temporary roads (e.g. detours, access/haul roads), sub-camps, stockpiling and materials sources (quarries, borrow pits). The possibly affected items are the same as listed under (i) above. The location of the contractor's and the supervising engineers' site facilities is a key environmental issue with potential impacts on socio-economic environment. The land required for the camp site(s) is in conflict with the existing land use and the economic activities at locations in or close to towns/villages. Therefore, in previous/other projects there was a tendency to install them in a certain distance or at the outskirts of towns. KOCKS GO N DAR - DE BARK ) ROAD PROJ ECT IN E NIE RE KU Avoidanceand Mitigationofnegative Impacts The impact due to the permanent dispossession of land can be avoided and/or considerably reduced by careful and appropriate engineering designs. Permanent crops, trees, etc. shall be avoided when land is required for temporary use, thus minimizing the remaining/unavoidable impact. The temporary land use including the loss of vegetation by access or temporary roads or detours can be considerably reduced or even be avoided when works are carried out as half-way construction, where the flow of traffic is regulated under one-way traffic operations. Therefore, the contractor has to prepare a detailed traffic management plan which clearly shows the various road sections to be treated and the corresponding arrangements for the flow of traffic. Based on the relevant laws and regulations of the major provisions in the Ethiopian Constitution and the Environmental Policy (see chapter 2) the dispossession issues will have to be addressed in detail and appropriate compensation has to be provided for lost assets, for lost income basis and other requirements. The preferred compensation for the permanent dispossession of land is the replacement of land. However, cultivable land is very scarce in the project area (densely populated highlands). A valuable source of land for compensation and replacement is the area of existing road sections that will be abandoned due to improvements or realignments of the road. These areas will become available upon completion of the construction and the reinstatement/recultivation of abandoned road sections in improvements/realignments shall be incorporated in the construction/works contract. According to current practice of the ERA the assessment of compensation of affected assets and lost income basis does not distinguish between land outside or inside the existing Right-of-Way (ROW), which means only the fact that the land has to be taken away from its agricultural use is determinant for compensation to be given. To make land available for the site establishment needs close liaison of the ERA (e.g. represented by the EMSB & supervising engineer) and the contractor with local authorities, Woreda council and other representatives of the community. All land that has been temporarily used shall be restored to its original condition upon completion of works and the contractor shall be held responsible for the restoration of work areas, work depots and material storage sites. Restoration includes stockpiling of topsoil after clearing, re-spreading of topsoil and replanting after completion of works. 4.4.3 Gender Issues IdentifiedpotentialImpacts The proposed upgrading of the Project Road is expected not to have significant negative impacts on women since the road already exists for nearly 70 years. All local people will benefit but efforts should be made to ensure women's participation in the process. On the other hand, potentially negative effects and more risks for women are anticipated from sexually transmitted infections (STIs) and unwanted pregnancies. The risk and vulnerability to local prices during the construction also affects women more than any other part of the family at household level. Avoidance and MitigationofnegativeImpacts ADart from short-term benefits of emDlovment oDDortunities durinq the time of , GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE activities) the main benefits for women from the road upgrading will be better access to transport, education and medical services for themselves and their families, and the increased transit safety, decreased prices of goods due to decreasing transport costs. A better road will facilitate the development of private motorised transport and marketing, where the women can use the improved services. Many shops and restaurants/bars along the Project Road are run by women. With the provision of convenient and safe stopping places for cars, trucks and buses an improvement of these income-generating activities will be possible. Concerning exposure to sexually transmitted infections including HIV/AIDS and unwanted pregnancies, avoidance lessons can be given through awareness raising education as major preventive measure to construction workers and local communities where the construction crew is working and residing. This has to be done with joint efforts by the contractor, the area health centre and the local communities along the Project Road with targeting to women problems. In each village a few days of information campaign at different intervals should be launched and information material should be provided to the local population. The campaign can be organised and conducted by local health authorities supported by the construction company. To have a longer-term effect, schools should be included in this information campaign. Local price increase during construction due to grain price changes should be monitored by the Department of Agriculture and price changes of animal products in principal markets along the road using early warning system to ensure information on changes to be forwarded to the relevant offices. 4.4.4 Economic Situation - IdentifiedpotentialImpacts The project area is densely populated and cultivable land is very scarce (e.g. 1.25 ha/HH in the Amba Georgis area, 0.5 ha/HH in the Dabat area and 1.5 ha/HH in the Debark area) and any land requirement due to realignments or construction materials sources over the farm plots will aggravate the land situation in the area and affect fuel and food security of the area. A positive effect of the implementation of the Project will be the creation of temporary income opportunities for the residents in the area during the time of construction (e.g. shops, restaurants, housing, employment in the construction activities). Another positive effect will be the creation of new employment opportunities in the increasing tourism sector. It is very likely, that increasing tourism will create needs for more accommodation and associated services. Avoidance and Mitigationof negative Impacts The impact due to the permanent dispossession of agricultural land and the livelihood of the people in the project area can be avoided and/or considerably reduced by a careful and appropriate engineering design. Particular avoidance/minimisation measures to be considered during the 'Review of the Detailed Design' (Project Phase 2) are described and discussed in sub-chapters 1.6, 4.1.4, 4.1.5 and 4.1.6. Based on the relevant laws and regulations of the major provisions in the Ethiopian Constitution and the Environmental Policy (see chapter 2) the relo- cation/disnossessinn isqtses will have to he addreqsed in detail in a fill-qCalP 1: GO N DAR - D E BARK KOCKS (0 ROAD PROJECT INGENIEURE for the present Project determining appropriate compensation to be provided for lost assets, for lost income basis and other requirements. 4.4.5 Environmental Health and occupational Diseases IdentifiedpotentialImpacts The influx of people by the contractor's work force may create an impact on the community health as well as on the construction workers themselves through communicable diseases and sexually transmitted infections. Stagnant waters caused by uncompleted construction activities in/near housing areas could bother people and create hygienic problems. The exploitation of borrow pits and quarries with heavy machinery could create health risks for the worker's. Quarry sites and borrow pits become breeding sites of water borne vectors since past experience in Ethiopia shows that hardly any attempt was made to reinstate the quarry/borrow pit land to its original condition. Avoidance and Mitigationofnegative Impacts Concerning general health problems in the project area and sexually transmitted infections including HIV/AIDS, the contractor's Safety/Health Officer shall liaise with the local health authorities and provide the necessary information on precautionary measures to the work force through educational lesson(s). According to the nature of work and with regards to the climatic conditions in the project area the workers need to be provided with appropriate protective clothing. First aid facilities have tobe on site as well as a firstaid station in the camp. Newly opened materials sources as well as the newly used areas of existing sources shall be restored after completion of works to their initial state. Sites shall be graded, well drained and replanted with grass seeding and appropriate vegetation. The contractor has to submit a re-cultivation plan for the borrow pits/quarries to the supervising engineer before starting exploitation. 4.4.6 Aesthetic Values, cultural and natural Heritage IdentifiedpotentialImpacts Locations of aesthetic value and interest (scenic panoramic views) have been identified at existing road chainage km 27.6, km 33.0 and a number of other locations. As described in sub-chapter 3.3.5 ruins/buildings originating from the time of the Italian occupation were found close to the existing road at chainage km 13.1 and km 25.4 (design chainage km 12+500 and km 24+150). As indicated on Figure 4.1 below, due to the improvement of the narrow curve of the existing road the proposed new alignment of the Gondar-Debark road will cross the first location (chainage km 13.1/km 12+500) with an about 7m deep cut, which will require the removal of the ruins. The investigation of the site showed that only a few remains (e.g. concrete foundations, some stone masonry) of the previous buildings still exist (see also photographs in Figure 3.3, sub-chapter 3.3.5). This has led to the preliminary conclusion that preservation of these ruins is deemed of minor importance. f,) GO KOCKS J ROAD PROJECT INGENI EUR E Figure 4.1: Location 1 at existing road chainage km 13.1 (design chainage km 12+500) Existing Design, New Road Alignment Existing Road As indicated on Figure 4.2 below, the proposed new alignment of the Gondar-Debark road includes at this second location (chainage km 25.4/km 24+150) an improvement of curve, which could affect the building/ruins, which are in a reasonable condition (see also photographs in Figure 3.4, sub-chapter 3.3.5). Figure 4.2: Location 2 at existingroad chainage km 25.4 (design chainage km 24+150) Existing Design, New Road Alignment lU, cn GO NDAR - DEBARK KOCKS j \. ROAD PROJECT INGENIEURE The preliminary conclusion is that preservation of the location/structures at existing road chainage km 25.4 (design chainage km 24+150) is mandatory. As described in sub-chapter 3.3.5 the existing stone masonry arch bridge constructed during the Italian occupation at existing road chainage km 83.4 will be abandoned and shall be maintained as a historical technical monument. Avoidance and Mitigationofnegative Impacts Since the two above described locations with Italian ruins/buildings were, however, not at all mentioned in the existing environmental study (ref. Systra-MayO3), the present Report can provide the following preliminary conclusion only. (i) Location 1 at existing Road Chainage km 13.1 (Design Chainage km 12+500) Preservation of these ruins may not be required. However, the bidding/contract documents for the implementation shall include particular clauses and articles for instruction of the contractor that earthworks at this location and the removal of the ruins respectively are to be carried out under strict supervision of the responsible authority only (e.g. Centre for Research and Conservation of Cultural Heritage). (ii) Location 2 at existing Road Chainage km 25.4 (Design Chainage km 24+150) The design of the new road alignment has to be examined in detail and, if necessary, modified accordingly (during Project Phase 2, review of the engineering designs). Further, it will be possible to include in the works contract a few items for some repairs (e.g. eroded foundation) which the contractor shall carried out under strict supervision of the responsible authority only (e.g. Centre for Research and Conservation of Cultural Heritage). The issue and all collected information have been forwarded to the Centre for Research and Conservation of Cultural Heritage in Addis Ababa for review and comment. The Chira river bridge at existing road chainage km 83.4 shall be maintained as a historical technical monument. An appropriate connection/access to this location shall be prepared during the 'Review of the Detailed Design' (Project Phase 2) so that this location can also function as a resting place and respectively a place of interest visited by tourists travelling on the project road section. Finally it is recommended to include in the works contract a few items for some preservation measures/repairs. 4.4.7 Local Community Issues IdentifiedpotentialImpacts The land required for the camp site(s) is in conflict with the existing land use and the economic activities at locations in or close to towns/villages. Camp site nomination criteria include access to safe water, health facilities, markets as well as closeness to the working site. The influx of people by the contractor's work force may create social disruption, controversies with the local community or local labour. Avoidance and Mitigationofnegative Impacts To determine the location for the site establishment needs close liaison of the ERA (EMSB & supervising engineer) and the contractor with local authorities, Woreda council and other representatives of the community. KOCKS ':' GONDAR -DEBARK ROAD PROJECT INGENIEURE For a sound social interaction a labour and community interaction committee should be established to function as the linking body between the community & local labour and the contractor & the ERA/supervising engineer to communicate requirements / norms, moral ethics and, if necessary, to settle controversies. 4.4.8 Resettlement Action Plan (RAP) The upgrading of the Gondar - Debark road might entail the relocation of some houses in the road side villages. The number of houses expected to be dislocated in the rural section is much lesser than 40 households in a single location. This is leading to the conclusion that the relocation and dispossession issue does not call for a full-scale and detailed Resettlement Action Plan (RAP) according to ERA's Resettlement / Rehabilitation Policy Framework - 2002: 'Quote' where only a few people (e.g., less than 100-200 individuals) are to be relocated, appropriate compensation for assets, logistical support for moving, and relocation grant may be the only requirements (which means not the preparation of full scale resettlement action plan). However, the principles on which compensation is to be based are the same as for larger groups 'unquote'. In line with this and according to the TOR an "abbreviated" RAP and a detailed Land Compensation Planning will be prepared for the present Project. 4.4.9 Traffic Safety during Construction and Safety of Works IdentifiedpotentialImpacts Since construction works will take place during the road is in operation, road hazards may arise from partial closure of lanes and the movement of heavy construction equipment. This may affect both road workers as well as road users (drivers, pedestrians, road side merchants, etc.) who can be put at risk by inadequate traffic management and work zone controls during construction. The exploitation of borrow pits and quarries with heavy machinery and the use of explosives could create safety risks for nearby settlements/houses and the worker's. Transport of construction material could lead to disturbances and danger for road users and villagers caused by heavy loaded trucks. Avoidance and Mitigationofnegative Impacts With regards to traffic, the safety of workers and local residents, potential risks and disturbances can be avoided if the contractor provides a well designed work and traffic management plan. Appropriate information on the Project shall be provided to potentially affected local residents. This information shall be given prior to the beginning of any works in order to allay fears or complaints and should comprise the beginning and planned duration of works as well as points of contact and official responsibilities. With respect to worker's safety or health the contractor shall implement corresponding safety requirements and monitor their compliance. Where blasting is proposed adjacent to a building or other structure the contractor shall satisfy the supervising engineer, by preliminary site trials, that safe values of vibrational amplitude and particle velocity will not be exceeded. The vibrational amplitude shall not exceed 0.1 mm and the particle velocity shall not exceed: - 50 mm/s where blasting is confined to single events; - 25 mm/s where blasting is frequently repeated. GONDAR -DEBARK KOCKS (1 ROAD PROJECT INGENIEURE 4.4.10 Benefit Enhancement Measures All towns along the road section like Gondar, Amba Georgis, Dabat and Debark, which are administered under municipality, have master plans to guide their development. With reference to these master plans and also for those small towns/villages without such master plan appropriate benefit enhancement measures have been identified and proposed for incorporation in the engineering design including: - Widening and paving of shoulders (e.g. width of 2.0 to 2.5 m) in towns/villages and their vicinity for non-motorised traffic. - Provision of kerbed pedestrian walkways, where required. - Provision of speed calming measures at the entrance of towns/villages and, where required, in addition at long straight sections of town/village passages. - - Lay-byes and parking bays/lanes. - An appropriate drainage system. - Paving of access roads to health centres, clinics and market places. - Etc. With regards to the overall benefits of the proposed road upgrading, the communities in the project area are generally willing to provide land for camp sites and to support the Project. In compensating the land required for site facilities and to enhance benefits, the camp complex should be handed over to the local community once the construction work is completed to be used for services like school, health centre/clinic, co-operatives, vocational training centre, etc. Therefore, from the very beginning the camp/site facilities should be designed in such a way that they can be easily converted for those other services once the Project is completed. 4.4.11 Road in Operation IdentifiedpotentialImpacts The potential impacts on the socio-economic / socio-cultural environment during the road in operation can be summarised as follows: - (i) Positive Effects After the upgrading of the project road section more comfortable riding in shorter time will allow the residents in the area to get better access to medical -facilities, trading centres or just to maintain social contacts. The proposed road upgrading will also reduce the vehicle operating cost (e.g. less fuel consumption, less repair cost), which may result in lower, but at least will contribute to a stabilisation, of transport cost. The road upgrading will include also an improvement of the drainage systems in the towns and villages. The road upgrading will at least reduce the dust nuisance to a minimum, which will improve the living and health conditions for those people living near the road. (ii) Negative Effects The improved/smoothened alignment together with the new pavement will provide a smooth road which may lead to the tendency of drivers using a too high speed. Unfortunately it is very likely that higher driving speeds entail an increasing number of accidents due the already mentioned general problem in Ethiopia: Poor driving skills associated with lack of discipline as well as inadequate technical condition of the vehicles. Further, particular areas of concern are market places and the schools aside the Project Road where pedestrians and in particular pupils/children are highly in r- danger. KOUCKS f4I ) G ON D AR -D EB A RK ROAD PROJECT R INGENIEURE Avoidance and Mitigation ofnegative Impacts In order to avoid and control potential problems in the operation of the road maximum attention has to be paid to an adequate road and traffic safety. Road and traffic safety is based on the three 'E' which can be described as: Engineering (e.g. standards for road/highway design and traffic engineering, control of quality in implementation, supervision of works for and maintenance of a good/safe road condition) Education (e.g. education of pedestrians and motorists, training, public promotion) Enforcement (e.g. laws and regulations, police, justice) and is a complex process where dynamic, visual, geometrical, drainage and psychological requirements need to be optimised. ENGINEERING The requirements on the engineering designs and the 'Review of the Detailed Design' respectively (Project Phase 2) for the proposed upgrading of the Project Road were studied. Detailed recommendations will be prepared in the Consultant's 'Engineering Design Review Report' (Project Phase 2). The main items of traffic safety in the engineering road/highway design are: (i) For the moving vehicular Traffic The road cross section (width of carriageway + shoulders), the horizontal & vertical alignment and the junctions. Under consideration of these defined design elements, the review of realignment & alignment improvement will be carried out. Further, for appropriate guidance during the day and especially at night or during adverse weather conditions (e.g. rain, fog) road markings with surface reflectorisation and road studs will be proposed. (ii) For the stopping vehicular and the non-motorised Traffic A sufficient number of safe lay-bys (bus stops) and parking bays/lanes of adequate size with easy access and egress need to be provided. Widening and paving of shoulders (e.g. width of 2.0 to 2.5 m) in towns/villages and their vicinity need to be provided and, where required/appropriate, kerbed pedestrian walkways to considerably increase safety by a clear separation and canalization of non-motorized and motorized traffic. With reference to town master plans, if any, and according to site investigations appropriate supplementary measures have to be determined at market places. (iii) For Town and Village Passages Provision of traffic signs indicating school areas, villages and speed limits. As observed during the surveys and along many other roads in the Country, a major concern is the high speed of vehicles entering or passing through the towns and villages. Consequently, the Consultant has recently3 developed an appropriate Speed Calming System (SCS) to increase the road/traffic safety. As shown in Figure 4.3 below, the design of the SCS comprises a sequence of narrow curves based on a truck + trailer passing the SCS with a speed of 50 km/h. The SCS is applicable at entries to towns and villages, and along extended straight sections of such town or village passages. Gedo-Nekemt-Bedele Road Upgrading Project, Detailed Engineering Design & Tender l^int \/-nhin- 'I (%) GONDAR -DEBARK KOCKS \.. ROAD PROJECT INGENIEURE described in sub-chapter 3.3.7, it has been experienced that after the improvement/upgrading of a road the number of accidents often surprisingly increases even though the roads were provided with all possible technical safety features (signalization, road marking, illumination, etc.). Drivers may unintentionally tend to overspeed since a new/improved road is usually much smoother and more comfortable than the existing road which leads to a subjective underestimation of the actual speed. Therefore, it is recommended to introduce a general speed limit (e.g. max. 50 km/h) for the first two to three weeks after opening of an improved/upgraded road section so that drivers can become acquainted with the new road situation/condition. ENFORCEMENT Under consideration of a successful implementation of the above described engineering and educational traffic safety Program, it is expected that most of the road users will be aware of the new/changed situation and requirements of the improved/upgraded road and road sections respectively. However, the Country's problem in lack of discipline of road users (drivers as well as pedestrians) and their common negligence of traffic regulations results in risky behaviour and is a threat to the other road user's life and limb. This has undoubtedly to be controlled by appropriate enforcement tools based on the legislation. The proportion of undisciplined drivers seems to be rather high in Ethiopia, most probably a result of insufficient enforcement due to inadequate legislation and/or financial provisions. In order to accommodate the requirements of an improved road system in general with increasing traffic volumes, a review for "modernisation" of the traffic regulations and corresponding legislation may be required. Subsequently appropriate equipment and training has to be provided to the police forces who will be in charge of control and enforcement of the traffic regulations. NB: The various recommendations made above under the heading of three Es have been designed to maximize the performance of the improved/upgraded Project Road and to minimise any negative impacts. However, the education and enforcement aspects of safety must be pursued actively to complement the engineering aspects. The provision of improved road infrastructure without complementary measures to raise standards of driver behaviour and discipline can give rise to high social and economic costs. It is precisely the reduction of such costs, which is one of the aims of the road improvement/upgrading in the first place. 4 , GONDAR -DEBARK KOCKS ROAD PROJECT INGENIEURE 4.5 Summary of identified Potential Environmental Impacts In Table 4.3 below the identified potential environmental impacts as described in the preceding chapters have been summarized. Table 4.3: Summary of identified Potential Environmental Impacts IDENTIFIED POTENTIAL ENVIRONMENTAL IMPACTS DEGREE OF OF THE GONDAR - DEBARK ROAD PROJECT INFLUENCE Physical Environment Land take XXX Soil & gully erosion xxx Construction of wide ditches and drainage structures XXX Likely spot sliding XX Detours (dust, soil compaction) XXX Exploitation of materials sources (access roads, noise, pollution) X Disused materials sources (stagnant water, reinstatement) XX Drainage in towns and villages X Air and water pollution, watershed X Biological Environment Shift in land use XX Affection of crop & grazing lands XXX Irrigation diversion X Cutting of indigenous trees X Cutting of Eucalyptus trees along realignments XX Disturbance of biodiversity (wildlife) XX Likely relocation of houses XX Houses within or close to ROW XX Permanent and temporary land requirement (change in land use) XXXX Gender Issues XX Cultural value sites X Natural heritage sites X Watering points & quality X Public services and markets XX Influx of people X Occupational diseases XX Road/traffic safety, education/awareness XXX Legend: o = no significance X = less significant, but requires observation XX = significant XXX = requires particular attention & mitigation XXXX = very significant requires mitigation XXXXX = extremely difficult & risky, requires other solution/alternative. (8) KOCKS GONDAR -DEBARK , ROAD PROJECT IN G E N I E UR E 4.6 Estimating Mitigation Cost The briefly estimated cost for environmental avoidance/mitigation and benefit enhancement measures is about ETB 16 Million. Further costs arise from: - required capacity building (see also chapter 7 of this Report) including for example short term and long term training in Ethiopia and abroad as well as additional facilities/equipment (e.g. data and document management system); and - the monitoring and control of the implementation/works of the specified avoidance/mitigation and benefit enhancement measures; which result in an estimated cost of ETB 500,000 and ETB 250,000 respectively. Therefore, the total estimated costs for the implementation of the environmental avoidance/mitigation and benefit enhancement measures, and associated training and monitoring are ETB 16.75 Million. Further breakdown of the cost corresponding to each mitigation measure is shown in the EMSP matrix. GONDAR -DEBARK KOCKCKS ROAD PROJECT INGENIEURE - / 5. ENVIRONMENTAL AVOIDANCE / MITIGATION PLANNING AND MONITORING 5.1 Introductory Notes In the preceding chapter the potential impacts on the environment caused by the proposed upgrading of the Gondar - Debark road have been identified and corresponding avoidance and mitigation measures are described. The main environmental issues for which detailed avoidance/mitigation measures have to be prepared/specified during the engineering design & tender document preparation and which have to be closely monitored are: * the Land Requirement; * the Establishment, Set-up and Operation of the Work Camp; * the Construction Activities; . the Material Extraction and Transport; and . the Road in Operation. 5.2 Land Reauirement With regards to the dense population and the scarcity of cultivable land, the land requirement is an important and crucial issue of the present Project. As a guideline for the mitigation planning during the engineering design & tender document preparation, the land compensation planning and the subsequent monitoring, the major environmental issues and potential impacts respectively have been summarized in Table 5.1 below together with the corresponding avoidance and mitigation measures. Table 5.1: Land Requirement Potential Impacts Avoidance Measures Mitigation Measures Permanent disposses- * Careful engineering design . Land replacement, e.g. from sion of land for the approach, utilising the reinstated / recultivated upgrading of the Project existing road area as much abandoned road sections or Road. as possible. temporary detours. . Compensation for lost houses including logistical support for moving, relocation grant and others. a Compensation for lost assets, lost income basis and others. Temoorary * No detours or access roads . Compensation for lost assets, dispossession of land for where permanent crops, for lost income for the the upgrading of the trees, houses or buildings respective period of land taking Project Road. or structures, services and others. utilities would be affected. . Reinstatement of detours, . Careful traffic manage- access roads, materials sources ment planning to minimise and others to their original the need of detours. condition. .................... ...................................... .......................................................................................... ....................... . ............................... ... . ..... . ........ ...... .... .... ... ...... Existing services * Checking/determination of . In close consultation with the (utilities) the exact position of any respective owners (e.g. public services. utility authorities) relocation/ protection measure to be incorporated in and co-ordinated with the other road works activities. Failure/Non-compliance * Contractor's environmental and safety/health officers. of the contractor * Security (bank guarantee) for protection of the environment, see sub-chapter 6.2.3. KOCKS > GONDAR -DEBARK ROAD PROJECT INGENIEURE 5.3 Establishment. Set-uP and Operation of the Work CamD The location and operation of the contractor's and the supervising engineers' site facilities is a key environmental issue with potential impacts on the physical, biological and socio-economic environment. As a guideline for the mitigation planning during the engineering design & tender document preparation and the subsequent monitoring, the major environmental issues and potential impacts respectively have been summarised in Table 5.2 below together with the corresponding avoidance measures. Mitigation measures are not included, since all potential impacts should be avoided. Table 5.2: Establishment, Set-up and Operation of the Work Camp Potential Impacts Avoidance Measures Location of site facilities. . Close liaison of ERA (EMSB & supervising engineer) and contractor with local authorities, Woreda council, community ......... ........ . ....... . ..... ...... . ........ais ................. . ........................... ersn ......................... . Social disruption, con-..............Establishment .......... ....representatives................ . of. a labour . ..... . ....... and community interaction troversies with com- committee. .............................. .................... ................................. ................. ...... . .......................................................................................................... Communicable diseases . Information on health problems in the project area and and sexually transmitted sexually transmitted infections (e.g. HIV/AIDS) and pre- infections . cautionary measures through educational lesson(s). Pollution of residential . Reasonable siting of the site facilities in a distance from wells areas by noise and dust. and villages to avoid nuisance of neighbouring areas. .Lk..i.......................................... ............................................................................................................................ . Pollution of soils, . Contractor has to provide a detailed waste management and ground water and rivers. sewage treatment plan. . Raising of awareness of contractors staff by on site training and briefing. . Proper storage and handling of hazardous materials (bitumen, detergents, lubricants, oil, fuel, paint etc.). . Stockpiling of topsoil after clearing before installation of site facilities. . No washing of machinery/cars in riverbeds or the vicinity .................-........ ....... Spreading of topsoil 1. ......I ............... 1.... after completion............................osi... of works. ............................... .... .....I...... ............................. ..Spradig.o e.....ei wrs ................................. o Disfigurement of the . Removal of machines, waste material after completion of appearance of the works. landscape. . Restoration of work areas, work depots and material storage ............. . s........i..................................... . ................................... .......soori ............ .ginal condition. ............ Loss (damage) of . Avoidance of areas with dense vegetation. to the vegetation by site . Protection of valuable/major trees within or adjacent installation and for fire work site / site facilities against damage. wood. . Contractor or staff shall not buy any charcoal or wood, he has to provide the staff with gas, paraffin oil etc. (same for ERA/supriin nineer)) . ................................................... ................ ........... ...........ER'/upe .......................in........... .......... Failure/Non-compliance . Contractor's environmental and safety/health officers. of the contractor . Security (bank guarantee) for protection of the environment, I see sub-chapter 6.2.3. 5.4 Construction Activities A great number of potential impacts on the physical, biological and socio-economic environment have been identified which may be caused by the various construction activities during the implementation of the Project. Hence, it is advisable to incorporate environmental and social experts in the team of the Supervision Engineer. Q.t-anrl-ar .. . , . . ---- .. |--:-- ........ -:. AAniinn ri3ctinn KOCKS GO NDAR -DEBARK ROAD PROJECT I NG E NI E UR E \8 document preparation and the subsequent monitoring, the major environmental issues and potential impacts respectively have been summarized in Table 5.3 below together with the corresponding avoidance and mitigation measures. Table 5.3: Construction Activities Potential Impacts Avoidance Measures Mitigation Measures Workers' safety and a Application of regulations and health. monitoring of their Note: Only Avoidance Measures compliance. possible. . Provision of protective clothing. ..... ........... ........... .... . F.............. rst............................... .....,, ................. ............................................................. ..................., .. .............. Impairment/loss/ . Road works as half-way . Reinstatement of access erosion of natural soils. construction to avoid soil roads and detours. compaction for access roads a Provision of an adequate / detours. drainage and erosion/scour protection system. . Covering of embankment slopes in cut and fill, earth ditches and drains, road shoulders, etc. by grass and ........... .................................................................-.............-................................... ..... .... ............ ... ........... ....... .other veg........................... ........... etation. ............. ........................ .ot Noise, emissions and . Restriction of working hours dust development. at night. Note: Only Avoidance Measures . Corrective repairs or adjust- possible. ments of equipment and vehicles with excessive emis- sions of exhaust gases and noise due to inefficient operating conditions or poor maintenance. . Periodically watering of un- ........................................... ............ ......... .. ..... v..... a................ ,ro ed d,.,se.ctio................. ns. ........ ... ,,,,,,,,,,,,,pa ................. . Safety risk for road a Provision of a well designed users and residents. traffic management plan. Note: Only Avoidance Measures . Provision of sufficient and possible. adequate traffic-control and .. t....f............................................................................................................... v............. ................... ics ... Pollution of soils and . Contractor has to provide a groundwater. detailed waste management Note: Only Avoidance Measures plan. possible. . Raising of awareness of contractors staff by on site training and briefing. . Proper storage and handling of hazardous materials (bitumen, detergents, lubri- cants, oil, fuel, paint etc.). . Regular and effective mainte- nance of vehicles and con- struction plant. . Stockpiling of topsoil after clearing and reuse in the .............. ....... . .. r...k.............................. ............................... ..................................... .................................... ....................................... Disfigurement of the . Processing and reuse of landscape, landscape existing materials. Note: Only Avoidance Measures aesthetics. . Restoring of temporarily used possible. land to its original condition. . Removal of waste, debris, scrap metal, etc. . Contractor has to provide a waste management pan. KOCKS 1 GO NDAR -DEBARK ROAD PROJECT INGENIEURE Table 5.3, continued: Construction Activities Potential Impacts Avoidance Measures Mitigation Measures Destruction / damage of * Keeping a minimum distance * Replanting of removed trees roadside vegetation. from trees. by using appropriate species. * Adequate protection of trees * Repair of injured trees by by use of barriers, fences. experienced horticulists. * Widening of the road to one side only. * Shifting of the alignment. * Protection of trunks by appropriate means when used for anchorage .....up...s............. .... ............... ,, .......... , ,,,,,... ... ,.............. .................... .............. Failure/Non-compliance * Contractor's environmental and safety/health officers. of the contractor * Security (bank guarantee) for protection of the environment, see sub-chapter 6.2.3. 5.5 Material Extraction and TransDort The exploitation of borrow pits and quarries with heavy machinery, and the transport of the construction material may cause a number of potential impacts on the physical, biological and socio-economic environment. As a guideline for the mitigation planning during the engineering design & tender document preparation and the subsequent monitoring, the major environmental issues and potential impacts respectively have been summarised in Table 5.4 below together with the corresponding avoidance and mitigation measures. These avoidance and mitigation measures take into consideration newly opened materials sources as well as the newly used/extension areas of existing sources. Table 5.4: Material Extraction and Transport Potential Impacts Avoidance Measures Mitigation Measures Workers' safety and * Application of regulations and health. monitoring of their compliance. Note: Only Avoidance * Provision of protective clothing. Measures possible. ............. ... . First aid facilities..................,,,,,,,,,,,,, ....., . ... ,,,.. Transport related nui- * Proper selection of transport/ * Elaboration of a traffic sance for residents and hauling routes for construction management plan with road users by noise, material. statements on working emissions and dust. * Avoidance of town and village hours. passages. * Information of local * Periodically watering of unpaved people. roads. * Use of covered trucks. * Emission intensive equipment (noise, exhaust gases) has to be repaired / maintained. * Provision of a sufficiently detailed ....... .............mana c..........gement plan............................................................ .......................... ................... .............. trc....................... Damage/loss of * Use of existing tracks/roads as far * Replanting of vegeta- vegetation. as possible. tion. Loss of topsoil. * Stockpiling of topsoil before * Spreading of topsoil exploiting the site. after completion of ............ . . ........ works. ............ .. Soil compaction. * Use of existing tracks for * Loosening of soil by transport . special ploughs. * Limitation to the imperative area fnr c^wnlniFmF-inn GO NDAR -DEBARK KOCKS 5 ROAD PROJECT INGENIEURE Table 5.4, continued: Material Extraction and Transport Potential Impacts Avoidance Measures Mitigation Measures Increase of diseases . Reinstatement of exploited . Grass seeding / planting caused by insects / borrow areas, proper grading and of original vegetation. g.earms........ gem..,,, ..............d.raining of terrain. .,.......... ,,,--- ,,,., ,t eri........ dring,o ..... ....... ................... ..... .- _.............I.... .................. Failure/Non-compliance . Contractor's environmental and safety/health officers. of the contractor . Security (bank guarantee) for protection of the environment, see sub-chapter 6.2.3. 5.6 Road in ODeration The upgrading of the project road section will lead to a great number of positive effects. However, in order to avoid and control potential problems in the operation of the road maximum attention has to be paid to an adequate road and traffic safety. As a guideline for the engineering design & tender document preparation and the subsequent monitoring, the major environmental issues and potential impacts respectively have been summarised in Table 5.5 below together with the corresponding avoidance and mitigation measures. Table 5.5: Road in Operation Potential Impacts Avoidance Measures Mitigation Measures Traffic safety. * Adequate design details for . Provision of proper traffic motorized and non-motorized signs and speed limits. traffic. . "Modernization" of the traffic . Public promotion/information regulations and Programs. corresponding legislation. . 50 km/h speed limit for the . Appropriate equipment and first 2 to 3 weeks after training for the traffic police opening of an improved/up- forces. graded road. section. Danger for residents by . Appliance of "speed calming . Provision of proper traffic high traffic speed. measures" (SCS) especially signs and speed limits. in town/village passages and . Provision of pedestrian at school areas. crossings at school areas. . Frequent speed controls by the traffic police. GONDAR -DEBAR K KOCKS 4 44*0 ROAD PROJECT INGENIEURE 6. ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP) 6.1 Overall Views of the Environmental Management Plan An Environmental and Social Management Plan (ESMP) has been prepared outlining mitigation and monitoring activities/responsibilities that acts as a guide to those planning, preparing, constructing and operating the proposed Project. Environmental management activities will be required for the following subsequent project phases: * Engineering design/design review and tender/bidding document preparation; * Implementation preparation phase; * Implementation/construction period; and * Road in operation/service and maintenance phase. 6.2 Details for Engineerina Design and Tender Document Preparation Phase 6.2.1 Engineering Designs Based on the recommendations/requirements of the environmental impact assessment: - appropriate/suitable avoidance measures to protect as far as possible the environment from adverse impacts; - appropriate/suitable minimization measures to minimise/reduce adverse impacts which cannot be avoided; - appropriate/suitable and cost effective mitigation measures to compensate adverse impacts which cannot be avoided; and - appropriate/suitable and cost effective benefit enhancement measures; have to be developed/determined and included in the engineering designs. The designs should also consider minimizing of maintenance cost and maximising the service life as well as the utilization of locally available materials and skills (for construction and maintenance). 6.2.2 Planning for Relocation and Compensation As indicated in the preceding chapters, the Gondar - Debark Road Upgrading Project is expected not to cause significant disruption to the inhabitants residing along the Project Road and that a full-scale and detailed RAP is not required. A resettlement action plan (RAP) and a detailed Land Compensation Planning respectively has to be prepared with details of the relocation/dispossession and that shows the appropriate compensation requirements for lost assets, for lost income basis as well as logistical support for moving, relocation grant and other requirements. However, it should be noted that the land for compensation in form of 'replacement of land' would become available during the implementation/construction period only, when the areas of abandoned road sections will be reinstated/recultivated after the construction of a respective road section of improvement/realignment is completed. 6.2.3 Tender/Bidding Documents For the various details of the engineering designs corresponding drawings, specifications, pay/bill items have to be prepared as part of the tender/bidding documents for the works contract. To ensure the proper implementation of environmental avoidance/mitigation measures as well as all safety/health issues, sufficiently detailed environmental articles and clauses have to be formulated and become an integral part of the works anH rcnntrnl nf r fk,- e nr^-,i,inr n trire-FII2I h:cic fnr nn sffPrtivp ciinprvic-inn KOCKS > GO N DAR - DEBARK (99 ROAD PROJECT INGENIEURE The contractor's obligations shall include the assignment of at least two of his senior staff as Environmental Officer and Safety/Health Officer, well experienced in their respective assignments, to be monitored/controlled by the supervising engineer and the EMSB respectively. Further, it is assumed, that the contractor's staff has low awareness of the negative impacts arising from operations within the site. Therefore, it is strongly recommended to provide some on site training lessons and briefing of the contractor's staff concerning environmental protection issues including operation and maintenance of plant and equipment. In order to provide the supervising engineer and the client (ERA) respectively with an appropriate "tool" to enforce the contractor's contractual obligations to follow/implement environmental avoidance/mitigation measures as well as safety/health measures, it is strongly recommended that the contractor provides a security in form of a (bank) guarantee of sufficient amount, e.g. 2.5 to 4% of the contract price, which may be forfeited in part or in total in case of contractor's failure/non-compliance and the money shall be used to repair/mitigate the damages/impacts. 6.2.4 Conservation of cultural Heritage Sites The described ruins/buildings originating from the time of the Italian occupation at existing road at chainage km 13.1 and km 25.4 (design chainage km 12+500 and km 24+150) are part of the cultural heritage. Upon final decision on these two locations by the Center for Research and Conservation of Cultural Heritage the required modification(s) of the design and the corresponding clauses, articles and work items as outlined in sub-chapter 4.4.6 have to be finalized. Relevant designs shall be prepared for an appropriate connection/access to the Chira river bridge at existing road chainage km 83.4 (historical technical monument) as well as required work items and specifications for remedial works. 6.3 Details for ImDlementation Preparation Phase 6.3.1 Implementation of the RAP (Land Compensation/Relocation) The ERA as the Client of the Project will as member of the land compensation committee, the official body for the implementation of the RAP (land compensation planning), conduct the final valuation of assets and properties for compensation comprising: - The review/update of the valuation of permanent lost assets and properties for compensation as included in the compensation plan; and - Payment of each household/person eligible for compensation as per the final amount/compensation calculated/determined in the afore-mentioned review/update of the valuation. 6.3.2 Tendering/Bidding Period The environmental monitoring activities during the tender/bidding period comprise the following principal activities: - Preparation of clarification of tenderers'/bidders' queries, if any, in relation to environmental requirements of the tender/bidding document and forwarding the same to all purchasers of the tender/bidding documents. - Examination, request for clarification, evaluation and comparison of the environmental relevant sections of the tenders/bids. ')G ON D AR -D E B A R K ^ * ROAD PROJECT INGENIEURE 6.4 Details for ImDlementation/Construction Period 6.4.1 Compensation for temporary Dispossession of Land As described above, the ERA as the Client of the Project will be a member of the land compensation committee, which will also conduct the final valuation of compensation for temporary land use including affected constructions lying on such areas and finalize/approve the amount(s) to be paid to the respective PAP. 6.4.2 Supervision of Construction The supervision of all issues contained in the EMP is concerning for example: - Environmental protection measures; - Safety and health requirements; - Temporary land requirements and reinstatement; - Reinstatement / recultivation of abandoned road sections after the construction of a respective section of improved / realigned road is completed for compensation of permanent land requirements (replacement of land) as determined during the Implementation Preparation Phase; - Implementation of benefit enhancement measures; - Implementation of pre-operation requirements. If an environmentalist/sociologist of the supervising engineer/consultant is permanently on site (see sub-chapter 7.3), the ERA/EMSB is monitoring and supervising the engineer/consultant. Otherwise the ERA has to second one experienced staff of the EMSB to the supervisory team (supervising engineer/consultant) for the duration of the implementation of the Project. 6.5 Details for Road in Operation/Service and Maintenance Phase 6.5.1 Pre-operation Activities Essential activities are required just before the road or a section thereof is taken into operation: - Provision of lessons/lectures in schools and in towns/villages concerning traffic safety; - General speed limit of max. 50 km/h for the first two to three weeks after opening of an improved/upgraded road section. 6.5.2 Upkeep of the Road Proper maintenance for all technical and bio-engineering features will be required to keep the road in a safe and environmental friendly condition to the benefit of the road users, the residents in the area and the Country in general. 6.6 The Environmental and Social Manaaement Plan Matrix Table 6.1 is the matrix presentation of the environmental and social management plan proposed for the Project encompassing the summary of the major environmental and social impacts, the proposed corresponding mitigation measures, the responsible body for the implementation of the proposed measures, timeframe for implementation and the estimated cost for implementing the mitigation measures. Concerning the cost estimates, although most of the proposed measures are expected to be incorporated in the contractor's BoQ and considered as the contractor's obligations, an estimated budget is shown in the EMSP table I * * 1 1 ' ' 1 1 = i i i S 1 GONDAR GO D ARKKCS KNK -DEBARKKOCS ROAD PROJECT INGENIEURE a 6.1: Environmental Management Plan for the Gondar - Debark Road Project vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organization Organization cilneering Design and Tender / Biddina Document PreDaration Phase -nmendations / requirements of the Development/determination of appropriate/ Design consultant ERA / EMSB Design phase N/A Dnmental impact assessment (EIA) suitable cost effective avoidance, mitigation, and benefit enhancement measures Relocation and Land Compensation Planning Design consultant ERA / EMSB Design phase N/A Sufficiently detailed environmental articles and Design consultant ERA / EMSB Design phase N/A clauses of the tender documents including requirement for a security (bank guarantee) for ,protection of the environment Diementation PreRaration Phase ation and land compensation to make Implementation of the Land Compensation Plan Land ERA / EMSB Implementation N/A ible the "Site" for the contractor Compensation preparation : Compensation by 'replacement of Committee (ERA, phase will become available during the Woredas, Kebeles) mentation/construction period) !ring Clarification, evaluation and comparison of the ERA / EMSB, ERA / EMSB Implementation N/A environmental relevant sections of the tenders Consultant preparation I_ phase Iementation / Construction Period lation of site facilities Reasonable siting of the site facilities Contractor ERA / EMSB, Mobilisation N/A supervising period engineer, Woreda council, community representatives tion of site and site facilities Waste management and sewage treatment Contractor ERA / EMSB, Duration of 500.00 supervising contract engineer iunicable diseases and sexually Information on health problems and sexually Contractor Health Authority, Commencement 750.00 nitted infections (STIs) transmitted infections (e.g. HIV/AIDS) and ERA / EMSB, of contract precautionary measures through educational supervising Ilesson(s) engineer :ebruary 2007 Page - 72 - KOCKS GONDAR - DEBARK INGENIEURE ROAD PROJECT Management Time Cost, ,ironmental / Monitoring Issue Measure to be taken Implementing (Tasks, Action) / Executing / Monitoring 'ooo ETB Organization Organization Schedule ERA / EMSB, Duration of 750.00 and health of work force Protective clothing, firstaid facilities Contractor supervising contract engineer Duration of N/A disruption, controversies with Establishment of a labor and community inter- Contractor, ERA / ERA / EMSB contract unity or local labour action committee EMSB, supervising engineer, Woreda council, communi- ty representatives ERA / EMSB, Duration of N/A al heritage Proper marking and/or protection in order to Contractor avoid unintentional disturbance supervising contract engineer ERA / EMSB, Duration of 1,000.00 Lstation The Contractor's work forces shall not buy any Contractor firewood nor charcoal and shall bring their own supervising contract fuel requirements (kerosene, gas etc.) engineer ERA / EMSB, Duration of N/A Ils killed by vehicles Installation of reflectors/reflective strips Contractor supervising contract engineer ERA / EMSB, Duration of 500.00 *bance of traditional irrigation systems Installation of crossing pipes and other measures Contractor for an uninterrupted flow of water supervising contract engineer Contractor, Land ERA / EMSB, Duration of 3,000.00 orary dispossession of land, e.g. No detours or access roads where permanent supervising contract rs, access roads, materials sources crops, trees, houses or buildings or structures, Compensation services utilities would be affected, compensation Committee engineer of affected persons, reinstatement of land immediately upon end of use ERA / EMSB, After 500.00 cement of land for compensation of Reinstatement / recultivation of abandoned road Contractor, Land Compensation supervising completion of anent dispossession of land sections Committee engineer each realignment ERA / EMSB, Duration of 3,000.00 ng services (utilities) Relocation and or /protection Contractor and public utility supervising contract authorities engineer ERA / EMSB, Duration of 1,000.00 and air pollution Repair / maintenance of equipment and vehicles, Contractor avoidance of town/village passages supervising contract engineer Page - 73 - February 2007 GONDAR -DEBARK KOCKKS ROAD PROJECT I NG E NI E UR E vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organisation Organisation Watering of unpaved roads and road sections, Contractor ERA / EMSB, Duration of 800.00 avoidance of town/village passages supervising contract engineer Z risk for road users and residents from Traffic management plan, traffic-control and Contractor ERA / EMSB, Duration of 250.00 'uction activities traffic-safety devices supervising eng., contract traffic police uction / damage of roadside vegetation Minimum distance, protection, repair or replace- Contractor ERA / EMSB, Duration of 100.00 ment of injured trees supervising contract engineer rment/loss/erosion of natural soils Minimise the extent of ground clearing, Contractor ERA / EMSB, Duration of 200.00 construction of drainage and erosion/scour supervising contract protection, re-vegetation of barren earth surface engineer ion of soils, ground water, rivers or Proper storage and handling of hazardous sub- Contractor ERA / EMSB, Duration of 750.00 from/during construction activities stances, contractor's yard/workshop area to be supervising contract surfaced and water drained through fuel/oil sepa- engineer rator, maintenance of vehicles and construction plant, proper stockpiling of topsoil. No washing of ------------------------------------------ cars/machinery in/nearby rivers/ lakes cr/ahnr-nnab -ries-lks---------------------------------------------------------------- ials extraction/exploitation and Reuse of existing construction materials Contractor ERA / EMSB, Duration of N/A )ort supervising contract engineer tation of materials sources Reinstatement of exploited areas including proper Contractor ERA / EMSB, On respective 300.00 grading and draining of terrain supervising completion of engineer exploitation irement of the landscape, landscape Removal of waste, debris, scrap metal, etc.; if not Contractor ERA / EMSB, On completion 150.00 Ltics handed over, restoration of work areas, work super-vising of a particular depots and material storage sites to original engineer road section condition (taking into operation) and end of contract respectively village passages Construction of benefit enhancement measures Contractor ERA / EMSB, Duration of 1,000.00 supervising contract I lengineer -ebruary 2007 Page - 74 - I i I X I I I i l Ii I I i i I i i i GO N DAR - DE BARK KOCKS , ROAD PROJECT INGENIEURE vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost, (Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB Organisation Organisation l e / Non-compliance of the contractor Contractor's environmental and safety/health ERA / EMSB, ERA / EMSB, Duration of N/A rning environmental obligations officers, forfeiting of security (bank guarantee) for supervising supervising contract protection of the environment engineer engineer acilities/camp site Handing over of the camp complex to the local Contractor ERA / EMSB, End / N/A community supervising completion of engineer contract id in ODeration / Service and Maintenance Phase safety for pedestrians Lessons/lectures in schools and in towns/villages Contractor / ERA / ERA / EMSB Well ahead of N/A concerning traffic safety EMSB / Local the completion/ Authorities taking into operation of any section of upgraded road safety for motorized traffic General speed limit of max. 50 km/h (Contractor) / ERA ERA / EMSB / The first two to N/A / Traffic Police Traffic Police three weeks after opening of an improved/ upgraded road section of road users Maintenance of traffic safety facilities (e.g. traffic ERA regional ERA / EMSB Operation of N/A ---- -- ---------- signs, road marking_ and the road in general offices the road in, impairment/loss/erosion of soils, Maintenance of drainage, erosion/scour protection ERA regional ERA / EMSB Operation of N/A and air pollution facilities, etc., and the road in general offices the road traffic safety promotion/information Nationwide Program for improvement of traffic FDRE, ERA / EMSB ERA / EMSB As soon as N/A ms safety (school education, media: TV, radio, possible and newspapers, etc.) unlimited duration :ementt of traffic regulations Regular traffic controls, and provision off training -c-AN/APolice n FDRE, FDRE, As above- - and adequate equipment to the police forces Forces ERA / EMSB e/modernization of traffic regulations Establishment of a traffic safety council/audit FDRE, ERA / EMSB, FDRE, As above N/A iws Police Forces, etc. ERA / EMSB Total 14,550.00 10% Contingency 1,455.00 Grand Total 16,005.00 -ebruary 2007 Page - 75 - (5)GO NDAR - DE BARK KOCKS ROAD PROJECT _ INGENIEURE 7. INSTITUTIONAL CAPACITY AND RECOMMENDED STRENGTHENING 7.1 General Reauirements on Institutional Capacity As described in chapter 6 an Environmental Management Plan (EMP) has been prepared for the Gondar - Debark Road Project outlining mitigation and monitoring activities/responsibilities and which acts as a guide to those planning, preparing, constructing and operating the proposed Project. In summary environmental management activities and institutional capacity respectively are required for the following subsequent main project phases: (i) Environmental scoping study and/or EIA during pre-feasibility and/or feasibility studies; (ii) Preparation of and/or review of engineering designs and tender/bidding documents; (iii) Implementation preparation phase; (iv) Implementation/construction period; and (v) Road in operation/service and maintenance phase; in order to achieve maximum and sustainable benefits by the overall Project. Environmental mitigation and monitoring measures/activities can only be as good as the management and monitoring capacity and the environmental sensitivity of the agencies responsible for the implementation of the respective project phases. Required expertise is available with ERA's EMSB, which, however, needs to be extended and strengthened as outlined in the following sub-chapters. 7.2 ERA's Environmental Framework As described in sub-chapter 2.3.3, ERA's environmental responsibilities (comprising ecology as well as socio-economy) are carried out through: * the Environmental Monitoring and Safety Branch (EMSB); and * the Construction Contacts Implementation Division and Right-of-Way (ROW) Branch. The position of these two branches in the ERA is shown in the Organisational Chart in Figure 7.1 below. After discussions with the EMSB and a study of the existing environmental activities and procedures it can be concluded that the required expertise is very well available with the above mentioned branches of the ERA. However, there are also very obvious gaps in the ERA's organisational structure in the form of discontinued and uncoordinated environmental responsibilities in the projects' cycle, which may be the cause of the many environmental/socio-economic problems of present and past road construction projects in Ethiopia. GONDAR - DEBARK KOCKS ROAD PROJECT I N G E N I E UR E e 7.1: Existing Position of the EMSB and ROW ORANISATIONAL CHART OF ERA ERA BOARD RoadInspectorate WomanAffairs Office GEERAL MANAGER Office O-d ice j i.RelationsServCices Secreteniat, ofic REthicsOfficss Operations DepartementEngineering OprtosDpreetRegulatory and Departement Human Resource & Financ.e De partement StSff Assiottta M CaOwn Force OwnForce Equipmentaa Pu|c Designa ig &Network Construction Contract Management aratons Support Procurement Seroices Planning and Construction Division FnceDision Maintenance Districts HumanResource & Supplies Division Personnel Technical Support Implementation Dionacne Service ProisgrmngDisnch I DeoeBrn l Divsin AdinsrationcDhvi | Divsion Division Pr ogrm g an D evelopment Divsio Admini rat Divisi | ForegnPuroh.as En. Snee .rin Aap digrat Eqi~pmnn.tMa.ag Enisin eco .. t*, r umn aaeet fiannirn7and Pin nnRTTuRoadFo.nd neruro n mlomn a Recet ad M Bar.m..ra S h Sppor mianoh - uMsng S-h Tc t r|eMhodBranch anFre os.oin S bre onk. C Branct EquiptConstrucin contract EnierigRaenc h Monitorngsod-ost, Prtctharinec Fina-ciaP-tSat SimnanaTrainingM '-- Saoh I LGberraSRvices mpismenisin 9ieac chsroSac vnrpss nch TetnBetr Sanch Irnch ICntrant M anagementRoadsTchniat RunaR propertyR-rds Sanch Brde SuPpport Branch Physrcalinvontory Tainig-canc Miaci - Idskempteyte Shashamane Sodo :ebruary 2007 Page - 77 - KOCKS (1')GONDAR - DEBARK ROAD PROJECT R INGENIEURE The respective phases during the cycle of a project can be summarised as follows. Study Phase In the study phase (pre-feasibility/feasibility study) environmental scoping studies and EIAs are to be prepared in accordance with the ERA's Standard Environmental Methodologies and Procedures Manual. These environmental studies include a description of the physical, biological and social/socio-economic environment, an analysis of potential project related impacts and the specification of corresponding avoidance, minimisation or mitigation measures as well as the recommendation whether a full-scale Resettlement Action Plan (RAP) or an "abbreviated" RAP is required. As part of the ERA's Planning and Programming Division the EMSB examines, comments on and approves these environmental studies. Engineering Design and Tender/Bidding Document Preparation Phase The respective avoidance, minimisation and mitigation measures as well as benefit enhancement measures as determined and described in the EIA should be reviewed/updated and considered/incorporated in the relevant documents to be prepared during this phase and which usually comprise of: - detailed engineering designs; - Resettlement Action Plan (full-scale or "abbreviated" RAP for planning for relocation and compensation); and - tender/bidding documents. In general this project phase is administered and supervised by the ERA Design and technical Support Branch with little or hardly any involvement of the EMSB or ROW specialists, who should examine, comment on and approve the respective design elements and sections of the tender/bidding documents (e.g. conditions of contract, technical specifications, bill of quantity items) related to environmental issues as well as the RAP and the land compensation planning respectively. Implementation Preparation Phase The preparation of the project implementation comprises typically the following three main activities: - prequalification of contractors; - implementation of the RAP (land compensation/relocation); and - tendering/bidding process. All these activities are generally executed by the ERA's Construction Contract Implementation Division and respectively its Construction Contract Implementation and ROW branches. An involvement of design or EMSB specialists for clarifications on and follow up of technical and environmental details as well as for supervision of the implementation of the RAP and for evaluation of tenders/bids is usually not the case. This leads for example to the inconceivable situation that the implementation of the RAP and respectively the land compensation and relocation of PAPs is carried out by the ROW Branch without having knowledge/access to the RAP documents. Implementation/Construction Phase Although the EMSB is finally involved in this project phase, the possibilities of having an effect on environmental issues is very much depending on the quality of the engineering designs and the relevant sections of the works contract respectively. Experience shows that deficiencies in the foregoing project phases, i.e. design and tender/bidding document and implementation preparation phases, can hardly be corrected at this stage, since an addition of necessary environmental avoidance or minimisation measures will generally impose a claim by the contractor and is then usually not any more considered because of the high financial implications. GONDAR - DEBARK KOCKS < (9) ROAD PROJECT INGENIEUR E As a result most of the originally determined environmental avoidance, minimisation or mitigation measures of the EIAs are not implemented and, therefore, the benefits and sustainability of the projects including rehabilitation and upgrading of existing roads may be questionable: As can be observed throughout the Country, hundreds of kilometres of detours are not reinstated and the land is lost for agricultural use. 7.3 Recommended Strengthening of Institutional Capacity The above brief analysis clearly shows that a successful implementation of environmental measures and the overall projects' goal respectively require a considerably improved coordination during the various project phases as well as the involvement of the EMSB in ALL these project phases. As mentioned in the preceding sub-chapters, the required expertise is available in the ERA but spread over different divisions and branches respectively. In order to assure that the construction and operation of the road will be environmentally and socio-economically sustainable in the long run, some institutional shortcomings have to be addressed and the following recommendations are made. Changing the Position/ImportanceofEMSB withinERA To get the environmental branch out of its present kind of niche role, it has to be involved in the entire project cycle to assure the proper implementation of environmental measures in all project phases and to raise the awareness of environmental contexts within the ERA including the regional/district offices as follows: (i) In the STUDY PHASE(S) (pre-feasibility/feasibility study) the EMSB already examines, comments on and approves the environmental studies as part of the ERA's Planning and Programming Division. Additional expertise concerning engineering or legal aspects should be sought from the respective other ERA divisions/branches. (ii) During the ENGINEERING DESIGN AND TENDER/BIDDING DOCUMENT PREPARATION PHASE the design consultant should review/update the environmental measures as determined in the EIA and finally consider/incorporate them in the relevant documents, which respective sections the EMSB should examine, comment on and approve. Thus the environmental quality of the engineering designs and tender/bidding documents could be guaranteed. (iii) The IMPLEMENTATION PREPARATION PHASE of a project comprises the prequalification of contractors, the implementation of the RAP and the tendering/bidding process which is generally executed by the ERA's Construction Contract Implementation Division and respectively its Construction Contract Implementation and ROW branches. The EMSB specialists have to be involved to follow up and ensure the incorporation of the environmental targets. (iv) For the CONSTRUCTION PHASE the TOR for the supervising engineer/consultant have to include the requirement for an environmentalist/sociologist to be intermittently on site for all questions concerning the environment and control of the implementation/works. Then a successful monitoring and supervision of the project by the EMSB will be possible. However, this measure only makes sense, if the participation of EMSB in the second and third project phase is realized. Further, for ERA's own construction activities on national/regional/district level, e.g. maintenance or construction of roads, the EMSB may assign own staff or employ a consultant to carry out the environmental supervision. In the mid and long term the preferred solution is to have environmentally/socially sensitive personnel at district level for these activities. For the extended responsibilities it is deemed appropriate to position the EMSB as staff management branch as indicated in the proposed "New" Orqanisational Chart in KOCKS GON DAR - DEBARK ROAD PROJECT INGENIEURE ire 7.2: Proposed new Positioning of the EMSB NEW ORANISATIONAL CHART OF ERA ERA BOARD Road Inspecttrtg GENERALMANAGE Poma Afar Officet n Offfce 1S:- CiviSeri- RelorrProgram F Infomat- andPublic Office RelaboraSorvicas E---...... .. .. . .. ... .. .. . . IEngineeraing and .uman Operations DepartementOprtosDpreetg|Regulatory Departement | |Finance Deatmn Stfsistant s 4 HumanResource& Personnel Maintenancc OwnFore OwnForce ntn Procrement, eD gnc Cons NetworkManagement Finaneon Donision ppecations Support Procurement Eupmentand | Divisisotract Development Division dministraon Aivion Seice Cns tt MaintenanceDisricts SuppliesDivision TechnicalSpprt mplementa Division Programming Division ERTTPI RoadFund,garalnad,mlcmniAe Forein Purhs Engi-eongSupp,ortAinlEvimn as Enurrene,nn Sr ve ih 1Wy nd aaetMngmn n rg AP M1n,h Sn nch A nanch encnMh Servicemnch mp.e oSna3ch r -|Con B pPIct-rn anch | Anort nenatoryen I Rceileandanps Cr Plannig Sy Emph Sevi ee Coanmbola e ch Supprt Team I B-ch B.dgehngB-1, Db cl- T nang d-b - ranch- Alman gFnacalSra ranigA egil evie innFore- oelvUnier MrosCet-lEui Cnlnci, Cnad Egieen ReEnh oilnAgan oa Branch Pr.iscts MaPeec nnh ml.m-nln- II Branch Elvro OnnhAnalysis Branc Tearig CenlerOnach P oMedil Serv -edauaryh Support ePageb ach0 JBenmh Ohefrsbemaynt. :-ebruary 2007 Page -80- GO PROJEC KOCKS , Ki1/ ROAD PROJECT INGENI EURE Staff Requirements The existing organizational structure of the ERA envisages that the EMSB would comprise of eight professionals: The head of the Branch-an Environmental Specialist/Engineer, an Engineer, two Ecologists, a Geologist, two Sociologists and one Hydrologist as shown in Figure 7.3. Currently, there are six professionals on board (except the engineer and one ecologist) However, taking into consideration the present and upcoming workload, this number of staff is by far not adequate to undertake a close day-to-day monitoring of projects. Figure 7.3: Chart of the EMSB Environmental Monitoring and Safety Branch Head of EMSB | Engineer Eli Sociologists Geologist Hydrologi To meet the above described extended scope of responsibilities and activities and with regards to the large number of road projects in Ethiopia, augmenting the number of key staff of the EMSB should be considered seriously. Expertise in, for example, engineering and contractual matters can be obtained from the relevant ERA divisions and branches respectively, to be coordinated by the EMSB. Improvement ofCommunicationand Information/Data Exchange With the described increasing number of responsibilities and activities the number of documents, information and data multiplies. To adequately handle this amount of data it is strongly recommended to establish a 'Data and Document Management System', i.e. an advanced communication system with a data base comprising all past, current and future/planned projects and project phases respectively. Such a system is a tool for the coordination of activities and will also provide a fast data exchange as well as data access so that all authorized personnel/organizational units will have the same level of information. Further, a well maintained/updated Data and Document Management System provides also for the decision-makers instant information/background data on the respective project's state/progress. To fully utilize thecapability of such a Management System, it should not be limited to the ERA head quarters in Addis Ababa, but also adopted/introduced to the different external branches in the Regions/Districts to avoid lacking information, doubling of works and expenses. G O N DAR - D E BARK KOCKS > no, ROAD PROJECT INGENIEUR E Training For the required Strengthening of the InstitutionalCapacity comprehensive training of staff is required, which can be in the form of advanced trainingor training on the job / site. Provision and training of additional / supplementary facilities / equipment etc. (e.g. the mentioned 'Data and Document Management System') is also part of the training requirements. Finally, the training should not be limited to the staff directly dealing with environmental issues (e.g. EMBS and ROW), but also be provided to staff in the technical/engineering and contractual/procurement branches of ERA's head quarters as well as in the Regions/Districtsin order to built up environmental/social sensitivity and awareness, to achieve the aim of environmentally sustainable construction and operation of the roads in Ethiopia. > GONDAR - DEBARK KOCKS K., ROAD PROJECT I NG E NI E UR E 8. CONCLUSION AND RECOMMENDATION 8.1 PreDaration of Proiect ImDlementation Great care has to be taken during the various phases/activities prior to the start of the construction works. The two most important activities laying the foundation for the subsequent implementation are: (i) Preparation/Review of Engineering Designs and the Tender/Bidding Documents During this key activity the respective engineering and bio-engineering details according to the recommendations/requirements of the environmental impact assessment for avoidance and mitigation of potential negative impacts, and for the benefit enhancement measures have to be designed and quantified as well as to be specified in the conditions of contract and the technical specifications respectively. (ii) RAP/Land Compensation Under consideration of the detailed engineering designs the RAP (land compensation planning) has to be prepared comprising all details of the relocation/dispossession and corresponding appropriate compensation measures for lost assets, for lost income basis as well as logistical support for moving, relocation grant and other requirements. The land compensation plan has to be implemented well ahead of the start of the construction activities. 8.2 Proiect ImDlementation In summary the potential negative impacts on the physical, biological and social environment to be expected from the proposed upgrading of the Gondar - Debark road will occur mainly in connection with the land requirement and the execution of the construction works. With a proper implementation of the RAP/land compensation plan, existing livelihood means will not be disrupted as stipulated in the ERA Resettlement / Rehabilitation Policy Framework: "focus ... on restoring the income earning capacity of the project- affected persons (PAPs)". Other potential negative impacts may be avoided or, at least, reduced to an acceptable level by the implementation of the determined mitigation measures as outlined in this Report. Provided that the mitigation and benefit enhancement measures will be strictly implemented, positive impacts will outweigh the negative ones. 8.3 Road in ODeration After completion of upgrading of the Project Road, it will be provided with adequate road and traffic safety measures/features and the benefits can easily be achieved as they have been planned during the engineering design phase and implemented in accordance with the tender/bidding documents. However, the considerable upgrading of the physical provisions/conditions may fail if the so-called human factor comprising all traffic participants, vehicle drivers to pedestrians, is not adequately improved as well. The County's general problem of poor driving skills (e.g. speeding, cutting curves, risky overtaking) and lack of discipline (e.g. neglecting traffic regulations) of road users, drivers as well as pedestrians, has undoubtedly to be controlled by appropriate enforcement tools based on the legislation in order to raise standards of road user behaviour and to fully achieve the benefits of the Project. GO N DAR - DEBARK KOCKS > /ROAD PROJECT INGENI EURE APPENDIX 1 Terms of Reference (TOR) for EIA and RAP 2 Baseline References 3 Organizations and Individuals contactedduring the environmental Field Surveys, and Minutes of Meetings 4 Erosion Protection of Embankments 5 Yields and Prices for Cost Estimationof Compensation 6 Plans of the Alignment Study (Drawings A to G) 7 World Bank OP 4.01 c$ GONDAR - DEBARK KOCKS ROAD PROJECT INGEN IEURE APPENDIX 1 Terms of Reference (TOR) for EIA and RAP IJ : Reviezvs of 1J1.',and 1'reparation oIf a R-AL1' £:12 i'kL ':lulil;1 [a1 I hN IrL iroul2 'IpeL assess Ib r. .s;,tlir LIs',I\ rpnort pr2lrared a .S\S ?!; inl a Cid,[;ofl |ithSP I ,1114 PNNAF ianr a:] diher da,cum2!nts cam Xand makc ficld tfl\i-L Iti3TV n-tessar ard niaXc :,rei'n.eats ;to it wh=rc ncc.ssan- nd rrt'fuce a -. finabse4 dctai5;J .csi.Uiihrv srud% rep4.r I-Ie coansuTasn: %k ca-n oull a comrtrir.neisi%e EIA with particular epubasis on conservtion ill intercsts, impacb Of Clto.miclLilnl thc road and adjoining areas, lantdslips. drainage channels. apnrnpri,te scour and crosion contrM! measurcs and %kawer harvesting. loss of rare and :rndcmic NCCecics. opening and sub5cqu:ent sie restortmior. of sources of material anid plt and cnsriction camp installations. mlaii nmade! anific-im! and r;lturial foirest areas, prcitected and scnsiti'e habitats as parks protect fbiresr areas,. : d LL: dikelicct.c ufcex.surg se;tlLmer.-s -lie consultant shall prepar enfl irnronmenal im'1 gati on plans for the project road(s). FuIl-ier deLtails are presrnted below In'ni2.1. ntental Scimping: ir ic .er:, i..,-'>Ul 4 cWi: Fconm]tar: s inks sTl1 be Lhe 'copir; (if tha ra ot illrlliencci-. icii.'lies and irmpacts rupriary and secondaryi, that are to be stUJied ill Llth l1 of te r0Wd. I; shall comprise all the tasks thnt arl required for an (Lil: irecrm ta: a%sc5;ricn¶, a; t!h:' are d 4,r6i&ed hcrcaftcr. I-lie C;snsultant shal start the iLsifn'i:ent g uporn thz linmisc!1he studyN .rea for the rroject roads and draNirig the tlit cMd ivi1ic> arid Lm'pacrts; Ito M:u.1icd h- Lur.ili the aL se,smer.t. 2.2. Iescription of the Proposed Hoad Improvcmcnts: Dcscription of the road 3nSrSctitUIll uwill take stock of the \%LL Shall heC basCd oi telie review.ved design proposals. It ditc-e:.: componients and breakI thcm dc%Nn according to the type o ;orf s in order to ease ther ide;rjt ftican :!4 t:,eir likely en" irrurnmnnal impracts A cornn enient wvay to do soz is to break ; down :ach actiirv into the jul 'ii, phiasbes: design. construction, maintenance anid operati,an. 2.3. Siuir Aren: The studv area shall cormnprisc tlie rciad corridors aid all surroundinrg reas itat oL1l he: under significanTl influerce. iC.. e.;here the 2n'1ionmenntl impacts o'ffte . cads be felt. na-i The precise KEcijdaien of the study area haill he detern:ned during the inilial scoru11nc exercise ot the FIA 2.4. lk%cription uf the Environment; i: e n CL-Mil-lalnt shall assemlNe. evaluate and plresent a.iscline daa on the envirunnie:n.sl characteristics of the study area. It shlil be a conp L.Liurln Lf existinz data and striiles on ¶hz bic)phvsical and socio-cclolni, cnvironment. ( onLIuIlnc icniss tar n Rciec i 0cwu-.b¶i MSud'. Ren%a dfEflEn nInmcntai !nipart As.cssinena -, GO NDA R - DEBARK KOCKS : ' ROAD PROJECT INGENI EURE ic i - Ii. lC IJ.Hie!'n:iL 1 on .t:.' cluuie antic i;tL'tcd bc:orc the Fr,. it. cmmnnccl¢s. :!. be kur -r;c I )lkflAiflL CC!1~ x'.:. L\LI ,, Al' N I 'r'l,( f!!'5. tyki,Lt ^. l-.h. Slir .:Il:i and rnelet'r 'incd\ s1i".iee's1-1 :, r ?'.Q'.a. tinin tic 2X *ndqulit. .ip;:ream;m.d doir.s:rcarn. I z.a and '.cr. qpcc;i:L ffll >lihuld fie isIS§sscJd Mhere p'smiblc i prLcenltag: (½u), proportions ait! types (in Intrlhgff kiln, .iid d2!lci nfcrt itiuri - +h tuld he inLJl::ted Lrld presented *i',!/, t,Zi; a!m ii r A an ai.a .i pcs. nr;u-c or endatgered i specie itn. .lcgnic;m naturLI Sies anc -eisi%eiU habi¶:% includirn parks and reccres: tcl. spec&e ofrininTlcl :r,anrtanL- tmeWcinzi piant&!. lishi and reliance cif the local peoplc on these resosr:es; and spccics , ith poicntiza. to bccome a ;iuiSa.nCe, v.ectors or dangerousv. Facl and e'ery specilic issue shall be assessed,. locations, prc'porions and spccies tvype, re&aLive dens1ty of spccic~. pccp.e fcres; r?actcon. and LradiPonal rcsources mnanagemcnt practUces. a%ailable resource and -LIuportuinit!:,s tor dcxclopment and d&.;.&ed informa-lon shetild bc indictecd. J\c)-cccinu.;v So)cCO:u-fc `tmpaccs of the prefect road on the icKl21 CO;rma1nir;. land use and cover ancd rise types, land tenure svstenis and holding sizcs. huanlar s:%ILr.!r: irpacts oan inlrastructure Fcilitles. prcsCrlt wVatcr suppIy wnd water resoiurccs L;.12.131171 XJI3'.i- of,*n.i Mi d paLcts on a.chacL-c :cal and hk,yri,zal MtL'5.existence of anv indigenous veoples. imriac oin vendkr. control over ailocanon of reourTce use riglits pancerns c IW\\ serll:nents. transport pa[dcttni. arcdh.i:'lcc and historical siies, cultural heritages A.5. Poliey. Legal and Administrative Frumervork: The Consultant shall drav attention n. These rcgu.aticrns so far idemaiked - the LtaLop:;an Lnvironmenrl Protection Authorit I 7'A). F-LK and ohicr 1 L errnem institutions, which Aill necd to be applied in respec:t ol Clhc Fy-Lmjcc¶ i.;d proposed for extemal donor financing cnnsidera1tior 2.6. Public Con%ulhation: The Cwnou,laiit shall cenJuct public consultation at major uIlSli% 1ces all alon- as many are to be .Jfected bv the proiect road. Intervicws wihih inAlvidua!% !-einnimg to diFfereint soc:ai aLnc:or ccon .nLc categories shail he made. Que>aionnaires sh also hL-e adininisicred to local or international NGOs fLor their opiniors on te con-rULiarn Aorks in rela:ion to rhcir adverse eftects on he envirorunent. The outconec it th`s coulsul.tien sha be irdiexe-d and local iltiari'cs to Darticipate in the road dexveopmern.t project shall also be indicated. T-he ccnsidit3nt whali ssess the kev roles to he pl3%ed n t'he different stakeholders in terms of delivering scr% ices. goods. wvorks. or other :lcrtenrs in the tr,jzct. mchianisr:is used f:r consuiLation and partnc;ipaucn in ,he pro ect. niain ou-mcme and recommendations A; the consultation rrocess. and ho%s Jl,c%C i,lnrnhrertluinns Iarc to be ircorpora.ted into the proldct l7ConsLiLncv Servccs iTO Ihe RCvic%, aC Fct:-baly sy SuJ. Review of Environmental ImDb Assessment. 44 KOCKS GONDAR - DEBARK ROAD PROJECT INGE NI E URE 2.7. D)etermination of the l'otrnlial Inmpacts and Impacts on the l'roposed Roads: Potential impacts to be assessed shail ii!;lUde. but not be liirit d to: a Protjectloca',tio pnsW1 resetement ul ple. uuiile of propet values loss of forest anc rriiLlt\..ral and. loss of vegetative cover; detenroration or loss of eccl,oQicalk censtii'e areas. inla; er Ilrd anl nauLa: impact on historic and ciltural sites: cffect; on water resources outsidi and i ccirC- zurnrnad i3re.a. inuced devoopTpenrt: need Itr Watr h-hr'Nrein esliliu b Project de;,-r3gnmojilfic.3tiun e: dsruptiOr of natural drainage pa:tcrns: changes in ,.L1un1idN.iter reime and Iandsc.9pe. de;i,r of road aligrments and pavemrnts as weL as xwi:h movements oft ildlile, li\esiuck and lucal people. - h-ids and culverts. intcrference road -rncsings for pcoplc and aimniams. scnritive aligrnniens. and wvater har\esting. c Cunsrruciiun uorks. poltentiail lanidslides, susceptibility to erosions. stream aid lake sedinient.ation: water logging at b.rro%v pits and quarries: ccnstructionl spoils; air polluwion; noise. fael ar.d oil spills, sanitary conditions and heakCn risks associated with cQInrtruCtion cavps and %vvrkcrscumning into dhe area, social confflicts between inportcd :.ork;en; anid local people on water and other.-esources. d Prujeci liperatiwit road !pilll and r'.tid runoff pollutiio; roadside waste; air pollution. noise; nraffic sarety iSSUeS. undes:irablc habit left over by the construction -workers. Inputs oW thC rLa i:reC. pkcr alleviatiorns. The scopinL nart of the EIA shall Jtlrcrmnine the exact list of impacts that shouiid he Investli L!LIECd 2.S. Analy%is of Alternnti%es to the Proposed Roads and Road Alignments: Tshe %ornisult:ait shall oonsider altcmaii%es analyzed during the feasibility stage. The different impacts desciThed should indicate vhich are irreversible or unavoidable and which can be mitigated. TLic analk sis should address. to the extent possible. costs and benefiis of each ulterI;.i.ie. and illcoip:rate the estimlated costs of an* a;svSciated iit:igating mcasurcs. The aIzrrarike ot "eeping the current status MithouI road improvements slhouldi be included for comp.arisonl 2.9 Environmental Management Plan and N'litigation Cost estimales: The Consaldanz shall prepare an enN ironrnental mitigation plan and recommend feasible and cost- lTccfifcmc measurcs to ore%ent o r reduce signiiicant nega:ivc impacts to acceptable levels. The Consiltant shall estimaze the impacts and costs of rhese measures, anid of the institutional re.sponsibiliies and trainini requirenient, to impleiniit them. Corlmpensdtion to alf-cted partics for ipa. which cannot be iitigated. should be considered. The Consultant should prepare a short and concise manazenment plan inicludinv proposed *40ork prograrns. bI'dget Consultancv Services For thc Rcv'c6 of FasihiI,rC Study, Rcview of Envirornmental Impact Assessment, 45 GO N DAR - DE BARK KOCKS ROAD PROJECT _ INGENIEU RE -lIma2ites. schedules.sialling -! rLirlin, requirenents. and other nIecssar suppo services to im'lcmcnt the mnititrwing neaIar,. TFhe consulint shall uit1 indiat a separate cost for each anr even ngative imlpact ide'ntifed during tield a.ssessnien: and tiue studly findinls c-ou Iddelhiiielv hb.if not at ail. an input for-ktaiied engineerino Desig-n o: ro-ev . 2.10. Environmental Monitoring Plan: A detniled piaLn shiall be prepared to monitor the inrlezmentation of rni:ivatina mie-asures and tIhC impacts of the proposed rca$d'urk during LtrucIi Ianltd afier completion. Due reference should be made to U.RA's Enviroirentl Mor.:onnu Procedwues Manual `EMPNf). as and when aippropriate or additions into the h.\IP\1 made as needed. The Consuliant should define a few indicators of enviromnmental perfonnance tl at can be InLilw.orcd on a rcguhir basis and also indicalt the diffkrent eligible '.akcholdters in place to monitor the activities. Suitable provisions for contractors' clauses should also be spelled out for the detailed cngineeruig design or reviewv stage (See Phase If). 2.11. Resettlemcnt Requirements and Planning: The potential land acquisition. compenisation and resettlement requirements in the road right-of-way of the proposed road unaigmnts should be asscssed. Tne rcquircrncnts should be deterned in accordancc with the 'Iorld Banl$s Operational Directive on Involuntary Resettlement (OP 4.12)A A Rveseielemen AcLion Plan (RAP), a lu11l or abbreviated RAP, '-il be prepared %kheneverland ac4ui-ilirn ts required. Tlhu coultantd shiould also assess Lhc numnber of persons to be affected and govern.ment or private owned propertics to be exFropri3aed because of the road cornsTrue;tn Estiniale costs to mitigate ihis problem. or dislocate the affiected persoins, if anv. 1k consultant shall also a;ssss andl indic.: .c dic list of those persons to be (fuily and panialk i aFfected b' the project wlh thc type. number and size of hou. es to be demolished both in urban and rural areas. tann lands to be talken {permanently and temporarily), fruit and wther trees -obe -enio%'-d and other related is5ues (See 1.2 be!o's) 2.12, Assistance to Inter-Agency Coordination and PubliciNG1O0 Participation: The ,1-A wrvrk shall be carTied out in close cooperation AiLh ERA. The Conisultant shall assist in coorcinatinz the Environmental Assessment wvith other goNemnient agencies. notably, die Enm iranneienal Protection Authority (EPA), Ethiopan Wildlife Conservation Organization EWCOtC01 and ERA's Environmental Molonitoring and Saft;ry Branch (EMNSB), and in coilnriuni:atingE ; ih and obtainiine the vie'vs of local affected goups and persons and lNGOs. particularly in cases of new road alipnments Relevant instutions or indiiduals should be Lsullted and Lhe outcome of consulttion slhould be incorporated. 2.11.Gender Issues: The consul:ant shall assess, ;he '1no Project' and the t'vwth projecer scenaarios. the impacts of the road construction on eender and their participation in the plani:n,. iiniplemnentation. in mroniruring and evaluadon. In die diN isiun of labour - who does whatInvlrvement in familv decisio,n-makiiig; who decides on w'hat, etc ? -\nd generallv, ilth impacts of the road on \omen and related issues should be assessed. Consuliancv: L Serv ices fbr tte Rev:ew of Peas,bilirv Study, Revie% of Environmental lmpac Assessment, 1 :! GONDAR - DEBARK KOCKS <, ROAD PROJ ECT INGENIEURE 2.14. t.;fis Svtem.; (Geographic Infnrmation System): In order to have concretk and realistic stud; findin-s. -he ccnsultanr Thal use: latest version of GIS systL-em that .%uOuld assist in anal sing, and processing the spatial and socio-cconornic data of thle study areas. T c - on&'Carnt sill! prLuCuce a gooi base map tiat will indicate possit±le relLcatiol sites land iCqL!.it:1)n. sensitive habitats botF. biopliysical and socio-cult1 and resettement nattems alo-icL the pro ect ro.'ads and other imrn:.tran physical features. The crn1Wultant shou;d use GIs s>' ZtciiiZ ;.r CJICUIL`l]u tle ot zi ofi.trifilaiud or graLirLg land to be exproprialcd or tak-ei tcrmpurlird andk'r pemmanent'A from farmers in the ROW, for indicating the exact location for rclocaric' nareas with sizes, and major tcns;s and other facilities on the map. 1-: Resetulement Action Plan (RAP) 2.1I. Background: Development projects stuch as road construction, which require lnd acquisition. uften involve involuntary resetilerment of some of the project benelicianes. Experience froml previous road projects revcal that, luilcss adverse social impacts such as resettlement are nmitigated, rhey wvill lead to severe sockio-economic and environmental impacts: loss of land: dismaritlement of production systemsn dislocatido of social values, propeaationi of sexually transmiitted diseases (STDS) and HI V/AIDS. soil and w%ater erosion and so on farmland. In order to minimize the adverse social impacts of road constructon operatiois under the RS[)P. RAPJs wvill be prepared in conicrt with the legal frane'.\ork of *he Federal iovernment of Fthiopia and thle World Bank-'s Operational Policies OP4.12. 2.16. Rationalc: The Einv-ronrnenual Polic; of the Federal Democratic Republic of ihibopia and in similar differcrit financinu auencics stares all persons whose livelihoods havc becn adverselv affected bv state development programs should xe compensated based on actual .iarket values for the afftedi resources." The Lther sectoral policies point out sililar acts that government institutions and individuals should take in protecting the natural environment. Theretire, RAPs slall focus on the assessment and addressing of Lhe likel) impacts of the developmcnt projcct and propote cost-effective and inplementablc mitigation measures. 2.17. Scope: Thlis proposcd service cncompasses the preparation of a RAP for the road project and a frmn vwith a groLp of experienced and appropriately qualified consuLLrans is cnviiaued. Tlie RAP should be devclopcd based on e.xistilg docuinentationi (e g., EPA's EIA Guideline Document; ERA's RSDPII document and Resettlement Policy Framework Paper'), and field stuJies. Relevant docunments are to be acquired hrough Lhe Environmental Nlonitor ng and Safet, Branch (EMSSB) in ER.A. 1The RAP shall provide project specific socin-econormic data about Project Aff'eced People (PATPs, aid miligation meitsures and custs. InfunriLion piesented in the RAP will facilitate: (a) die incorporation of relcvant sicial data into the road desian; (bi the righl ofway operations; (c) the poverty allevlation e.fons of road in cstmcilts. alid id) the enhancement ofthle livelihood of PAP. The dralP RAP should Cnnsuiluncy Senices lbr the Review of Feasibiiav Stud\. Review cf Environmental Inipact Assessmen!. 47 KOCKStARK GO NDAR - DEBARK ROAD PROJECT INGENIEURE , be discasc and eidorsed by L'.4A :-mld the World Bank betbie suthissYn if e ¶inal &L' U:11C.1tN 2.1. 1asks: \Vha-: .t, a lr-::d description is `iIl\w of waks. . Liclh thecciiulai4s) ex.peced to accomplish under trhlservices requested, c\tracting and usin2 :he irdIrma1011. where possible fron, any existingw duc'ruen:aion. Ihe tasks to be ;cnTdueted are dcrSbltied -~ clcw.' 2.18.1 Ltgial aud Admiui&trative Franiewurk: .\ss-es and present the applicable legal and administrative procedures. including d.escnption of the remedies available to displaced persons in the judicial process and the resolutionn normal ijiieframie for such procedurcs, and any available alternative dispute - the project. mechianisins thal may be relevant to resettlement under * Description of ERA. it's status and mandate, and how the institution is rclatcd to relevant mimstrics and policies, describe also FRA's Leeal Division and Right-of-Way (ROW) Branch. their mandates and functions in delivering entitlements. * lIderifv and present relevant lawvs and regulations (including customary and tradilional natural kiwi I gcverning land tenure, valuation of assets and lcsses. compensaLion, and recoucc usage rights: custoniarv personal law related to displacement: and environmental awsV and social welfare lep-islation. . ldertifx and present lawis and regulations reiatinn to tie agencies responsible for irpcnienting resettlenment activities. * Indkalc procedures for dc[li erIc'fcntitlcmcnts. domain ajnd * Xssess and present gaps. if any. Netween local lawvs co%ering enilnent rese'tlemzent and Lhe Bank's rcsetilement policcs, and the mechanisms to bridge such gaps: and any lcoal steps necessay to ensure the effective uiplementation of resettlement activities tinder the prnject, including, as appropriate, a process for reco 'zing r claims to legzal rights to land-includiiw cimans thint dernve from customary law and traditional usage (see OP4.12. paral.5 b). * Indicate the inmplementation process of the RAP that includes. but not limited to. the following points: grievance redress mechanisms thatwould apply to die resettlement plan alnd R\P implementr aion COStS. 2.18.2 Institutional Framework in * Identil)5 agencies rcsponsible for resettlement activities and NCiO0s rmat may ILave a role project implementation and assess tic institutional capacity of sucih agcncies and MN ,ts. of agencies and * Present aunN steps that are proposed to enhanc the institutional lapacity NG(Js responsible for resetlemera implementation. lc.els tiat are * Asscss orrnal and informal institutions at local, regional and nauional rz!Le'ant to the project. the inter-reluticniships betveen tlhese instiutions. awailabilitv ft- any legal and polifcal firaniework for initeraction among key stAeliolders aid the Reviewv of Feasibilav Srudy, eview of Esvironmenral lInpaca Assessment 4S -l trni1eav Services for GONDAR - DE BARK KOCKS c \ ROAD PROJECT INGENI EURE be-eci.irict. -.I the,pitjJL-I, any .lizratil'ca m lle .cllaiitN forclivcr.1 olsern iccS or Fnrnic ; eneliet. I:Si r. Rc hr-1r7'icILS rr?W.1c, Io0beneflciaiies ard atfectcJ pcople. 2.18.3 Soci -ecolnimic Siur e: Execute a 0Co)-econozmic survey co%erinz theflIIowi:vr - . Culr'c: CCocLlld[11s of tbe rkzhl:oEl-%.U' IL,a%oid inflow of new peoplc secking eligibil:ty * Sn.nu!a3rd cLractcnsrl5 okf dlspraccd households itkeline inflbnnauen (ii 11i% lihood. ecurk'1ii1L LLIc J social cC,).i`CrmaL)n occupations of the PAP, likely socio-economnic imnpactE cf it: project hoth in nrral and urban areas CThe magrz:udc ot tWe expected loss Itotal/full or partial). the impncb on agricultural and crailIg lards with the names of owners/users of the individual farmers. presumably in Sin' (!11n.exvic locatinis of land sites for construction camps. quarTics and borrow p.[; * infirmarionon ;uincrable group5 or persons (for whom special proxision may h2ve to be madJcL nunher of project affected persons: name of partially and lully affected persons. their lczctions, sizes, and types ot property affected. Types of properUeN Lu be affecICd i.Ce, houIses ai.d croplands trcs fCS: and permanent). cash crops (Coffee ' and (That plailts) si,all be assessed: * Pro, isiors to update Infornation on the displaced pcoole's lvelihoods and sLandards of li\i:,Lc: at reL.;Ir intervals so rh.t '-ie latest inlhrmriation ic available at the timc of Lheir disIcLiv(ncilu; * ct'L lsanc national and regioral land usc related policies and regulations, lard tenure anxld iranjr svtens, average land holding per household, number oif households to be aiT Ccicd and aINo sho%. the exact number of families dial Aill rctlocate to ncN; proposed sites atnd hat will re&oculc to tl.cnr n land. * vIe pattems cl' tncia1 uVcraciLm in the a'fectced cuinraunitics. including social nezwiorks alld soLial supper! syiemns. and liu'm they s%ill ic afiecrd by the project: * P.'alic infrastrrcmure and secial serv-ces that will he affected: * Socia and cuiltulral claraclenislcs of dis-placed ccmnmunities in lerms of zender. migrwflb and setlers and profebsolons andLi descriLbc to the extent feasible, dteir preferences ns regird&: to assisted resettlement or self-resetlernent). * The we-ndhiionls of k;cbele hoLuse renhere tlenants . if any, and squanTers dillevaliv built houses in the ROW), people who .;-ill lose their income, number and nanics of lhese persons. and number Lof housws (mith ;vpes). locations tlocayity), size, stLtIus & conditions of,these peop:e. and hwv thes are going to be trated and compensaied. anid income restoration mechaniLsms shall also be indicated. * !Conduct public consulation with PAPs and concerned locd adrinrtrativc todies along th. prject L-Jd ard note the outcome and include minutes ot' covernment official' Lummilinent to fdlsv assist the r;sertlernent action plan processes hWt'ore and/or after the -c.rnplzeti->n 0 the road pro' e:-t consII:anr srVIxes thr die Rcio,r ol Feasibilit) Scud, Reviedt of Fi'iusF.nuenuaI r hnpaa- Ass,nmczn IQ Ret.riew nlflelAile.ai U,oinEEerint, fln,rx Int T^rncte f^elVnrnnn for fnnduv. flhs,4' Dn,Ax lr;t GO N DAR -DEBARK KOCKSDEJAR , ROAD PROJECT I NGE NI EURE TIe inarket ValUe of buildinrS & trees. '.n reneral tenns. should' be split into the llowing subh-d(i;siorns: T'pe of buildingsD (new or ol) tc. be demolished: - numbc7. locations. sizc (in m), anid list of the owners of bot-h fully and partially demolished h1ouses and sianilarly for trees (tParil or permanent. species type. location: names adld nu1m1ber ot persons whose tue-s are tgoing to be affected and the ulwuber trees to bc daeereed orreznovcd shall he ind`icated. 2.18.4 Efigibilyil: Proxide a definition of displaced persons anid criteria fotr dtertmining their eligibilir Ibr compensation and oLlher resettlement assistance, including relevant cm-off dates 2.18.5 Valuation of and Compensation for Losses: Define and present the methodology to be used in valuing losses: determine the replacement cost and describe the types and levels of ceLs1cnsation proposed under local law and supplementary neasures considered necessary to achieve replacement cost for lost assets. 6 Public Consultation: The Consultant shall conduct public consultations at major -¶om;/villages all along the road, in as many as are to be aftected by the project road. InterviewsMth5 individuals belonging to different social and/or economic categones shall be miade. Questionnaires shall also be administered to NGOs for their opinions on the constr.etion wrorks in relation to the adverse effects. The outcome of these consultations shall be indica:ed. as vell as local inlitiatves Lt paulicipate in the roLad development project. :onsultonn shall also assess the key roles to he played by the different stak-eholders in termls of dleilvennr services, goods, works, or other elements in the project, mechanisms used for consultauion and DaN'CipaLio0: in Ilte project, main outcome and recommendations of the consultation process. and how these recomnmendations are to be incorpoirated irAc' the projecl. 2.1.7 Reseutlement Measures: Providc a dcscript.'on of the packages of compensation and otleor resettlement measuires rhat will assist each category of eligible displaced persons to achieve lhe objectives of the policy (see OP 4.12 Par. 6). In addition to being technlically -and economicaly feasible, the resettlement packages should be compatible with the cultural preferences ofthe idisplaced persons. and prepared in consultation with them. 1.18.8 Site Selection. Site Preparation, and Relocation: Identify and present if availabile, in urban areas. where the relocation x;ould be in clusters from wkhich to select one considering: * InstituLional and technical arrangements for identifying and preparing relocation sites for xNvhich a combination of productive potential, location advantages, and other factors is, at least. compr7able to the advantages of the old sites, with an estimate uf [lie time needed to acquire and transfer land and ancillary resources: * Any measures nei-iLsaXy to prevent land speculation or influx t-f ineligible persons at the seulected sitcs - Cunsuirancy SZeruces for the Review of Feasibiht~ Study,9Review of Enurwulmnenal impact AssdsslenL, 50 GO NDAR - DE BARK KOCKS c ' ROAD PROJECT INGENI E UR E * Prductil'2 ptiential. location ad;waitag;. aixi otte rfac:ors; * Procedures ftor phvsical relocation under the pr-oiect. including linet;iL for sihe preparation and trarsfeL:. and epl :irranglements for regulhrizino tenure 1md trarstsrring ItIIes to resLtle: * Prevention of land speculatioll or i',lusI\ ofineligble peFrnns ctthe selected sites. '2.18.1 housing Infrastructure. and Social Services: Prepare plans io provide (or to iLnance r scllcrs' provLsion of) housing. infirstructrLre (L.g.. water supply. Leeder roads . and sncial services (e.g, schools, health services), plans Eo ensure comparable services to hos; populatiOns, anI necessaryv sitc deceloprment, engineering. and architectural designs for these fac,li:ies 2.18.10 Environmental Protection and Nlanagement: Describe tie boundaries of the relocation area. .and assess (he environmental impacts of the proposed resettlement and idenlif% the role of the different stakeholders in regard to the protection of the environment and the execution c4f ilie reseltlemenit plan. 2.18.11 Implementationi Schedule; Prcparc an implenientation schedule covering all reseltlleien rehaibilitatio-n activities fronm preparation through implementaion. includinu taret-O dates mihe and hosts and defuie I;r achieern.ent of expected benefits to the resettled the various IOimls of assistance. The schedule should indicate how the resetilementrirehabilitution :activz'ie'; a-re. nked to the implmentaltion ofthe overall project. 2.18.12 C(osts and BRudget: Prepare rabies showing ilemi7ed cost estimates for all rNc.tlemruct .Kivities including allo\%ances for inflationi. :ompensation for loss of dillerent properties and lands, popularion growth. and other contingenicies; tinmetables for expendlrures; sources of funds; and arrangements for timely flow of lunds. and funding for reseutlenientr.rehabilitrnion, if any. in areas outside the jurisdiction of the implementing 2.18.13 Mionitoring And Evaluation: Describe arrangements for monitoring of resetlementi'rehahiliation acti%ities bv the implementing agencv. supplemented bv ,ndependen: monitors as considered appropriatz by the Bank, to ensurz complete and objectivce infomiation.; perfo-mance nionitoring indicators to measure inputs. outputs, and outconmcs lor resettlement ac:i%ities; in%olvemnent of the displaced persons in the nmonitoring process, evaluation of the impact of reettlement for a reasonable period after all resetliement and related development act:v:ties have becn completed; using the results of resetalement monitoring to gLiide subsequent implementation. Copsultancs Services for the Revie%; of FeasibilIn'Study. Review of En%ironmenra Impact Assessment, 51 (8) GON DAR - DEBARK KOCKS ROAD PROJECT INGENIEURE APPENDIX 2 Baseline References (Policy Papers, Legislative, Guidelines and Studies related to road activities) World Bank 1999: Operational Policy 4.01: Environmental Assessment World Bank 1990: Operational Directive OD 4.12: Involuntary Resettlement (Dec 2000) World Bank: Operational Directive: Poverty Reduction; OD 4.15, December 1991 World Bank 1999: Operational Policy - OP 4.20: The Gender Dimension of Development World Bank 1991: Operational Directive OD 4.20: Indigenous Peoples World Bank 1999: Operational Policy Note OPN 11.03: Management of Cultural Property in Bank Financed Projects World Bank: Road Sector Development Support Project, December 1997 EPA: Environmental Impact Assessment Guideline, Vol I - Procedural Guideline, June 1997; June 2001 ERA: Environmental Impact Analysis of the five roads selected for rehabilitation and/or upgrading ERA / GTZ 1998: Rural Roads Institutional Capacity Study, Addis Ababa 1998 ERA 1998 (Editor): Rural Roads and Transport Strategy Ethiopia, Addis Ababa 1998 ERA 2001: Ethiopian Rural and Travel Program (2000/1-2006/7) - Indicative Development Plan (Draft), Addis Ababa, May 2001 EPA: Standard Environmental Methodologies and Procedures Manual - 2002 World Bank 1999: Designing travel and Transport Projects which respond to the needs of Both Women and Men - Rural Travel and Transport Program (RTTP): 14th co-ordinating Committee Meeting, Pretoria, December 1999 World Bank: Poverty Reduction Strategy Papers, January 2000 Ministry of Agriculture: Ethiopian Forest Resource Base - Identification, Conservation and Rational Use in Ethiopia, May 1990 Ethiopian Forestry Action Program 1994 Ministry of Agriculture: The Wildlife Policy of Ethiopia (draft) FDRE Proclamation No. 1/1995: Constitution; Proclamation No. 9/1995: Environmental Protection Authority Establishment Proclamation ERA 1999: Gondar - Mereb Road Upgrading Project, Report on Environmental Aspects, March 1999 ERA 1999: Feasibility Study of RSDPSP II - Seven Roads Projects, Volume 1&2, November 1999 ERA 2003: Feasibility Study and Environmental Impact Assessment of Eighteen Roads (Package B Road Project), Road No. 2 Gondar-Shire, Final Report, May 2003 Plancenter Ltd / Ethiopian Roads Authority: Environmental Impact Analysis of the five roads selected for rehabilitation and for upgrading - Debre Markos - Gondar Road - Final report, October 1997 Ian Barwell: Transport in the Village - Findings form African Village Level Travel and Transport Surveys and Related Studies; World Bank Discussion Paper No 344 - African Regions Series, Washington 1996 Lebo, J., Dieter Schelling: Design and Appraisal of Rural Transport Infrastructure: Ensuring basic access for Rural Communities; in: World Bank Technical Paper No. 496 Tsunokawa, Koji; Hoban, Ch.: Roads and The Environment - A Handbook; World Bank Technical Paper No. 376, Washington 1996 KOCKS > GONDAR - DEBARK ROAD PROJECT INGENIEURE APPENDIX 3 Organisations and Individuals contacted during the environmental Field Surveys Name Organisation Ato Zelalem Feseha ERA, Manager District Engineering Division (DED) Ato Shumeye Abuhay Gondar Town City Services Manager mUAto Azanaw Asmamaw Surveyor, Gondar Municipality n Ato Teferi Zeleke ERA, Manager District Road Maintenance Contractor (DRMC) c Ato Mandefro ERA, District Engineering Division (DED) j Agegnehu Gebreyesus Gondar Chamber of Commerce, Members Affairs Department Head Ato Mamo Getahun Architect/Restorer, Amhara Region Tourism Commission Ato Gizat Abyou Woreda Administrator m2 Ato Yared Sahile Woreda Administration Office Head 0 Ato Baggew Tezera Public Relation Councilor < Ato Tadiwes Asrat Head of Municipality Ato Marie Alem Agriculture Office Ato Muhabaw Alene Woreda Administration Office Head x Ato ZelalemLiyew Dabat Woreda Rural Development Office Head n W/t Etagegnehu Surveyor, Dabat Municipality 0 Ato Derege Deressa Dabat Health Center Head Ato Yalew Meseret Dabat Health Centere Sanitarian Ato Amsalu Amare Woreda Administration Head Ato Hunelin Belay Woreda Administrator Ato Semachiw Haile Office Head, Woleda Administrative Ato Maye Yeshaw Kebele Administration, Head Ato Amsal Amare Administration Officer Ato Sisay Fekadu Municipality Planning Department Ato Tesfa Detew Surveyor m Ato Negussie Tsegaye SMNP Park Warden m Ato Mekonnen Alemie Public Agency a Ato Seid Abdella Public Agency Ato Ayelign Kibiret Public Representative Ato Mulugeta Derso Public Representative Ato Assefa Demeke Public Representative Ato Yohannes Biruk Head of Debark Woreda Rural Development Office Ato Zewdu Mekonene Manager Simen Park Hotel Sister Lete Negussie Debark District Hospital o Ato Wagaw Hailu Amhara Region Tourism Commission , Ato Tilaye Bitew Amhara Region Bureau of Finance and Economic Development s Ato Girma Tesfaye Amhara Region Bureau of Finance and Economic Development EU KOCCKKS GON DAR - DEBARK (9 ROAD PROJECT INGENIEURE Minutes of Town Meeting on 27 January 2005 with the Gondar Municipality (Gondar Town City Services) concerning the Gondar - Debark Road Project Introduction to the Project The Consultant (Kocks Consult GmbH of Koblenz/Germany & Metaferia Consulting Engineers P.L.C. of Addis Ababa/Ethiopia) gave an introduction to the Gondar - Debark Road Project proposed/planned by the Ethiopian Roads Authority (ERA) on behalf of the Government of the Federal Democratic Republic of Ethiopia (FDRE) with financial assistance of the International Development Association (The World Bank). The information on the objectives of the proposed/planned road project comprised general details on: * Alignment improvements and realignments; * Bituminous surfacing of the new road; * Provision of traffic safety measures; * Possible impacts on public/social facilities and housing units in the towns and villages located along the Project; * Land take including removal of houses (resettlement) and land compensation procedures according to the constitution of the FDRE and applicable proclamations; * Etc. Particular Considerations for Gondar Town The Consultant informed about the recommended/determined project starting point to be at the Martyrs Square in Gondar and the proposed/planned special road cross section for the town section providing an about 2m wide kerbed walkway for the great number of pedestrians including students from the high school located at the outskirts of the Town. With regards to the high volume of pedestrian traffic coming to/going from Gondar on the road up to Weleka village (Humera junction) it is also proposed/planned to have a 2m wide surfaced shoulder for this about 2.9km long section of the Project Road. Information of the Gondar Municipality The Gondar Town City Services Manager is welcoming the proposed Project, which will contribute to further development of the Town by the improved road access. For reference the Gondar Town Development Masterplan was presented, which already shows the improvement and widening of the road section from the Martyrs Square to the northern outskirts of the Town. For the removal and relocation of the affected houses the Municipality has already allocated an adequate area and will assist in the resettlementprocess. Discussion on Benefit Enhancement Measures * The proposed/planned road improvement measures, i.e. widened road and pedestrian walkways, will considerably improve the congested and dangerous situation on the concerned road section. * Along the first about lOOm from the Martyrs Square are about 23 kiosks, which were erected with the assistance of the Gondar municipality. Since the income from those kiosks is the main basis of the livelihood of the users the Municipalityexpressed the requirement to maintain those as far as possible. The Consultant confirmed that great care will be taken during the detail design phase to retain the kiosks. * For the improvement of the road the Municipality was asking to include also the extension of the street lighting up to the junction of the access road to the Goha Hotel, which will be considered by the Consultant in the detail design phase. Participants of the Meeting Ato Shumeye Abuhay Gondar Town City Services Manager Ato Zelalem Feseha ERA, Manager District Engineering Division (DED) Ato Azanaw Asmamaw Surveyor, Gondar Municipality Ulrich Willems Project Team Leader (Kocks) Million Gebreyes Sociologist (Metaferia) Gerd Betzinger Environmentalist (Kocks) KOCKS > GONDAR - DEBARK t ROAD PROJECT I N G EN I E UR E NIX N.,h.A 1126 .I:anudrn , 2005 11-1P%T ? NlWA. U7&i)r ll071I,J911. I: ,hh -v-pixf, 11h9ut l.(I X nA ITK R(fai VWs5.'II;l'{. VW\r "')1lll: Nh':lgl 11111 1 .!'t N, '; .1'l tI7B n,¢1AM00 RVix h,4.11,1e 10^AV"x 11'))i >wh} ''1'71)"V ?%:1l:);: )H A..e;17iA h1i)iU1a)- * 4'JL) *m.I-it1},*-trT sS.eil' .f.1) '57)' 5'°"I1UlaI (''111 imaR#P11 hf.'1":' 4Y tiA hri l 'I.s.Clh h+f'f; afZ, V+KC.e( 4-h-14 z1odl,Zf..}o".w: s 1}. : Y41S|5A1 V1SM f i.,:e- V0) (n) 1`7110 *.|n) A4.> n,,An] Y..}sIf)llflYhr:^@'I'l XS (A-Y.-i ' hol{§- W/IfiA V(Sti)l. ;> n.als ),+u V+11a-Ifl,*l,,,,Y3* 2-1-4 81"A'521 A14^ ti. IIj;^:: n Alti-11 ht-74-1 0-Cs MU.4% 20.hn f-IAAc se: 1XfZa.;#}.l-1; 1.1(lrkksns I O-7 "lo-} 'M) SI- h-1,01ESIM : f"11 AllAm-Y" {t5 h5.e.l,A.di fl.b- All' 110-M} l+tlfX ektf. *i7fX) ta5t'll I'Ail.e I NY11h +;g,l1A l !}PilW - 7) '\11:1-m ;1" '20 111,1:-: 111 11AY ,..111. -flg. I'..,lt;l--:v &.0-, ItY 1' 14t.7 - N')Vl:ITM-h -jAATA:: > s7.eff7eis. ,n 2,ellsl§/^g '7>'11(11 :1|(::: |:''l$}(;2lAh.4l ib1 '{.'g1'Z { 21nlx I',?. 1.. I"r 1l llf' i}"'Xt{l 1l2lXAz l' .r s V - , GONDAR - DEBARK KOCKS ROAD PROJECT ING E N I E UR E ', Minutes of Town Meeting on 27 January 2005 with the Woreda and Municipality Administration in Amba Georgis concerning the Gondar - Debark Road Project Introduction to the Project The Consultant (Kocks Consult GmbH of Koblenz/Germany & Metaferia Consulting Engineers P.L.C. of Addis Ababa/Ethiopia) gave an introduction to the Gondar - Debark Road Project proposed/planned by the Ethiopian Roads Authority (ERA) on behalf of the Government of the Federal Democratic Republic of Ethiopia (FDRE) with financial assistance of the International Development Association (The World Bank). The information on the objectives of the proposed/planned road project comprised general details on: * Alignment improvements and realignments; * Bituminous surfacing of the new road; . Provision of traffic safety measures; * Possible impacts on public/social facilities and housing units in the towns and villages located along the Project; * Land take including removal of houses (resettlement) and land compensation procedures according to the constitution of the FDRE and applicable proclamations; * Etc. Particular Considerations for the Amba Georgis Woreda and the Town The Consultant informed about the eligibility for compensation and that any claim is subject to a cut off date set with the completion of the socio economic survey and the inventory of properties respectively beyond which no claim should be entertained for compensation. The Consultant explained that as far as possible compensation/replacement of permanently lost land will be provided by a reinstated/recultivated area of an abandoned section of the existing road in realignments. These areas will become available upon completion of the construction of the new road and the reinstatement/recultivation of abandoned road sections in realignments will be part of the bill of quantities and the construction contract respectively. Information of the Amba Georgis Woreda and Municipality Administration The Woreda Administrator is welcoming the proposed Project, for which they were waiting so long and it will contribute to the development of the Town and an improvement of trade by the improved road access to Gondar and the Country's road network. The Head of the Municipality agreed with the comments of the Woreda Administrator and added that the planned Project is expected to improve the living conditions in the Town in general. The Municipality presented a Town Development Masterplan, which shows for the town passage a typical cross section with a four lane dual carriageway. It was discussed not to consider a four lane dual carriageway since the required construction width of more than 20m would require the removal of the first row of along nearly the entire town passage. The official stated that they are ready to assist and support in all respects the proposed Project, particularly for the land compensation process. Discussion on Benefit Enhancement Measures * The proposed/planned road improvement measures will also include an appropriate drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas. * The officials were asking whether improvement of access roads is also part of the Project. The Consultant advised that access roads/streets or portions thereof leading to important social facilities (e.g. schools, health clinics, markets) will be investigated and determined for improvement. Participants of the Meeting Ato Gizat Abyou Amba Georgis Woreda Administrator Ato Yared Sahile Amba Georgis Woreda Administration Office Head Ato Baggew Tezera Public Relation Councilor Ato Tadiwes Asrat Head of Amba Georgis Municipality Ulrich Willems Project Team Leader (Kocks) Million Gebreyes Sociologist (Metaferia) Gerd Betzinaer Environmentalist (Kocks) (4 GONDAR - DEBARK KOCKS + \ 'ROAD PROJECT I NGENI E URE T+ 0- AA0.7li~ IAn-)-j4J' dTJ.1.,AX V )Y~A-IV)4: lt)M '1°741` VeWY' + tail StMs )A - rw1mP-1 IY)( fl )MA).i 7fis) 4 £'1 *'..' , YoY Z) .q.A -1-V - l-l +'1/ 1'h I) 7II* JII ID/-q) Ii . I ' * lh -W' - t ".A'i.V1l74140 11?ihr:111 } InJn; kiAe Y) -h ,/ *IC.4.aA it:liu': ,i.ig.n-:" A.}tI+J {i), ,i5 -7j ,·cx4P Aa6l- I.,-I ~½/000)J!/f SfsIfe,tJlI'f:h|Eie.:7^: ?|h nh - XK @+t ftd Z pUh^fJ ,S ft ,+tX6- ...,, GONDAR - DEBARK KOCKS 4 R ROAD PROJECT INGENI EURE NIX.X.h 0126 1nuarN 201115jjq!/MIA hh-PA1iYC AA -)- ('111 Pi ')le (tlib of Kobhl :>wf ,en'/2' hn? "ii hg. hn, -1Ik i'td.lfl}I.l.Al^X APn V"1AII 1- 5Al,5'w21 }}gI.AH Ilz(t1: -11 S11)1 11,1e.1-1-1 (t' M-Y14 irn-nf,,io"1, ,, A';l- h+& Aonl; W,.A*hh-1Af;1 + " ~~ 0s.P.}Zs.;: ~ ~ e)>lP ~ ~ y ?,c -1} 11S'1'S {n'.It,() Y'V ''Se-I Mt14g*Y -11-1A V'73L1f1:1 Ae, il Ay Y-1; : AAA ||htY.)} fl+ar a; )Xd.9">f 4R}.^ h ?tff R.w7g.1)[1'7A fl.t ?1,1 71a l- 7r ,A St1INH4xl t. -MT' YJ).§r5" A,:: .L!69-lslli) ,VIISl,-'AA. WA'- 1"7A-:- 1l. Y +TA::{l< .1lf l .s,§0g; ,,,^|.^ o-VI \'1}/'llM '4ge11W) IIY. f)1t}-W '1'l.'}l'> Y"WtlSA".4 hWAA. : }t 1|1f'1,ll1lII4's,x t10;<},lthf ' I:1.9Y t-SSt] h'S S I)*b't)f} 811t.; .l8e. y,urIf f^ss;#)rtfSrll(e:l: og (') GO NDAR - D E BARK K KS ROAD PROJECT IN __ G E NI E UR E A...li1`9.1.1a Y .' IIiV/PA::,e A - "V.'JAY-i,ICfhi . ( :, A.4Y) - a 7 N,^,' 'Ae'A f-T YN v\Gj^,rc ,X ,t7 1w, .,,, - cjN2N ^ e g>> 1ba,1t(D rz: 1!> , * 7/ : -:.A - -,,, s*--. ,e~v~.: Asix. r - r -r r /w, ;'L .t-;; ' 7 /f7/ t i - ' &I 7s -~~~~I * i.t' r -. ' f ,(it/- KOCKS !9) GO N DAR - DE BARK - ROAD PROJECT INGENIEURE Minutes of Town Meeting on 26 January 2005 with the Woreda Administration in Dabat concerning the Gondar - Debark Road Project Introduction to the Project The Consultant (Kocks Consult GmbH of Koblenz/Germany & Metaferia Consulting Engineers P.L.C. of Addis Ababa/Ethiopia) gave an introduction to the Gondar - Debark Road Project proposed/planned by the Ethiopian Roads Authority (ERA) on behalf of the Government of the Federal Democratic Republic of Ethiopia (FDRE) with financial assistance of the International Development Association (The World Bank). The information on the objectives of the proposed/planned road project comprised general details on: * Alignment improvements and realignments; * Bituminous surfacing of the new road; * Provision of traffic safety measures; * Possible impacts on public/social facilities and housing units in the towns and villages located along the Project; * Land take including removal of houses (resettlement) and land compensation procedures according to the constitution of the FDRE and applicable proclamations; * Etc. Particular Considerations for the Dabat Woreda and the Town The Consultant informed about the eligibility for compensation and that any claim is subject to a cut off date set with the completion of the socio economic survey and the inventory of properties respectively beyond which no claim should be entertained for compensation. The Consultant explained that as far as possible compensation/replacement of permanently lost land will be provided by a reinstated/recultivated area of an abandoned section of the existing road in realignments. These areas will become available upon completion of the construction of the new road and the reinstatement/recultivation of abandoned road sections in realignments will be part of the bill of quantities and the construction contract respectively. Information of the Dabat Woreda Administration The Woreda official is welcoming the proposed Project, which will be an important measure to improve the living condition in the area and the development of the Town as well. The Woreda administration is ready to assist and support in all respects the proposed Project, particularly for the land compensation process. Discussion on Benefit Enhancement Measures * The proposed/planned road improvement measures will also include an appropriate drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas. * The official asked whether improvement of the access roads to the market area could be integrated in the Project. The Consultant informed that the access road/street to the market being an important social facility will be considered in the detailed designs. * For the improvement of the road the official was asking to include also an extension of the street lighting system up to the end of the town passage, i.e. up to the school after the Bassilikos bridge. The Consultant will consider this in the detail design phase. Participants of the Meeting Ato Muhabaw Alene Woreda Administration Office Head Ulrich Willems Project Team Leader (Kocks) Million Gebreyes Sociologist (Metaferia) Gerd Betzinger Environmentalist (Kocks) KOCKS , G O N DAR - DEBARK + ROAD PROJECT INGENI EURE hlft N.h..h 026 JnItuar%, 2005 hV.I'C+ W^An hh-IPAYC n 19C VI'C+ fanT.t tAu T(".h-l hiAi 4111A -1-t1. A)V'1'i.e', 1- ')1ii ?h"Pi?. (ihtnbih of c,t (iniarlv) enu;IA... I',CiA l:'>"/ * V4..t;, , ,r.A}teD',^II tIiflTIiI,, )>:n I'P)'^IhTi' n& i oui fl,IIIR {nJ.1"F /fl 3 .qj)-)e' )' A hIMiA-- V"'"IAI1IA A *Y4- 1e hN, }8" ao1,ikA, )rZl-7VzK .A X(.+ h-107 N, st,lh,,,W(r,'0y W44)} wl.. il,,eyvof ;-r 1 -sllflihirl - ll%:l, IN, han-hl;a il/t.-) -e . V.Yf+ rt h+lil h-M>1 h.; lli .l 8AA#,f t8& 1A K.A::i. / +P't-'1 )z11471A fif YA4.-NCf lAR hlT 20h;11 11 7.:, v: + Iw)...) i76 z r y.o rX /t1me.'l) .' l'fild.*: ve'io"'; fli1 'FW 4f.l 4fl,' hAX&':Ifi'i 111tn.S A.: 7.g.#}'l: 7oi9tsllls~ ~ -1 pfil.s.zllR'>fgfl|ilh;.l.,.e f,t}' il 'l;p.- Y.Y.0't1>'}f^'t"'lf\nt }1'>.1 l: '1&-: '''^}11 GO N DAR - DEBARK KOCKS K) ROOAD PROJECT INGENIEURE .Y,-?r' V1t1111I: V 71' T''i( * 31'*I-I1tV M;1. YOUsb . Aq'A-: - h *t*'t. '1,) -i nmy* rA f ll-T*Ia"I IJ.J14 -- hl. :Y&h h-l ht h-A6*'*xcl)I I:."ri fI1 .'h:lI*Iaihi.A 1'(.P)I* ~ / 'is i-1 0hh. .1.0'Yi (hhI.I -h4M1' A4 +h Ss, IXt! - r Al HIi,Or- vf ;h'-I11'; l,-51S.1' *i*i'e.1 Cs+ Ile he^ ;l l 1111s,4 () KOCKS GGO NDAR - DEBARK RO A D PROJECT INGENIEURE Minutes of Town Meeting on 26 January 2005 with the Woreda Administration in Debark concerning the Gondar - Debark Road Project Introduction to the Project The Consultant (Kocks Consult GmbH of Koblenz/Germany & Metaferia Consulting Engineers P.L.C. of Addis Ababa/Ethiopia) gave an introduction to the Gondar - Debark Road Project proposed/planned by the Ethiopian Roads Authority (ERA) on behalf of the Government of the Federal Democratic Republic of Ethiopia (FDRE) with financial assistance of the International Development Association (The World Bank). The information on the objectives of the proposed/planned road project comprised general details on: * Alignment improvements and realignments; * Bituminous surfacing of the new road; * Provision of traffic safety measures; * Possible impacts on public/social facilities and housing units in the towns and villages located along the Project; * Land take including removal of houses (resettlement) and land compensation procedures according to the constitution of the FDRE and applicable proclamations; * Etc. Particular Considerations for the Debark Woreda and the Town The Consultant informed about the eligibility for compensation and that any claim is subject to a cut off date set with the completion of the socio economic survey and the inventory of properties respectively beyond which no claim should be entertained for compensation. The Consultant explained that as far as possible compensation/replacement of permanently lost land will be provided by a reinstated/recultivated area of an abandoned section of the existing road in realignments. These areas will become available upon completion of the construction of the new road and the reinstatement/recultivation of abandoned road sections in realignments will be part of the bill of quantities and the construction contract respectively. Information of the Debark Woreda Administration The official and public representatives are welcoming the proposed Project, which will be an important measure to improve the living condition in the area and the development of the Town with particular view to the tourist industry that will generate employment opportunities. The Woreda administration is ready to assist and support in all respects the proposed Project, particularly for the land compensation process. Discussion on Benefit Enhancement Measures . The proposed/planned road improvement measures will also include an appropriate drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas. * The official asked whether improvement of the access roads to the market area and a cultural centre could be integrated in the Project. The Consultant informed that the access road/street to the market being an important social facility will be considered in the detailed designs. * For the improvement of the road the officials were asking to include also some extension of the street lighting system up to the begin/end of the town passage. The Consultant will consider this in the detail design phase. Participants of the Meeting Ato Amsalu Amare Woreda Administration Head Ato Hunelin Belay Woreda Administrator Ato Semachiw Haile Office Head, Woleda Administrative Atn Mave Ye-haw Kebele Administration. Head KOCKS () < - GONDAR - DEBARK ROAD PROJECT I NGENI EURE Ato Amsal Amare Administration Officer Ato Sisay Fekadu Municipality Planning Department Ato Tesfa Detew Surveyor Ato Negussie Tsegaye SMNP Park Warden Ato Mekonnen Alemie Public Agency Ato Seid Abdella Public Agency Ato Ayelign Kibiret Public Representative Ato Mulugeta Derso Public Representative Ato Assefa Demeke Public Representative Ulrich Willems Project Team Leader (Kocks) Million Gebreyes Sociologist (Metaferia) Gerd Betzinger Environmentalist (Kocks) GO N DAR - DE BARK KOCKS ROAD PROJECT INGENI EURE APPENDIX 4 EROSTON PROTECTION OF EMBANKMENT H>3m SCALE 1:50 SIDE VIEW EDGE OF SHOULDER k , Q :> / - SHRUB S ; GRASS SEEDING PROF ILtE EDGE OF SHOULDER TIMBER D.1Dm DIAMETER TIMBER 0.07m DIAMETER TOP SOIL (AVERAGETHICKNESS 50mm) SHRUB KOCKS GONDAR - DEBARK t ROAD PROJECT IN GEN I EU RE APPENDIX 5 Yields and Prices for Cost Estimation of ComDensation Table A: Yield and local Farm Gate Prices for Crops along the Project Road (March 2006) Yield (qt/ha) Price (Birr/qt) Crops Amba Dabat Debark Amba Dabat Debark Georgis Georgis Barely 15 14 12 210 280 270 Wheat 16.5 16 15 250 280 240 Beans 18 16 15 250 280 250 Peas 18 8 8 270 266 270 Teff 10.5 10 7 280 315 330 Lentil 4 4 5 350 350 350 Sorghum 22 10 10 160 165 160 Maize 15 15 12 160 160 180 Table B: House Types and Estimate Prices along the Project Road (March 2006) Gondar- Amba Georgis Dabat & House Type, House Area Weleka Debark Rural Urban Rural Urban Rural Urban r I Grass/Thatch Roof, 1,500 -- 1,500 -- 1,500 -- < 60 m2 EIB/unitl ETB/unitl ErB/unit: Grass/Thatch Roof, 2,000 -- 1,800 -- 1,800 -- i > 60 m2 ErB/unit ETB/unit: ETB/unit i Corrugated Iron Sheet Roof, 400 450 350 400 350 : 400 2 2 "standard house" ETB/m : ETB/m 2 ETB/m : ETB/m 2 2 2 ETB/M - ETB/M ------------------------------------- ----------- ----------- ----------- ----------- Corrugated Iron Sheet Roof, I I hollow block construction, 850 950 800 900 800 900 with electric power supply, ETB/m 2 ' ETB/m2 ETB/m2: ETB/m2 ETB/m2: ETB/m 2 own toilette, etc. GO N DAR - DEBARK KOCKS > __ ROAD PROJECT I NG E NI E UR E APPENDIX 7 World Bank OP 4.01 Tli. . policieswere preparedforuse by World Bank staff andare not necessarilyacomplete treatmentofthe subject. THE WORLD BANK OPERATIONAL MANUAL OP 4.01 II Operational Policies January 1999 Environmental Assessment This Operational Policy statement was revised in August 2004 to ensure consistency with the requirements of OP/BP 8.60, issued in August 2004. These changes may be viewed here. Note: OP and BP 4.01 together replace OMS 2.36, EnvironmentalAspects ofBank Work; OD 4.00, Annex A, 'EnvironmentalAssessment; OD 4.00, Annex B, Environmental Policyfor Dam andReservoir Projects; OD 4.01, Environmental Assessment; and the following Operational Memoranda: Environmental Assessments: Instructions to Staffon the Handling ofthe Borrower's Consultations with Affected Groups and Relevant Local NGOs, 4/10/90; Environmental Assessments: Instructions to Staffon the Release ofEnvironmental Assessments to Executive 'Directors, 11/21/90; andRelease ofEnvironmental Assessments to Executive Directors, 2/20/91. Additional information related to these statements is provided in the Environmental Assessment Sourcebook (Washington, D.C.: World Bank, 1991) and subsequent updates available from the Environment Sector Board, and in the iPollution Prevention and Abatement Handbook. Other Bank statements that relate to the environment include OP/BP4.02, Environmental Action Plans; OP/BP 4.04, NaturalHabitats; OP 4.07, Water Resources Management; OP 4.09, Pest Management; OP/BP 4.10, Indigenous Peoples; OP 4.11, Physical Cultural Resources; OP/BP 4.12, Involuntary Resettlement; OP/BP 4.36, Forests; and OP/BP 10.04, Economic Evaluation ofInvestment Operations. These OP and BP apply to all projects for which a PID is first issued after March 1, 1999. Questions may be I addressed to the Chair, Environment Sector Board. 1.The Bank! requires environmental assessment (EA) ofprojects proposed for Bank financing to help ensure that they are environmentally sound and sustainable, and thus to improve decision making. 2. EA is a process whose breadth, depth, and type of analysis depend on the nature, scale, and potential environmental impact of the proposed project. EA evaluates a project's potential environmental risks and impacts in its area of influence;- examines project alternatives; identifies ways of improving project selection, siting, planning, design, and implementation by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and enhancing positive impacts; and includes the process of mitigating and managing adverse environmental impacts throughout project implementation. The Bank favors preventive measures over mitigatory or compensatory measures, whenever feasible. 3. EA takes into account the natural environment (air, water, and land); human health and safety; social aspects (involuntary resettlement, indigenous peoples, and physical cultural resources;3 and transboundary and global environmental aspects.4 EA considers natural and social aspects in an integrated way. It also takes into account the variations in project and country conditions; the findings of country environmental studies; national environmental action plans; the country's overall policy framework, national legislation, and institutional capabilities related to the environment and social aspects; and obligations of the country, pertaining to project activities, under relevant international environmental treaties and agreements. The Bank does not finance project activities that would contravene such country obligations, as identified during the EA. EA is initiated as early as possible in project processing and is integrated closely with the economic, financial, institutional, social, and technical analyses of aproposed project. 4. The borrower is responsible for carrying out the EA. For Category A projects,- the borrower retains independent EA experts not affiliated with the project to carry out the EA.6 For Category A projects that are highly risky or contentious or that involve serious and multidimensional environmental concerns, the (;) GONDAR -DEBARK KOCKS > \ : ROAD PROJECT I NG E N I E UR E borrower should normally also engage an advisory panel of independent, internationally recognized environmental specialists to advise on all aspects of the project relevant to the EA.2 The role of the advisory panel depends on the degree to which project preparation has progressed, and on the extent and quality of any EA work completed, at the time the Bank begins to consider the project. 5. The Bank advises the borrower on the Bank's EA requirements. The Bank reviews the findings and recommendations of the EA to determine whether they provide an adequate basis for processing the project for Bank financing. When the borrower has completed or partially completed EA work prior to the Bank's involvement in a project, the Bank reviews the EA to ensure its consistency with this policy. The Bank may, ifappropriate, require additional EA work, including public consultation and disclosure. 6. The PollutionPreventionandAbatement Handbookdescribes pollution prevention and abatement measures and emission levels that are normally acceptable to the Bank. However, taking into account borrower country legislation and local conditions, the EA may recommend alternative emission levels and approaches to pollution prevention and abatement for the project. The EA report must provide full and detailed justification for the levels and approaches chosen for the particular project or site. EA Instruments 7. Depending on the project, a range of instruments can be used to satisfy the Bank's EA requirement: environmental impact assessment (EIA), regional or sectoral EA, environmental audit, hazard or risk assessment, and environmental management plan (EMP).8 EA applies one or more of these instruments, or elements of them, as appropriate. When the project is likely to have sectoral or regional impacts, sectoral or regional EA is required.2 Environmental Screening 8. The Bank undertakes environmental screening of each proposed project to determine the appropriate extent and type of EA. The Bank classifies the proposed project into one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. (a) CategoryA: A proposed project is classified as Category A ifit is likely to have significant adverse environmental impacts that are sensitive,1° diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. EA for a Category A project examines the project's potential negative and positive environmental impacts, compares them with those of feasible alternatives (including the "without project" situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. For a Category A project, the borrower is responsible for preparing a report, normally an EIA (or a suitably comprehensive regional or sectoral EA) that includes, as necessary, elements ofthe other instruments referred to in para. 7. (b) CategoryB: A proposed project is classified as Category B ifits potential adverse environmental impacts on human populations or environmentally important areas-including wetlands, forests, grasslands, and other natural habitats-are less adverse than those of Category A projects. These impacts are site-specific; few if any of them are irreversible; and in most cases mitigatory measures can be designed more readily than for Category A projects. The scope of EA for a Category B project may vary from project to project, but it is narrower than that of Category A EA. Like Category A EA, it examines the project's potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. The findings and results of Category B EA are described in the project documentation (Project Appraisal Document and Project Information Document)." (c) Category C: A proposed project is classified as Category C ifit is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project. (d) CategoryFI: A proposed project is classified as Category Fl ifit involves investment of Bank funds through a financial intermediary, in subprojects that may result in adverse environmental impacts. GO N DAR - DEBARK KOCKS ROAD PROJECT INGENIEURE EA for Special Project Types SectorInvestment Lending 9. For sector investment loans (SILs),11 during the preparation of each proposed subproject, the project coordinating entity or implementing institution carries out appropriate EA according to country requirements and the requirements ofthis policy.13 The Bank appraises and, if necessary, includes in the SIL components to strengthen, the capabilitiesof the coordinating entity or the implementing institution to (a) screen subprojects, (b) obtain the necessary expertise to carry out EA, (c) review all findings and results of EA for individual subprojects, (d) ensure implementation of mitigation measures (including, where applicable, an EMP), and (e) monitor environmental conditions during project implementation.`4 If the Bank is not satisfied that adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category B subprojects-including any EA reports-are subject to prior review and approval by the Bank. FinancialIntermediaryLending 10. For a financial intermediary (FI) operation, the Bank requires that each Fl screen proposed subprojects and ensure that subborrowers carry out appropriate EA for each subproject. Before approving a subproject, the FT verifies (through its own staff, outside experts, or existing environmental institutions) that the subproject meets the environmental requirements of appropriate national and local authorities and is consistent with this OP and other applicable environmental policies of the Bank.35 11. In appraising a proposed Fl operation, the Bank reviews the adequacy of country environmental requirements relevant to the project and the proposed EA arrangements for subprojects, including the mechanisms and responsibilities for environmental screening and review of EA results. When necessary, the Bank ensures that the project includes components to strengthen such EA arrangements. For Fl operations expected to have Category A subprojects, prior to the Bank's appraisal each identified participating Fl provides to the Bank a written assessment of the institutional mechanisms (including, as necessary, identification of measures to strengthen capacity) for its subproject EA work.'6 If the Bank is not satisfied that adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category B subprojects-including EA reports-are subject to prior review and approval by the Bank." Emergency Recovery Projects 12. The policy set out in OP 4.01 normally applies to emergency recovery projects processed under OP 8.50, Emergency Recovery Assistance. However, when compliance with any requirement of this policy would prevent the effective and timely achievement of the objectives of an emergency recovery project, the Bank may exempt the project from such a requirement. The justification for any such exemption is recorded in the loan documents. In all cases, however, the Bank requires at a minimum that (a) the extent to which the emergency was precipitated or exacerbated by inappropriate environmental practices be determined as part of the preparation of such projects, and (b) any necessary corrective measures be built into either the emergency project or a future lending operation. Institutional Capacity 13. When the borrower has inadequate legal or technical capacity to carry out key EA-related functions (such as review of EA, environmental monitoring, inspections, or management of mitigatory measures) for a proposed project, the project includes components to strengthen that capacity. Public Consultation 14. For all Category A and B projects proposed for EBRD or IDA financing, during the EA process, the borrower consults project-affected groups and local nongovernmental organizations (NGOs) about the project's environmental aspects and takes their views into account.'8 The borrower initiates such consultations as early as possible. For Category A projects, the borrower consults these groups at least twice: (a) shortly after environmental screening and before the terms of reference for the EA are finalized; and (b) once a draft EA report is prepared. In addition. the borrower consuilts with -icwh orn1inq thrniiclghniit nrrvi.ot GO N DAR - DE BARK KOCKS R O A D PROJ ECT INGENIEURE implementation as necessary to address EA-related issues that affect them.19 Disclosure 15. For meaningful consultations between the borrower and project-affected groups and local NGOs on all Category A and B projects proposed for IBRD or IDA financing, the borrower provides relevant material in a timely manner prior to consultation and in a form and language that are understandable and accessible to the groups being consulted. 16. For a Category A project, the borrower provides for the initial consultation a summary of the proposed project's objectives, description, and potential impacts; for consultation after the draft EA report is prepared, the borrower provides a summary of the EA's conclusions. In addition, for a Category A project, the borrower makes the draft EA report available at a public place accessible to project-affected groups and local NGOs. For SILs and Fl operations, the borrower/Fl ensures that EA reports for Category A subprojects are made available in a public place accessible to affected groups and local NGOs. 17. Any separate Category B report for a project proposed for IDA financing is made available to project- affected groups and local NGOs. Public availability in the borrowing country and official receipt by the Bank of Category A reports for projects proposed for IBRD or IDA financing, and of any Category B EA report for projects proposed for IDA funding, are prerequisites to Bank appraisal of these projects. 18. Once the borrower officially transmits the Category A EA report to the Bank, the Bank distributes the summary (in English) to the executive directors (EDs) and makes the report available through its InfoShop. Once the borrower officially transmits any separate Category B EA report to the Bank, the Bank makes it available through its InfoShop.20 If the borrower objects to the Bank's releasing an EA report through the World Bank InfoShop, Bank staff (a) do not continue processing an IDA project, or (b) for an IBRD project, submit the issue of further processing to the EDs. Implementation 19. During project implementation, the borrower reports on (a) compliance with measures agreed with the Bank on the basis of the findings and results of the EA, including implementation of any EMP, as set out in the project documents; (b) the status of mitigatory measures; and (c) the findings of monitoring programs. The Bank bases supervision of the project's environmental aspects on the findings and recommendations of the EA, including measures set out in the legal agreements, any EMP, and other project documents.-2 1. "Bank" includes IBRD and IDA; "EA" refers to the entire process set out in OP/BP 4.01; "loans" includes IDA credits and IDA grants; "borrower" includes, for guarantee operations, a private or public project sponsor receiving from another financial institution a loan guaranteed by the Bank; and "project" covers all operations financed by Bank loans or guarantees except development policy lending (for which the environmental provisions are set out in OP/BP 8.60, Development PolicyLending), and also includes projects under adaptable lending-adaptable program loans (APLs) and learning and innovation loans (LILs)-and projects and components funded under the Global Environment Facility. The project is described in Schedule 2 to the Loan/Credit Agreement. This policy applies to all components of the project, regardless of the source of financing. 2. For definitions, see Annex A.The area of influence for any project is determined with the advice of environmental specialists and set out in the EA terms of reference. 3. See OP/BP 4.12, InvoluntaryResettlement; OP/BP 4.10, IndigenousPeoples; and OP/BP 4.11, Physical CulturalResources. 4. Global environmental issues include climate change, ozone-depleting substances, pollution of international waters, and adverse impacts on biodiversity. 5. For screening, see para. 8. 6. EA is closely integrated with the project's economic, financial, institutional, social, and technical analyses to ensure that (a) environmental considerations are given adequate weight inproject selection, siting, and design decisions; and (b) EA does not delay project processing. However, the borrower ensures that when individuals GO NDAR - DEBARK KOCKS ROAD PROJECT __, INGENI EURE or entities are engaged to carry out EA activities, any conflict of interest is avoided. For example, when an independent EA is required, it is not carried out by the consultants hired to prepare the engineering design. 7. The panel (which is different from the dam safety panel required under OP/ BP 4.37, Safety ofDams) advises the borrower specifically on the following aspects: (a) the terms of reference for the EA, (b) key issues and methods for preparing the EA, (c) recommendations and findings ofthe EA, (d) implementation of the EA's recommendations, and (e) development of environmental management capacity. 8. These terms are defined in Annex A.Annexes B and C discuss the content ofEA reports and EMPs. 9. Guidance on the use of sectoral and regional EA is available in EA Sourcebook Updates 4 and 15. 10. A potential impact is considered "sensitive" ifit may be irreversible (e.g., lead to loss of a major natural habitat) or raise issues covered by OP 4.10, IndigenousPeoples;OP 4.04, NaturalHabitats;OP 4.11, Physical Cultural Resources; or OP 4.12, InvoluntaryResettlement. 11. When the screening process determines, or national legislation requires, that any ofthe environmental issues identified warrant special attention, the findings and results of Category B EA may be set out in a separate report. Depending on the type ofproject and the nature and magnitude ofthe impacts, this report may include, for example, a limited environmental impact assessment, an environmental mitigation or management plan, an environmental audit, or a hazard assessment. For Category B projects that are not in environmentally sensitive areas and that present well-defined and well-understood issues of narrow scope, the Bank may accept altemative approaches for meeting EA requirements: for example, environmentally sound design criteria, siting criteria, or pollution standards for small-scale industrialplants or rural works; environmentally sound siting criteria, construction standards, or inspection procedures for housing projects; or environmentally sound operating procedures for road rehabilitation projects. 12. SILs normally involve the preparation and implementation ofannual investment plans or subprojects as time slice activities over the course ofthe project. 13. In addition, if there are sectorwide issues that cannot be addressed through individual subproject EAs (and particularly if the SIL is likely to include Category A subprojects), the borrower may be required to carry out sectoral EA before the Bank appraises the SIL. 14. Where, pursuant to regulatory requirements or contractual arrangements acceptable to the Bank, any of these review functions are carried out by an entity other than the coordinating entity or implementing institution, the Bank appraises such alternative arrangements; however, the borrower/coordinating entity/implementing institution remains ultirnately responsible for ensuring that subprojects meet Bank requirements. 15. The requirements for Fl operations are derived from the EA process and are consistent with the provisions of para. 6of this OP. The EA process takes into account the type offinance being considered, the nature and scale of anticipated subprojects, and the environmental requirements of the jurisdiction in which subprojects will be located. 16. Any Fl included in the project after appraisal complies with the same requirement as a condition of its participation. 17. The criteria for prior review of Category B subprojects, which are based on such factors as type or size ofthe subproject and the EA capacity of the financial intermediary, are set out in the legal agreements for the project. 18. For the Bank's approach to NGOs, see GP 14.70, Involving NongovernmentalOrganizationsin Bank- SupportedActivities. 19. For projects with major social components, consultations are also required by other Bank policies-for example, OP/BP 4. 10, IndigenousPeoples, and OP/BP 4.12, InvoluntaryResettlement. 20. For a further discussion of the Bank's disclosure procedures, see The World Bank Policy on Disclosure of Information. Specific requirements for disclosure ofresettlement plans and indigenous peoples development plans are set out in OP/BP 4. 10, IndigenousPeoplesand QP/BP 4. 12, InvoluntaryResettlement. 21.See OP/BP 13.05, ProjectSupervision.