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VOL. 2 FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA ETHIOY IAN ROADS .AU'THORI?'Y Consultancy Services for Review of Feasibility Study, Review of Environmental Inlpact Assessment, Preparation of Resettlement Action Plan, Review of Detailed Engineering Design and Tender Documents MEKENAJO - DEMBIDOLO ROAD UPGRADING PROJECT REVISED FINAL ENVIRONMENTAL IMPACT ASSESSMENT REPORT March 2009 SPAN CONSU~TANTS PR~VATE L~M~TE~ in Association with Beza Consulting Engineers, Ethiopia Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized

Transcript of World Bank Documentdocuments.worldbank.org/curated/en/220701468037789174/pdf/e2054… · Project...

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VOL. 2

FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

ETHIOY IAN ROADS .AU'THORI?'Y

Consultancy Services for

Review of Feasibility Study, Review of Environmental Inlpact Assessment, Preparation of Resettlement Action Plan, Review of Detailed Engineering Design and Tender Documents

MEKENAJO - DEMBIDOLO ROAD UPGRADING PROJECT REVISED FINAL

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

March 2009

SPAN CONSU~TANTS PR~VATE L ~ M ~ T E ~ in Association with

Beza Consulting Engineers, Ethiopia

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Mekenajo . Dembidolo Road Upgrading Project Revised Final EIA Report

TABLE OF CONTENTS

......................................................................................................... TABLE OF CONTENTS i

EXECUTIVE SUMMARY ................................................................................................. xiii

INTRODUCTION ........................................................................................................ 1 .......................................................................................... Background and General 1

Objective of the EIA Study ............................................................................................ 1 Appreciation of the EIA - Study Report under Review ............................................... 2 Methodology of the EIA study ...................................................................................... 2 Scope of the EIA Study .................................................................................................. 3

............................................................................................................. Report Structure 3 POLICIES. LEGISLATIVE AND INSTITUTIONAL FRAMEWORK ............... 5 Policy Issues ................................................................................................................... 5 Environmental Policies .................................................................................................. 5 Sectoral policies ............................................................................................................. 7 World Bank policies ...................................................................................................... 9

......................................................................................................... Legal ftamework 1 2 Institutional and Administrative Framework ............................................................... 15 The Environmental Protection Authority (The Competent Agency) ........................... 15 Oromia Regional state Environmental Protection Office .......................................... 16 The Ethiopian Roads Authority (ERA) ....................................................................... 17 Regional Road Sector Institutions ......................................................................... 18 PROJECT DESCRIPTION ...................................................................................... 19

........................................................................................................... Project Location 19 ..................................................................................... Proposed Road Improvements 19

.......................................................................................................... Project Activities 20 Projects Right-of-way Condition and Influence Areas .............................................. 20

........................................................................................ The re-aligned road sections 21 ... DESCRIPTION OF THE BASE LINE ENVIRONMENTAL CONDITIONS 22

...................................... Environmental Conditions - Regional1 Zonal1 Woreda level 22 ............................................................................................ Topography and Location 22 ............................................................................................ Climate and Meteorology 22

.................................................................................... Geology and Mineral Deposits 22 .............................................................................................................................. Soils 23

.......................................................................... Water Resources and Drainage Basin 24 .................................................................... Wetland I Marshland Areas and Swamps 24

............................................................................................ Flora and fauna resources 25 ............................................................................. National Parks and Protected Areas 25

.................................................................... Population. Ethnic and Religious Groups 26 ....................................................................................... Ethnic and Religious Groups 26 ..................................................................................... Socio~conomic Environment 27

........................................................... Zonal & Woreda Level Land Use /Land Cover 27 ............................................................................ Health Status and health institutions 28

Education Status and Facilities .................................................................................... 30 .......................................................................................................... Source of Energy 32 ........................................................................................................ Transport network 32

................................................................................................................ Water supply 32 Gender Equity Issue ..................................................................................................... 33

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................................................................................. Historical and Cultural Heritages 33 Public Consultations and Community Acceptability of the Road Upgrading Project . 34 Environmental Conditions of the Road Route Corridor Re-emphasized ..................... 35 Existing Road Pavement Condition ............................................................................. 35 Bio . Physical Environment ......................................................................................... 35 Water Resources along the Road Route ....................................................................... 39

......................................................................................................... Vegetation Cover 40 Soci-conomic Situation of the Project Road Corridor ............................................. 40 Material Production Site Condition and acquisition .................................................... 42 ANALYSIS OF ALTERNATIVES ........................................................................... 49

.................................................................................... Alternatives of Road Surfacing 49 ................................................................................................ Environmental Aspects 49

Socio - economic Aspects ........................................................................................... 49 ......................................................................................... Alternative Route Analyses 50

............... Alternatives of the Road upgrading Project versus the no Project Scenario 51 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS OF THE ROAD

........................................................ PROJECT AND MITIGATION MEASURES 52 .............................................................................................. Overall Positive Impacts 52

......................................................................................... Impacts on Local Economy 52 .......................................................................... Impacts on Access to Social Services 53

............................................................................... Impacts on Women /Gender Issue 53 ....................................................................................... Impact on Poverty Reduction 53

Impacts on Traffic Safety ............................................................................................. 54 ................................................................................................. Rain Water Harvesting 54

Potential Adverse Impacts and Mitigation Measures .................................................. 55 Adverse Impacts on the Bio - Physical Environment ................................................. 55

. 6 Adverse Impact on National Parks and Protected Areas ............................................. 61 Adverse Impacts on Socio- economic Environment ................................................... 65

............................................................................ Duration and Scale of impacts 71 Impact Type .............................................................................................................. 71 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ............................................ 73 The Management plan .................................................................................................. 73 Institutional Needs and Responsibilities ......................................................... 92

.......................................................................................... Training Requirements 92 Work Program for the environmental mitigation management plan ......... 92 Provision of Environmental Contract Clauses in the Construction Contract Document ..................................................................................................................... 96 ENVIRONMENTAL MONITORING PLAN ....................................................... 101 The Monitoring Program ........................................................................................... 101 Institutional Arrangements for Environmental Monitoring ....................................... 102 Environmental Mitigation Management and Monitoring Costs ................................ 103 Preparation of Local Map of the Project Area ........................................................... 105 Schedule of reporting ................................................................................................. 106 CONCLUSION AND RECOMMENDATIONS ................................................... 107

REFERENCES .................................................................................................................... 108 Annexes ................................................................................................................................. 109 Annex 1.1 .............................................................................................................................. 110 Annex 4.2 .............................................................................................................................. 129 Annex 8.1 .............................................................................................................................. 131

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Photographs ........................................................................................................................ 136

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List of Acronvms

ADLl

CSA

CSE

OC

EA

E IA

EMS6 of ERA ERA

EMAP

EMP

EPE

E PA

ES

ERA

ESDPRP

EFDRE

GIs

IPDP

IDA

Mas1

N GOs

OEPB

ONRS

ORRA

PAPS

PIA

Agricultural Development led Industrialization

Central Statistical Agency

Conservation strategy of Ethiopia

Degree Centigrade

Environmental Assessment

Environmental Impact Assessment

Environmental Monitoring & Safety Branch of

Environmental Management Action Plan

Environmental Management Plan

Environmental Policy of Ethiopia

Environmental Protection Authority

Environmental Specialist

Ethiopian Roads Authority

Ethiopian Sustainable Development and Poverty Reduction Program Federal Democratic Republic of Ethiopia

Geographic Information System

Indigenous Peoples Development Plan-".

International Development Agency

meters above sea level

non- government Organizations

Oromia Environmental Protection Bureau

Oromia National Regional States

Orornia Rural Road Authority)

Project Affected People

Project Influence Area

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RECC

RRRA

RAP

RE

ROW

ROWPB of ERA

TOR

VEC

WMS

Regional Environmental Co-ordination Committee

Regional Rural Road Authorities

Resettlement Action Plan

Resident Engineer

Right -Of - Way

Right - Of - Way Protection Branch

Terms of Reference

Valued Environmental Components

Welfare Monitoring Survey

FIGURES

Figure 1.1 : Location Map

Figure 1.2: GIs Environmental Map

Figure 1.3 Realigned Town Sections

ANNEXES

Annex 1.1 Terms of Reference

Annex 1.2 Check list for environmental scoping

Annex 4.1 List of consulted persons and institutions contacted

Annex 4.2 List of some Flora Species, Endemic Plant Species etc.

Annex 8.1 Maps

Location Map

Environmental Map

Realignment Town Sections

Photographs

LIST OF TABLES

Table 3.1 : Districts and towns along project road

Table 4.1: Mineral deposits of Wollega zone

Table 4.2: District wise population of project influence area (2005)

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Table 4.3: Ethnic and religious composition in the PIA

Table 4.4: Sub-regional and zonal landuselland cover

Table 4.5: Land uselland cover of the PIA (Hectares)

Table 4.6: Population per medical personnel of West Oromia sub region, 200112002

Table 4.7: Top ten most relevant diseases in the PIA (2005)

Table 4.8: Health facilities of Woredas in the PIA (200512006)

Table 4.9: School enrolment by zone of West Oromia sub region, 200212003

Table 4.10: School distribution in West Oromia sub region, 200212003

Table 4.1 1 : School distribution in the PIA (200512006)

Table 4.12: Road network distribution in West Oromia sub region by zone and type

200212003

Table 4.1 3: Distribution of households by water supply source

Table 4.14: Existing road pavement condition

Table 4.15: Physical environment along the road alignment

Table 4.16: Climatic conditions of the route corridor

Table 4.17: Rivers along the road alignment

Table 4.18: Land use within 30m radius of the project road

Table 4.19: Population of towns & villages along the road route (2005)

Table 4.20: Potential quarry sites for crushed aggregate and masonry works

Table 4.21 : Potential sources of natural gravel for sub base

Table 4.22: Potential sources of borrow material for embankment

Table 5.1: Analyses of alternative road standard from socio-economic point of view

Table 7.1: Schedule of management and responsibilities

Table 7.2: Environmental management action plan

Table 8.1 : Environmental mitigation management, monitoring and training costs (Birr)

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EXECU'TIVE SUMMARY

E.l Introduction

Mekenajo - Dembidolo Road project is located in the West Wollega Zone of the Oromia Regional State. The proposed road route traverses eight woredas of the zone namely: Ayira Guliso, Gawo Dale, Gimbi, Hawa Walel, Lalo Assabi , Seyo, Dale Sedi and Yubdo woredas, and it connects town centers and several villages of those woredas. The project route map is shown in Fig 1.1. The project is among the road project works planned by the Ethiopian Roads Authority (ERA) for the transport sector development.

The Ethiopian Road Authority has secured fund from IDA for the implementation of the project. ERA commissioned SPANS Consultants in association with Beza- Consultants to undertake review of the feasibility study, review of the Environmental Impact Assessment (EIA), review of the detailed engineering design and tender document preparation of the Mekenajo - Dembidolo Road project.

The Environmental Impact Assessment review has been conducted in accordance with the requirements of the Terms of Reference (TOR).

The EA report prepared in June 2003 has been revised and updated to reflect the current situation of the project area. This EIA report, therefore, represents the revised version of the previous report.

E.2 Existing Road and Environment

The existing road is a gravel surfaced RR-50 standard road. The width of the existing road ranges from 4.92 to 6.15 meters. The road starts from the town center of Mekenajo (km 0+000) and ends at the town center of Dembidolo (180+596). The road pavement along the project road is severely damaged at some places. During the field visit extensive pavement deterioration was observed at stations 8+100 - 9+200, 86+000 - 96+600, 113+100 - 136+800, and 139+800 - 145+700, where comfort speed was poor to very poor at 40KmIh. The road project falls in the West Wollega zone, in the Western part of the Oromia National Regional State. West Wollega zone lies between 8'1 2'N and 10" 03N latitudes and 34 " 08' E and 36 " 10' E longitudes - and is characterized by physiographic features of mountain, undulating and rolling plateaus, and gorges ranging from 500 to 3200masl.

Western Oromia Sub region on the other hand extends from 07 " 13'16" to 10 " 20'1ON latitude and 34 " 08'30" to 37" 40'53"E longitude. The Altitude of the sub region ranges from 500masl up to over 3000masl.

E.2.1 Biological & Physical Environment

The road route traverses mainly mountainous and rolling topographic land forms, with smaller section of flat terrain. The project road follows a ridge in the initial part of the road up to km 30+000. The first 20 km part of the road is saddled with sharp curves and erosion gullies. The road traverses escarpment section from km 33 up to Ayira town. From Ayira to the end of the project most of the terrain is mountainous and rolling sections.

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West Wollega zone is one of the densely vegetation covered areas of the country. The area is covered with forests and tree crops including coffee and fruit trees. The Climatic Climax Vegetation (i.e. the vegetation that would develop in the absence of human interference, only by the natural environmental conditions) of the zone includes; broad leafed forest, grasslands and wetlandslmarshlands. Broad leafed forest trees are found almost in all districts of the zone including those traversed by the project road. The influence area of road route is mainly dominated by Aningeria species and Olea species. Grasslands consisting of different species cover limited areas in the drier south and south western areas while wetlandslmarshlands are localized in the central western part of the zone.

There are significant wildlife habitats in the West Wellega zone including the woredas traversed by the road project. The common wild life of the zone include Lion, Buffalo, Hippopotamus, otter, Civet, Bushbuck, Roan Antelope, Leopard, striped hyena, Columbus monkey, Patas monkey, hamadryads, baboon and Klipspringer.

West Wollega Zone has rich mineral resources including ferrous mineral and precious metals like gold and platinum. The precambrian era rocks are sources for the ferrous, none -ferrous and the precious metals, while the Cenozoic era sedimentary rocks are sources of the iron and coal. The mineral of the zone consists of coal, iron, nickel, precious metals (Gold and Platinum), non-ferrous minerals (Cobalt, molybdenum, titanium, Uranium and phosphate), and industrial and construction mineral like marble. Some of the localities with high mineral deposits fall with in the influence area of the road project; this includes Yubdo, Gimbi, Dembidolo, Guliso - Hena.

E.2.2 Water Resources and Wetland I Marshland Areas

West Wollega Zone has high water resource potential both surface and sub surface water resources. Most of the rivers of the zone are perennial, and there are also seasonal streams. Ground water source is shallow with depths ranging up to 100m. The eastern and south eastern part of the zone, also constituting the districts traversed by the road project has pocket areas of unconsolidated alluvium aquifer with high productivity yield and unconsolidated sediments forming low productivity aquifer.

Wetlandslmarshlands generally support a wide range of biotical, hydrological, and physical processes which result in ecosystem function and the provision of valuable goods or services. The wetlandlrnarshland and flood plains in the woredas traversed by the road are used as grazing grounds especially during the dry weather periods of the area and also for crop harvest in the dry seasons. Almost all the woredas have such marshland areas, though the plot areas differ from woreda to woreda. The total area of wetlandlrnarshland in those woredas is estimated at 3000 hectare.

There are however very limited wetlandlmarshland areas along the Project Road route. The wetlandlmarshland sites in the project area are those seasonally water inundated plain lands along the river banks traversed by the road. There is no extended wetlandlmarshland area specially designated as protected site1 conservation site. The identified smallllimited wetlandlmarshland areas along the road route are found around km 37, 98, 126 and 170 mainly along river courses. All these wetlandslmarshlands are relatively small in size but have useful ecological functions.

E.2.3 National Parks and Protected Areas

There is no designated national park. There are a number of potential protected areas, such as wildlife reserve and conservation areas available in West Wellega zone and the Western

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Oromia is endowed with forest and water resources forming areas potentially rich in wildlife conservation. However, according to site investigations by the consultant and also as confirmed by the Oromia Environmental Protection Office (re-confirmed in January 2009), there is neither park nor protected conservation site along the road route and in the proximity of the road project site. All of the designated protected areas and conservation worthy sites are very far from the project influence areas. The road project works, both for the main activities of road construction and for the ancillary works neither touch nor will be located in any one of those physical resource sites as they are at far distance from the route corridor.

There is plot of planted forest land (mainly juniper us trees) from station 16 + 900km up to station 19 +000km. along the road route, which is used as recreational site for those residing in the area.

E.2.4 Historical and Cult~~ral Heritages

According to the Atlas of west Oromia, Historical and cultural resources in the West Oromia Sub Region include: Palaces of Aba Jiffar & Kumssa Moroda, Mosques of Aba Jiffar and residential houses. Places of worship like traditional mosques, monasteries and churches are found in the sub region. Among the traditional places the Beluke in Wellega and the Sida Abachagi in lllubabor are the prominent ones. At these sites, the ancient holy trees of faith of the Oromo people are displayed. As confirmed by the Oromia Environmental Protection Bureau in January 2009, and as observed at site by the EIA consultant, there are no recorded historical, cultural and archeological heritage sites with in the project influence area and in the right - of - way of the road route. This fact was also confirmed by the consultation results made with the woreda administrations and elderly people of the project area, and during the site visits and site investigation.

However, there are churches, mosques, Odas and burial places that fall within the road project influence areas but out of the ROW of the road. There may also be unexplored archeological findings that may encounter upon excavation works - though known religious and sacred places, cemeteries and monuments of the area are away from the road alignment. There is always possibility to yield undiscovered cultural artifacts, and any cultural and archeological resources encountered should be reported to the local (woreda) Environmental Protection Office and/or the woreda culture and tourism desk and arrangements are made as to how the PCR is protected and conserved either on site or relocated as the case may be.

Mitigation measures or avoidance for the archeological / cultural heritages if encountered will be accomplished as per the requirements of the available legal frame work "Proclamation No.209/2000", a proclamation to provide for research and conservation of cultural heritage.

This proclamation describes the management of cultural heritages under Part two of the document. Some of the issues discussed include; Owner of cultural heritage, establishment of museums, classification of cultural heritage, registration of cultural heritage, duties of owners of cultural heritage, conservation and restoration of cultural heritage, preservation of cultural heritage, removal of cultural heritage etc.

Part four of the proclamation discuses on reserved areas, Inspection, duty to cooperate and penalty. Under this part it is indicated that unless it has been decided by the council of ministers, no person may, without a permit issued by the authority, carry out building or road construction, excavations of any type or any operation that may cause ground disturbance in

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an area declared reserved. However, this is not triggered by he project as there is no such reserved PCR sites in the road route corridor.

Accordingly;

Protection and preservation requirements for Cultural heritages, Archeological sites and aesthetics of Landscape shall be specified in the construction contract documents for contractors. The contractor will abide to the requirements of Proclamation No.20912000. The contractor should consult the responsible bureau in the area in cases of findings of such properties on the site before removal and damage. Damages to locally significant sites like religious places, funeral places, grave yards, Holly trees (Oda), Holly springs shall be avoided by alternative routes, as sites of quarry and borrow pit, access and detour roads or as material storage site.

Any archeological findings encountered up on excavation shall be reported immediately to the concerned bureau or department to register and guide the conservation and protection of such a heritage

The woreda environmental office and woreda culture and tourism desks should be informed upon mobilization of the construction activities and also be involved in the site environmental management and monitoring processes. ERA through its assigned supervising consultant should liaison with the woreda administration to involve them and seek their assistances at all levels of the environmental conservation and in monitoring of the implementation of mitigation measures. The contractor is also instructed to liaison with the woreda administration as required and to cooperate in considering their concerns and guidance in agreement and after approval by the supervising consultant.

The woreda environmental1 natural resource conservation desks have to be capacitated and trained on environmental management and monitoring activities. The project may consider a short term training of the experts in each woreda traversed by the road project. The ERA'S ESMB has the capacity to organize and conduct such short term training in collaboration with the project consultant and with the Oromia Region Environmental Protection Office.

E.2.5 Population, Ethnic and Religious Groups

As per the information contained in Statistical Abstract, 2004 (Central Statistical Agency), total population (July 2005) of eight woredas constituting the influence area of the project road is estimated as of July 2005 at 977,710 (Males - 481,967 and Female - 495,743). The major ethnic groups of the woredas in the influence area are Oromo (85%), Amahara (9.1%), Guragea (1.3%) and others constitute the remaining 4.6%. The main languages include Oromifa, Amarigna, Gedeogna and Guragigna. The religious groups in the project woredas constitute orthodox Christian, Musilim, Protestant Christians. Percentage distribution of different ethnic and religious groups in the project influence area (PIA) is given Table 4.3.

A map showing the major features of the environment is shown in Fig 1.2

E.3 Objectives of the Environmental Impact Assessment

The overall objectives of this EIA-study is to update the previous EA report June 2003) to reflect the detailed design of the project road in order to ensure that environmental issues and concerns are duly considered and incorporate in the planning and implementation of the road project. Accordingly, the study identifies environmental components that are likely to be

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significantly affected by the road project implementation and proposes mitigation measures that would avoid andlor minimize adverse impacts and to enhance the positive ones.

E.4 Methodology of the EIA study

The environmental impact assessment process followed data collection both from primary sources and secondary sources. Identification and analyses of significant environmental issues is made on the bases of those data. Baseline data collection was done through field investigation, consultation with stakeholders and from previous study documents.

E.5 Proposed Project and Activities

The total length of the road would be 181 km and width of 7-meters asphalt surfaced carriageway, with 1.5 m gravel shoulders on either side. The road project starts at Mekenajo town (km 0+000) which is located 456 km from Addis Ababa on the Addis Ababa- Nekempte- Assosa highway, and traverses south up to Dembidolo town (km 180+596).

The major activity of the road project is an upgrading of the existing gravel surfaced road (the width between 4.92 to 6.15 m.) to asphalt surface road (carriageway 7m asphalt surface. and gravel shoulderl.5 m on both sides, except for two short realignment town sections, 8.8 km in total to improve access to nearby town centers: Ayra and GebaRobi towns whereby following the existing cart path and urban town roads that are currently located at some distances from the existing gravel paved road alignment (ref. Fig. 1.3). However, the realigned section traverses through unpaved ground and farmlands, partly through vegetation covered and animal grazing grounds and partly through cultivable farmlands, and no significant environmental impact is anticipated.

The construction work activities include site clearing, excavation and grading, filling, compacting, waterways and wetlandlmarshland crossing, paving, use of heavy machinery, quarry and borrow material development, establishing camps, temporary detour roads construction and maintenance. Other ancillary works like quarry site development, temporary access road and detour road construction, etc. shall also be executed in the project area.

E.6 Policy, Legal and Administrative Framework

Policies, legal and administrative provisions relevant to environmental issues and sustainable development are briefly discussed to highlight the working environment under which the project implementation operates in Ethiopia. The extant policy and regulatory framework in Ethiopia is adequate to address the environmental concerns arising from the implementation of development projects road sub-sector. Although the institutional set up at the federal level (i.e. Environmental Protection Authority, Ethiopian Roads Authority and its Environmental Monitoring & Safety Branch, etc) is well equipped with experienced professionals, however, they need to have proper logistical support for efficient supervision and monitoring.

At the regional state level, there is an Environmental Protection Office of Oromia, which is mandated to handle environmental conservation and protection issues within the region. It is being organized to capacitate itself in accomplishing its responsibilities.

Applicable World Bank safeguarded policies (OPIBP 4.01 Environmental Assessment, OPlBP4.11 Physical Cultural Resources and OPIBP 4.12 (Involuntary Resettlement) are also applied and complied with that are expected to be triggered by the project road.

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These policies and guidelines are the bases to implement the Environmental Management and Monitoring Plans as discussed in the following sections.

E.7 Project Alternative

Analyses of project alternatives considered three major parameters;

Alternative Road Surfacing Standads: as alternatives, High gravel, Asphalt Surface Treatment and concrete asphalt surfacing materials have been compared from aspects and socio-economic analysis.

Alternative Routes: Alternative route analyses compare the need for diversions and new alignments to access some of the town centers: Ayira and Geba Robi) that are located at some distances away from the existing road alignment. Otherwise, the proposed road maintains the existing alignment all through the lengths of the road. The socio-economic and environmental impacts in combination with the results of the user community consultation has been analyzed in order to recommend the most appropriate option.

Alternative of the Road Upgrading Project Vs the No Project Scenario: this alternative discusses the situation with out the road condition improvement (i.e. the existing road as it is) with that of asphalt surfaced standard road. This is evaluated both from socio-economic as well as environmental perspectives.

E.8 Environmental lmpact Analyses

Analyses are conducted with a view to identifying the environmental component that would likely to be affected by the road project i.e. the Valued Environmental Components.

The resulting impacts are categorized as positive or beneficial and negative or adverse impacts. Positive impacts are mainly related to the social and economic benefits that would be attained due to the road condition improvements, while the adverse impacts are mainly related to the relocation of people and loss of properties, disturbance and degradation of the natural bio-physical environment on the other hand.

W lmpact on Flora: Major impacts to the vegetation cover would be caused during the construction phase of the project. Attention should be given to especially the new alignment sections (Ayra and Geba Robi) where there is undisturbed vegetation cover,

Y lmpact on Fauna: There are no major wild life habitat like parks and sanctuaries that fall in the right - of - way of the road project, and no endangered wildlife species reported in the area. However, common wildlife population like apes, monkey, hyena etc. and different birds species are found in the route corridor,

Id lmpact on WetlandslMarshland: The road construction and operation will have a limited impact on the wetlandlmarshland along the road route at km 37, 98, 126 and 170. It can affect the flow pattern of surface runoff by concentrating flow at certain points, which can contribute to flooding and erosion effects in the area, undermine the natural water movement and impair the biological cycle and productivity of the wetlandlmarshland.

EP lmpact of Construction Materials Development and Operation: The specific location of construction material sites is not known upfront, but will later on be identified by the contractor. Excavation and removal of the material result in disturbances of the natural landscape, the vegetation cover, the fertile top soil. Excess or spoil soil left over if not appropriately treated may be washed away in to the near by streams and cause siltation of the water body.

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Impact on Land Use: Loss of agricultural land or grazing land can occur either temporarily or permanently. The road upgrading follows mainly an existing old road alignment and the impact on land use will be limited - however is substantial for the realigned sections.

IO lmpact on Public Health: The area is malaria affected zone and stagnant water that accumulates on excavated grounds, abandoned quarry and borrow development sites, excavated side road ditches and ponds may create favorable condition for mosquito breading. In addition sexually communicable diseases including HIVI AIDS may be an issue due to the migrant work force.

Is lmpact on Physical and Cultural Resources: As confirmed by the Oromia Regional State Bureau of Tourism and Culture in January 2009, there is no recorded significant Cultural or historical heritage comparable to that of palaces and unique worship sites recognized at national or regional level along the road right of way that might be affected during construction. However, there are churches, mosques, Odas and burial places that fall within the road project influence areas, and there may be unexplored archeological findings that may encounter upon excavation works.

E.9 Mitigation Measures

The engineering design attempts to avoid environmental components that are likely to be affected adversely by the project activities. However, adverse impacts that can not be avoided would be minimized through implementation of appropriate mitigation measures. Accordingly, mitigation measures and mitigation management plans are proposed. The adverse environmental impacts that result due to the paved road route would be minimal.

The influence area of road route is mainly dominated by Aningeria species and Olea species. Grasslands consisting of different species cover limited areas in the drier south and south western areas while wetlandslmarshlands are localized in the central western part of the zone.

Illegal hunting and poaching in to the wildlife areas be prohibited and supervised both by the project implementers and the local administrative structure. In addition regular awareness program to the work force and local suppliers will be implemented. Traffic regulations shall be put in place and traffic posts at critical locations be implemented to minimize accidents to wild life.

Major impacts at wetlandlmarshland, though limited, would be dealt with by providing necessary culverts to allow free flow on natural water, and also, during the construction period, necessary awareness will be provided to vehicularlconstruction equipment operations to maintain necessary vehicle maintenance to avoid potential oils leakage of these equipment on construction site - in order to minimize the potential risk of contamination of wetlandlmarshland along the project site.

The quarrylproduction area has to be screened determined in consultation1approvaI of the supervision consultant and ERA ESNlB whereby sufficient consultation should be conducted with the local administrations prior to commencing excavation activity to limit the area of disturbance. The left over spoil soil should be collected and kept aside for rehabilitation of the site at later stage of the work. Spoil soil should be shaped and compacted to avoid erosion and leakage to the river banks, water bodies or on dense vegetation covered ground. Upon completion of the use of the productionlquarry site, it should be reh'abilitated and restored to a reasonable degree to its original state so as to avoid water ponds, soil erosion, aesthetically undesirable situations and disfigured landscape. Back filling, grading and re-vegetation of the site would help to mitigate the impact. Based on the site condition

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simple soil retaining structures and run off water diversion structures might be required to stabilize the soil structure and reduce the effect of soil erosion until it consolidates.

Based on the Social Impact assessment (SIA) findings that identify the number of persons to be affected by the subject project, Resettlement Action Plan (RAP) has been prepared.

Protection and preservation requirements for Cultural heritages, Archeological sites and aesthetics of Landscape shall be specified in the construction documents for contractors, and training on awareness of the PCR will be provided to the site workforce. This include the provision of short term training for excavators on PCR artifact recognition, and rapid response system will be set up for PCR findings with concerned authorities.

It is required that the contractor should timely rehabilitate the excavated grounds as soon as site work is completed, maintain sanitary conditions in camp sites and work places and provision of sanitation facilities to the workers, avoid any stagnant water and unsanitary ground to avoid mosquito and vector breeding.

The design documents, contract documents and specifications prepared for this project require the contractorls to take necessary protective measures to minimize potential impacts and will be closely supervised by supervising engineers (the environmental inspector & resident engineer) and ERA'S Environmental Monitoring and Safety Branch (EMSB). The woreda environment office1 natural resources desk will also be involved in the site environmental management process as required and provide technical support and indicate the concerns of the local administration and the community.

E.10 Environmental Management Plan

Environmental management plan specifies mitigation and monitoring actions with time frames, specific responsibilities assigned and follow-up actions defined. Major negative impacts and proposed mitigation measures responsible bodies for the various actions are summarized as part of the EIA, which should be closely monitored and supervised by ERA ESMB have been out-lined in the above sections. Implementations of these measures have to be carried out at different stages of road construction & operation phases.

The EMP should set bases for environmental clauses to be included in contract document for contractors. The environmental clauses will emanate from he mitigation measures outlined.

The woreda environmental offices1 natural resources conservation desks will participate in the site environmental management and monitoring processes and reflect the concerns of he local community and that of the woreda administration.

E . l l Environmental Monitoring Plan

Environmental monitoring shall be conducted with the following major objectives:

a) To ensure the proper implementation of the mitigation measures in line with the EIA proposal (compliance monitoring)

b) To compare the environmental conditions and changes of the project area after project implementation with that of pre - project situation (Effects monitoring).

The monitoring exercise shall be carried out by qualified experts and institutionally organized body. The training and capacity building needs have been identified and recommendations are included along with the necessary budget.

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The contractor should comply with terms and conditions specified in he contract document. None compliance to any of the environmental clauses and mitigation management plan should be monitored regularly and reported to the resident engineer, who will take timely action to rectify. The contractor is subject to penalty for none compliance.

The form of penalty might be either withholding the payments of contractor against the volume of work delayed, or to refrain from approval of other site works before the rectification is done as specified. Whatever the conditions, either of the above preconditions will allow the contractors to abide them to the contractual document.

E.12 Costs of Environmental Mitigation and Monitoring Plan

Major Costs related to environmental enhancement measures that require physical construction works are estimated and included in the engineering design and tenderlcontract documents. Compensation for properties lost and relocation of PAPS is included in RAP report. Apart from the cost of relocation1 compensation and the costs already included in the engineering cost estimate, the cost of environmental mitigation measures under this report is estimated at Birr 5,577,000. These measures include: bio-engineering measures, training of environmental experts and awareness creation programs on STD and HIVIAIDs, cost for environmental inspectors, for supervision and monitoring activities.

E.13 Base Map Preparation

Thematic base map has been prepared using the appropriate GIs (Geographic information Systems). The Road route location, road route ROW and influence area, woredas and towns traversed, sensitive ecosystem component etc. are indicated on the map.

E.14 Conclusion and Recommendations

The woredas traversed by the road are among the areas with potential rich natural resources including cash crops like coffee and mineral resources like gold and platinum. They have high potential for investment and trade development.

On the other hand, social services are inadequate and transport facility is inefficient and under developed. The implementation of the road project would have significant positive impacts to the social-economic development of the area in particular and to that of the country in general. The resulting adverse impacts can be mitigated through implementation of measures as identified in the EIA report.

Adverse impacts due to the project would be minimal, as the construction activities follow the existing road alignment for the major part of its length (except for 8.8 km) at two town sections. The potential major adverse impacts would result along these realigned town sections to improve access to the nearby towns which requires a number of trees and houses and trees to be removed and relocated. The compensation and resettlement of the affected group should be cautiously handled.

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I I Background and General

Mekenajo - Dembidolo Road project is located in West Wollega zone of the Oromia Regional state. The project location map is given as Figure 1. The existing gravel surfaced road is badly deteriorated and is hampering transport development in the area, as well as causing adverse health impacts and traffic accidents. There is very limited public transport along the Mekenejo - Dembidolo route mainly due to the Sub-standard and bad condition of the road. The areas traversed by the road have significant natural resource potential and is intensively cultivated, with high yield of agricultural products includivg coffee and cereals. Mineral resource potential is also rich in some of the woredas (Districts) like Yubdo and Gimbi woredas.

Efficient and standardized transportation need is obviously a prerequisite for further development and investment in the area and to improve the socio - economic situation of the community. The road project is among eighteen road upgrading works envisaged by the Ethiopian Roads Authority (ERA) program. ERA commissioned SPAN (India) Consultant in association with BEZA (Ethiopia) to carry out review of the feasibility study, review of Environmental Impact Assessment (EIA), Preparation of Resettlement Action Plan (RAP) and Review of detailed engineering design and tender documents for the road project. The EIA review has been carried out in line with the requirements of the terms of reference. Accordingly, the information included in the EA dated 2003 have been updated to reflect the current situation of the road to be upgraded from a gravel road to an asphalt road. Moreover, deficiencies and gaps in the previous report have been identified (as in section 1.3 and 3.2 below) and attempts are made to fill in those gaps to suit the current situation and a standard EIA report format. This report, therefore, presents the revised version of the 2003 EA report.

I .2 Objective of the EIA Study

The primary purpose of conducting an EIA is to ensure that the environmental effects of proposed road upgrading project are adequately and appropriately considered in the design and construction activities. This should serve as a key aid in the decision-making process for relevant authorities by providing comprehensive information on the environmental consequences of the development. Evaluated information and supporting arguments enable decision makers to evaluate the overall impacts of a proposal and alternatives to that proposal.

'The terms of reference for the Mekenajo - Dembidolo road project requires the study to thoroughly inspect and assess the EIA report prepared by SYSTRA in association with SPT and PANAF in June 2003, and all other documents and make field investigations necessary, and to make amendments to it where necessary and produce a finalized detailed EIA report.

In line with the overall requirements of the TOR, the EIA study objectives are:

9 To review the EIA study report of June 2003, by SYSTRA et al, and identifying the missing issues for an EIA study of that scale.

9 To define the study area, the Project activities, the project influence area, the environmental components likely to be significantly affected by the road project etc. (i.e. to conduct environmental scoping of the project).

9 To assess the existing environmental conditions of the project area, both bio-physical and socio-economic issues.

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9 To identify Valued Environmental Components (VEC) for the project under consideration.

9 To assess potential environmental impacts that can be caused both during design, construction and operation stages.

9 To determine the appropriate mitigation measures and monitoring plans required so as to minimize adverse impacts and enhance the positive ones.

9 To prepare Environmental Management and Monitoring Plan.

1.3 Appreciation of the EIA - Study Report under Review

The Report under Title of "The Feasibility Study and Environmental Impact Assessment of Eighteen Roads Project (Package B Road project), Road No.1 I Gambela -MekenajoV has been reviewed and gaps have been identified. The review of the EIA report focuses mainly on filling those gaps and updating it to reflect the current situation. Some of the deficiencies are outlined as follows;

Baseline data discussed both for Bio-physical, socio-economic, and socio-cultural environment are mostly at regional level and don't give adequate information at Zonal and district (Woreda) level which are closely related to the project influence area. Discussions made for the road project activities and components are too general and dose not detail out the related significant environmental impacts of ancillary actlvities separately. Temporal and spatial distribution of the expected impacts is not clearly discussed respective to each project phases; design, construction and operation phases of the road project. Discussions of the feasibility report includes situations in two regions; Gambela and Oromia regions, while the current project is specifically limited only to some districts in west wollega zone of the Oromia Regional State. Besides, zonal and district specific situations are not detailed. Scoping processes and identification of valued ecosystem components, boundaries of the study areas are not clearly indicated in the report. The report has not considered the 5km new road route alignment and the impacts caused thereof. The report has overlooked the need for relocation of houses and people in the right of way, especially along the re-aligned sections in Ayra town, Geba Robi town and towns. Impacts on public utilities, houses, crops etc. have not been discussed. Loss of land and land degradation at material production sites, loss due to the additional road widths, loss due to camp site and garage contraction etc. are not dully dealt with adequately. Waste Management at campsite, garages and at work places have not been dealt with. Consultation with the relevant institutions and with the communities of the project area. Gender equity and issues are not adequately discussed

I .4 Methodology of the EIA study

The environmental impact assessment review process followed data collection both from primary sources and secondary sources. Identification and analyses of significant environmental issues is made on the bases of those data. Baseline data collection was done through field investigation and from available documents.

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U Field investigation was conducted during 16 March - 7 April, 2006, with the objective of assessing the existing biophysical, and socio- economic situation of the project area, and to identify the environmental components that would be affected by the road project. Accordingly, an environmental scoping is made as indicated in Annex 1.2.

B Consultation of stakeholders was conducted during the field investigation as well as discussions made at the respective sect oral offices, and community meetings.

During the field investigations:

On site observations were made of the existing road condition, and the route corridor environmental situations. Meetings and discussion forums were conducted at major towns along the road route.

li9 Consultations with relevant stakeholders were made on their knowledge and experiences of issues & problems related to the road project and on their attitude towards the projects. Also on information and data available of issues related to the transport facilities and needs,

Y Stakeholders' opinion regarding environmental issues of the road project was assessed.

lil Pre-designed questionnaires were distributed to relevant government and non- government Organizations (NGOs) in the project area and also to community representatives, and civic organizations. Formats used include; Site reconnaissance survey form to record existing environmental conditions of the road corridor, Questionnaire format for collection of base line data on the physical as well as socio- economic profile of the woredas traversed by the road alignment.

1.5 Scope of the EIA Study

In its general context, the scope of the consultancy service is described as the review of the feasibility study report prepared by SYTRA in association with SPTA and PANAF, review of other documents and data and make full investigation make amendments to the report as necessary, and produce a detailed Feasibility Study Report. Review of the EIA report is one component of this overall activity of the consultancy service.

The environmental impact of a road project can extend beyond the limits and influence areas of that of socio-economic impacts. However, assessment for significant impacts of the current project shall focus on the eight woredas traversed by the road route and some of the neighboring woredas that fall with in 15kms on both sides of the road alignment. Accordingly, the activities under the study include: collection of data on existing environmental settings of the project area, both from primary and secondary sources, analyses of the project activities and their respective impacts on the environment, identification of the environmental components that would be most affected by the project, propose feasible measures that would help to avoid andlor minimize the adverse impacts.

I .6 Report Structure

A part from Chapter 1 on Introduction, the report is presented in eight chapters as briefly described below:

Chapter 2 presents the policy, legal and institutional framework with in which the EIA study shall operate and also for the project implementation;

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Chapter 3 provides a summary of the project description, indicating location of the project and project activities. Chapter 4 describes existing environmental conditions of the project area under two parts; the baseline data at zonal and woreda level on the one hand, and data of the project road route corridor on the other hand. The data includes bio-physical as well as socio-economic situation of the area. Chapter 5 discusses the analyses of alternatives. Under this section alternative surfacing material standard, alternative of realigned town sections located out side of the existing alignment versus maintaining the existing road alignment all the way through, and alternative of the road upgrading versus the "without the Project Scenario are discussed. Chapter 6 outlines the Potential Environmental and Social Impacts of the road project and proposed mitigation measures for the adverse impacts. Chapter 7 presents Environmental Management Plan and Schedule for the Implementation of proposed mitigation measures Chapter 8 discusses Environmental Monitoring Plan to be adopted during the construction and operation phases of the project and presents Environmental Mitigation Management and Monitoring Costs Chapter 9 briefly presents the conclusions and recommendations for the EIA study and project implementation requirements

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2.0 POLICIES, LEGISLATIVE AND INSTITU'TIONAL FRAMEWORK

General

Implementation of development projects should be planned and executed in accordance with the available policies and legal frameworks. This section tries to highlight some of the relevant policy issues and legislations to development projects and environmental management.

The discussion in here concerns the National Development and Environmental Policies and Sectoral Strategies, legislations and guidelines, Institutional arrangements, land accusation, tenure rights and expropriation procedures are also indicated in the discussion.

Understanding of available policies and administrative structures, under which the project implementation and the environmental assessment and management study operates, would assist in the efforts made for sustainable development and natural resource conservation measures.

2.1 Policy Issues

The economic policy of the Federal Democratic Republic of Ethiopia (EFDRE) is a market - based, agricultural led industrialization mode of economic development. The administrative structure is at federal as well as regional level with duties and responsibilities shared among them.

Responsibilities of development activities are clearly demarcated between Federal and Regional Governments based on the scale, characteristics and magnitude of the investment to be undertaken. Accordingly, construction of highways and major roads crossing more than one regional government boundaries is the responsibility of the Ethiopian Road Authority (ERA), while the construction of roads, rural and urban roads, within a region is the duty of the respective regional governments.

2.1 . I Environmental Policies

Environmental Policy of Ethiopia (EPE)

The overall Policy goals of the Environmental Policy of Ethiopia is described as "...to improve and enhance the health and quality of life of all Ethiopians and to promote sustainable social and economic development through the sound management and use of natural, human made and cultural resources and the environment as a whole so as to meet the needs of the present generation without compromising the ability of future generations to meet their own needs".

The guiding principles of the EPE are:

> Every person has the right to live in a healthy environment; Sustainable environmental conditions and economic production systems are impossible in the absence of peace and personal security. This shall be assured through the acquisition of power by communities to make their own decisions on matters that affect their life and environment;

> The development, use and management of renewable resources shall be based on

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sustainability; The use of non-renewable resources shall be minimized and where possible their availability extended (e.g. through recycling); Appropriate and affordable technologies which use renewable and non-renewable resources efficiently shall be adopted, adapted, developed and disseminated; When a compromise between short-term economic growth and long-term environmental protection is necessary, then development activities shall minimise degrading and polluting impacts on ecological and life support systems. When working out a compromise, it is better to err on the side of caution to the extent possible, as rehabilitating a degraded environment is very expensive, and bringing back a species that has gone extinct is impossible; Full environmental and social costs (or benefits foregone or lost) that may result through damage to resources or the environment as a result of degradation or pollution shall be incorporated into public and private sector planning and accounting, and decisions shall be based on minimising and covering these costs; Market failures with regard to the pricing of natural, human-made and cultural resources, and failures in regulatory measures shall be corrected through the assessment and establishment of user fees, taxes, tax reductions or incentives; Conditions shall be created that will support community and individual resources to sustainbly manage their own environment and resources; As key actors in natural resource use and management, women shall be treated equally with men and empowered to be totally involved in policy, programme and project design, decision-making and implementation; The existence of a system which ensures uninterrupted continuing access to the same piece(s) of land and resource creates conducive conditions for sustainable natural resource management; Social equity shall be assured particularly in resource use; Regular and accurate assessment and monitoring of environmental conditions shall be undertaken and the information widely disseminated within the population; Increased awareness and understanding of environmental and resource issues shall be promoted, by government officials and by the population, and the adoption of a "conservation culture" in environmental matters among all levels of society shall be encouraged; Local, regional and international environmental interdependence shall be recognised; Natural resource and environmental management activities shall be integrated laterally across all sectors and vertically among all levels of organisation; The wealth of crop and domestic animal as well as micro-organism and wild plant and animal germplasm is an invaluable and inalienable asset that shall be cared for; Species and their variants have the right to continue existing, and are, or may be, useful now and/or for generations to come; and The integrated implementation of cross-sectoral and sectoral, federal, regional and local policies shall be seen as a prerequisite to achieving the objectives of this Policy on the Environment.

The Policy further outlines both sectoral and cross-sectoral environmental policies. Sectoral environmental policies include:

Water, energy and mineral resources policy Human settlement and environmental health policy Soil husbandry and sustainable agriculture Forest woodland and tree resources Genetic species and ecosystem biodiversity Pollution from industrial waste and of hazardous materials Atmospheric pollution and climate change

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Among the cross-sectoral policies is the policy that highlights the Environmental Impact Assessment Policies. The EIA - Policy states that Public and Private sector development programs and projects recognize any environmental impact early and incorporate their containment into the development design process.

It further points out that:

Preliminary and full EIA are undertaken by the relevant sectoral ministries or department if in the public sector and by the developer if in the private sector. Need for public consultation Environmental impact assessments consider not only physical and bio-logical impacts but also address social, socio-economic, political and cultural conditions; Need for environmental audit at specified intervals during the project implementation

Other cross-sectoral policies include:

Population and the environment Social and gender issues Community participation and the environment Environmental economics Tenure and access rights to land and natural resources Information systems and research Land use plans

Conservation Strategies

Countrywide study of the existing natural resource base and environmental conservation and protection strategies have been conducted in the early 1990's and conservation strategy of Ethiopia (CSE) has been approved.

The CSE emphasizes the importance of incorporating environmental issues in to development activities right at the initial stage of development.

2.1.2 Sectoral policies

National Policy on Women

The Federal Democratic Government of Ethiopia has declared its unequivocal commitment to the development of women with the announcement of the National Policy on Women in 1993. The Women's Policy primarily aims to institutionalize the political, economical, and social rights of women by creating an appropriate structure in government offices and institutions so that the public policies and interventions are gender-sensitive and can ensure equitable development for all Ethiopian men and women.

The Policy states that the responsibility of ensuring the implementation of the IVational Policy on Women lies mainly with the Government. Besides, various women's organizations are formed to promote women issues in different areas.

All development program at National and Regional levels should be able to integrate gender concerns in their plans and program to see that women participate, contribute benefit and their effort is recognized and technologically supported. Thus the mainstreaming of gender in all development programs should focus at establishing a system where by each sector program would use gender as a measuring indicator to quantify project and achievements.

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Health Policy of Ethiopia

The health policy of Ethiopia was issued in Sept. 1993. It was prepared through critical examination of the nature, magnitude, and root causes of the prevailing health problem of the country and awareness of newly emerging health problems. It accords appropriate emphasis to the needs of the less privileged rural population, which constitute the overwhelming majority of the nation.

In general, the policy states that health development shall be seen not only in humanitarian terms but also as an essential component of the package of social and economic development as well as being an instrument of social justice and equity.

Sector Policy for HIVIAIDS Prevention and Control in the Work Places of ERA

ERA has prepared a sectoral policy for HIVIAIDS in the workplaces of ERA (June,2004). In the Policy, ERA acknowledges the fact that the HIVIAIDS pandemic is a reality in the work place and may have detrimental effects on the goals and objectives of the Authority.

Therefore, the authority:

Commits itself to create a supportive and non discriminatory working environment through dispelling of myths and stereotypes and by ensuring that infected employees are treated in the same manner as other employees, Seeks to minimize the social, economic and developmental consequences to the authority and its staff, Undertakes that management will provide resources and leadership to implement program for the prevention and control of the HIVIAIDS and sexually transmitted infections (STI), Commits itself to offering support, counseling and education services to infected & affected employees; Commits itself to establish and maintain an employee assistance program, and Insures sustainable resources for the prevention and control of HIVIAIDS.

The ERA task force is responsible and accountable for all programs for prevention and control of HIVI AIDS in the authority. The ERA'S environmental monitoring and safety branch through the HIVIAIDS program coordinators is responsible for coordinatirlg, implementirlg, monitoring and evaluating the policy provisions.

Water Resource Management Policy of Ethiopia

Ministry of water Resources has prepared water resources management policy of Ethiopia. The overall goal of the policy is to enable and promote all national efforts towards the efficient, equitable and optimum utilization of the available water resources of Ethiopia for significant socioeconomic development on sustainable basis. The policy ensures that water allocation gives the highest priority to water supply and sanitation while apportioning the rest for uses and services that result the highest socio economic benefits.

Biodiversity Policy

The biodiversity policy, which was approved in 1998, provides guidance towards the effective conservation, rational development and sustainable utilization of the country's biodiversity. In general, the policy consists of comprehensive policy provisions on the conservation and sustainable utilization of biodiversity.

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Wildlife policy

The Ministry of agriculture and rural Development has developed the Wildlife policy in 2006. The specific objectives of the policy include properly developing and administering the country's wildlife resources and enabling the sector to contribute fully to the economic development and the wellbeing of the ecosystem. The policy also includes articles on how to protect the wildlife resources and their habitat so that stability of the ecosystem is maintained for posterity, in accordance with international wildlife conventions and agreements to which the country is a signatory.

The most important articles covered in the policy and strategy are to gazette the national parks, development of participatory wildlife management; to give special attention to the protection and conservation of the endemic and threatened wildlife and promoting wildlife health. Besides, due attention has been given for the control of the illegal movement of wildlife and products and are the most important points that has been dealt with in the policy and strategy.

Education Policy

The Government's desire to improve the provision of quality education resulted in the formulation of the Education and Training Policy (ETP), In 1997 the Government of Ethiopia launched the first five year Education Sector Development Program (ESDP-I) within the framework of ETP as part of a twenty-year plan for the education sector. The main thrust of ESDP is to improve quality and efficiency and to expand access with special emphasis on primary education in rural and underserved areas, as well as the promotion of education for girls in an attempt to achieve universal primary education by 2015.

Road Sector Policies and Guidelines

Road and Rail way sector Environmental Assessment Guideline, Federal EPA, 2004: The guideline describes major environmental issues related to a road or railway Projects. The guideline highlights major issues and potential impacts that should be taken into account during the preparation and assessment phases. It emphasizes that appropriate enhancement and mitigation measures should be integrated as early as possible, preferably in the project design.

2.1.3 World Bank policies

The World Bank provides guidance on requirements in the Environmental Assessment Sourcebook, which includes recent versions of the World Bank Operational Policies as well as the updates. The World Bank has ten "Safeguard Policies" whose primary objective is to ensure that Bank operations do not cause adverse impacts and that they "do no harm". The ten safeguard policies .are grouped into Environment, Rural Development, Social Development and International Law.

Of these ten safeguard policies, three (OP 4.01 Environmental Assessment, OP 4.12 Involuntary Resettlement, and OP 4.1 1 Physical Cultural Resources) are applicable to the subject project and would be briefly discussed below.

The remaining seven (OP 4.04 Natural Habitats, OP 4.09 Pest Management, OP 4.36 Forests, OPIBP 4.37 Safety of Dams, OP 7.50 Projects on International Waterways, OP 4.10 Indigenous Peoples, and OP 7.60 Projects in Disputed Areas, are not triggered by the project activities, and hence would not be further discussed in this report.

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2.1.3.1 The World Bank's Safeguard Policies

The following are the World Bank Safeguard Policies that are pertinent to the project under consideration.

OPlBP 4.01 Environmental Assessment

The objective of this policy is to ensure that Bank-financed projects are environmentally sound and sustainable, and that decision-making is improved through appropriate analysis of actions and of their likely environmental impacts. OP 4.01 covers impacts on the natural environment (air, water and land); human health and safety; physical cultural resources; and transboundary and global environment concerns.

On the basis of the nature and scale of the expected potential impacts of the project, different analytical techniques and methodologies can be used for the Environmental Assessment(EA) objectives; EIA, environmental audit, hazard or risk assessment and environmental management plan (EMP).When a project is likely to have sectoral or regional impacts, sectoral or regional EA is required. The Borrower is responsible for carrying out the EA.

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.

This policy is triggered by the project implementation since it is expected to have likely potential (adverse) environmental risks and impacts on its area of influence. However, these impacts can be minimized through inclusion and consideration of mitigation measures as describe in subsequent sections.

OPlBP 4.12 Involuntary Resettlement

The objective of this policy is to (i) avoid or minimize involuntary resettlement where feasible, exploring all viable alternative project designs; (ii) assist displaced persons in improving their former living standards, income earning capacity, and production levels, or at least in restoring them; (iii) encourage community participation in planning and implementing resettlement; and (iv) provide assistance to affected people regardless of the legality of land tenure. This policy covers not only physical relocation, but any loss of land or other assets resulting in: (i) relocation or loss of shelter; (ii) loss of assets or access to assets; (iii) loss of income sources or means of livelihood, whether or not the affected people must move to another location.

This policy also applies to the involuntary restriction of access to legally designated parks and protected areas resulting in adverse impacts on the livelihoods of the displaced persons.

This policy is triggered by the project implementation since it is expected to cause displacement of people and properties in the ROW. However, these impacts can be minimized through implementation of mitigation measures as describe under the RAP report and also as discussed under the impacts analyses and mitigation management plan sections below.

OPlBP 4.1 1 Physical Cultural Resources

The objective of this policy is to assist countries to avoid or mitigate adverse impacts of development projects on physical cultural resources. For purposes of this policy, "physical

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cultural resources" are defined as movable or immovable objects, sites, structures, groups of structures, natural features and landscapes that have archaeological, paleontological, historical, architectural, religious, aesthetic, or other cultural significance. Physical cultural resources may be located in urban or rural settings, and may be above ground, underground, or underwater. The cultural interest may be at the local, provincial or national level, or within the international community.

'This policy applies to all projects requiring a Category A or B Environmental Assessment under OP 4.01, project located in, or in the vicinity of, recognized cultural heritage sites, and projects designed to support the management or conservation of physical cultural resources. As confirmed by the Oromia Regional State Bureau of Tourism and Culture contacted in January 2009, and as observed at site by the EIA consultant, there are no recorded historical, cultural and archeological heritage sites with in the project influence area and in the right - of - way of the road route. This fact was also confirmed by the consultation results made with the woreda administrations and elderly people of the project area, and during the site visits and site investigation. However, there are churches, mosques, Odas and burial places that fall within the road project influence areas. There may also be unexplored archeological findings that may encounter upon excavation works - though known religious and sacred places, cemeteries and monuments of the area are away from the road alignment and there would not be significant impacts on these resources due to the road project. But, there is always possibility to yield undiscovered cultural artifacts, and any cultural and archeological resources encountering should be reported to the Oromia Cultural and Tourism Bureau andlor relevant authorities and the mitigationlpreservation measures be consulted and implemented as necessary.

2.1.3.2 The Bank's Policy on Disclosure

I t i s the requirement o f BP 17.50 o f the World Bank's policy that the peoples residing in the project areas have the right to be informed o f the proposed development project(s) in their respective areas. Thus, prior to the appraisal o f APL 4, this EA report in its entirety wi l l be disclosed in Ethiopia in publicly accessible places as well as at the Bank's Info shop prior to appraisal.

Therefore, prior to project appraisal, the EA study report of the project along with other relevant information should be disclosed at the Bank's as well as project area (local) level by ERA. ERA will distribute the EIA report in local language through appropriate mass media.

2.1.3.3 Comparison between national law on land use and the Bank's OP 4.12

There are issues where national law and The Bank's operational policy differ in land entitlements definition in relation to the date when land is owned by individuals. people having land in the ROW prior to the cut of date can raise requests or conflict on compensation, based on the national law and World Bank law.

The law relating to land administration in Ethiopia is varied; entitlements for payments of compensation are essentially based on right of ownership. 'The Bank's OP 4.12 is fundamentally different from this and states that affected persons are entitled to some form of compensation whether or not they have legal titles if they occupy the land by the cut of date. Therefore, as this is a Bank funded project, the principles of OP 4.12 are not negotiable. The Bank's OP 4.12 must be adhered to. As a result, all the land to be acquired by the governments for this project would be so acquired subject to the laws of Ethiopia and the Bank OP 4.12. Where there is conflict, the Bank OP 4.12 must take precedence.

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2.2 Legal framework

There are several proclamations provided by the FDRE related to Environmental protection issues.

Among these are:

The Federal Constitution

The Federal Constitution of 1995 sets out important articles related to Development and Environmental rights;

Article 43 discusses the right to development. The Constitution under Article 44 highlights about environmental rights as follows:

All persons have the right to a clean environment. All persons who have been displaced or whose livelihoods have been adversely affected as a result of state programs have the right to commensurate monetary or alternative means of compensation, including relocation with adequate state assistance.

Under Article 92 the constitution discusses about environmental objectives as:

Government shall endeavor to ensure that all Ethiopians live in a clean and healthy environment. The design and implementation of Programs and Projects of development shall not damage or destroy the environment. People have the right to full consultation and to the expression of views in the planning and implementation of environmental Policies and Projects that affect them directly. Governments and citizens have the duty to protect the environment. Proclamation No.411995 which defines powers and duties of the executive organs of the Federal Democratic Republic of Ethiopia. Proclamation No. 911995 establishes the Federal Environmental Protection Authority (EPA). EPA prepares environmental protection proclamations and does the federal government approve it. Environmental Protection Organs Establishment proclamation No. 2951 2002 was provided in October 2002. The proclamation differentiated responsibilities among environmental agencies at Federal and Regional states. By this proclamation the EPA is Re-established as an autonomous public institution at the Federal Government. EPA has among others powers and duties to coordinate measures to ensure that the environmental objectives provided under the constitution and the basic principles set out in the Environmental policy of Ethiopia and the conservation strategy of Ethiopia are realized. Article-15 of the proclamation states the power & duties of the Regional Environment Agencies. Powers and duties are also proposed in relation to Zonal, Woreda and community Environmental Coordinating Committees. Ethiopian Roads Authority re-establishment proclamation NO. 8011997 defines objectives of the authority, powers and duties of the authority, Organization of the authority etc. Environmental pollution control proclamations NO. 30012002 sets rules on control of pollution, management of hazardous waste, chemical and radioactive substances, management of municipal wastes, outlines sectors that require environmental standard , environmental inspectors, incentives, rights to appeal, Offences and penalty.

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Environmental impact assessment Proclamation No. 299/2002 is promulgated in December 2002. The primary objectives of this proclamation is to make EIA mandatory for defined Categories of activities undertaken either by the public of private sector. The proclamation under its General provision Article -3, sub article-1 states that with out authorization from the Authority (EPA), or from the relevant regional environmental agency, no person shall commence implementation of any project that requires environmental impact assessment as determined in a directive issued pursuant to Article-5 of the proclamation."

Article -5 describes projects requiring Environmental lmpact Assessment as follows:

Every project, which falls in any category listed in any directive issued pursuant to this proclamation, shall be subject to environmental Impact Assessment.

Any directive provided under sub- article-1 of Article -5 should among other things, determine categories of; a) Projects not likely to have negative impacts and so do not require EIA, b) Projects likely have negative impacts and thus require environmental impact assessment.

EIA-Guide lines have been prepared both at federal & Regional level. These guidelines follow the conventional procedures adopted else where in the world.

Y Proclamations N0.5211993 which deals with the development of mineral resources I Proclamations N0.9411994 deals with conservation, development and utilization of

forests tiP Proclamation No.20912000, a proclamation to provide for research and conservation

of cultural heritage Proclamation N0.19712000, deals with Ethiopian water resources management.

IH Proclamation IV020012000 refers to public health issues. Y Rural Land Administration & Tenure Rights ( proclamations at federal level)

> Regarding land tenure issues, proclamations No. 3111 975 and 4711 975 State that land in Ethiopia is state owned. The constitution of 1995 also retained land ownership under the people. It is stated in the constitution that the right to ownership of rural and urban land as well as all natural resources, is exclusively vested in the state and in people of Ethiopia. Buying, selling or exchanging to other means is prohibited, however, tenure rights and leasing of use rights to or from others is ensured.

> Rural land use and Administration Proclamation N0.45612005 describes; the right to hold and use rural land, acquisition and use of rural land, transfer and duration of rural land use right, obligation of rural land users. Restrictions on rural land use (land use planning and proper use of sloppy, galley and wetlandlmarshlands

Oromia Regional State Rural land use and administration proclamation No.5612002 includes the following rights and obligations:

> Under article 4, sub-article-1 it states that land is the common property of the state and people, and shall not be subject to sale or other means of exchange.

> Under article -5 sub article-2 it states that government organizations, private investors and social organizations have the right to use rural land through legal process.

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9 Under article - 23, sub article - 3 it is stated that any individual or organization engaged in mining quarry development activities, shall be obliged to rehabilitate the sites.

9 Proclamation to provide for expropriation of land holding for public purposes and payment of compensation; Proclamation NO45512005 discusses on expropriation of land holding, determination of compensation, base and amount of compensation, displacement compensation valuation of property,

9 Proclamation No. 8011997 Article 6.18 states that Ethiopian roads Authority (ERA), use free of charge, land and such other resources and quarry substances required for the construction of highways, however, it has to pay compensations for the properties on the land it uses. The Authority pays compensation for the property on the land.

Dislocated farmers will be paid equivalent amount to the benefits they are supposed to get from their land had they where not displaced from their original.

Compensation is paid for the property lost if new lands are occupied in places where no road has existed before or if the upgrading of the existing road requires new land out of the right of way. Compensation is paid for properties lost temporarily or permanently.

When somebody builds residential houses for business within the right of way, these houses are considered to be illegal and no compensation will be paid when demolished during road construction. The owners of the illegally built houses are allowed to remove their property before road construction starts and usually the owner is informed about one or two months before construction commences.

The cost that may result due to the removal of transmission lines, distribution lines and related facilities of water supply, electric power, telecommunication and sewerage systems are compensated to the owner of these facilities. Trees of commercial values are considered valuable property and are compensated accordingly to their market prices.

The crops that will be lost incase of detour or other temporary occupations of agricultural land will be compensated according to the price of the crop in market. Incase where agricultural land is to be lost permanently compensation will be decided by the committee established by road authority for this purpose.

The people who are displaced due to road upgrade or re-aligned sections of the existing road outside of the right of way, as well as those residing illegally inside it must be resettled.

Civil Code, Proclamation NO6511960

In Ethiopia, involuntary displacement due to expropriation is governed mainly by the Civil Code, proclamation No. 6511960. In this code reasons and objectives of expropriation are clearly specified. According to articles 1460-1488 of the Civil Code, expropriation is possible only for projects of public utility and only immovable assets could be expropriated. These regulations of the Civil Code are designed to protect private property and in the case of expropriation necessitated by public utility are unavoidable to make sure that it is co-ordinate with payment of legally sufficient compensation and proper communication with those whose immovable assets are to be dispossessed.

According to this Civil Code, anyone that can legally prove existence of real right over the immovable assets to be expropriated, qualifies or is eligible to receive legally sufficient compensation. Article 1474 of the Civil Code provides that compensation payment could be either in cash or in kind. Therefore, if any compensation is required in the processes of this

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project, it should be handled according to the above Civil Code and principles of compensation.

2.3 Institutional and Administrative Framework

The Federal Democratic Republic of Ethiopia (FDRE) has two levels of administrative structures, Federal level Government and regional governments. There are nine regional governments under the Federal Government. Roles and responsibilities of governments at different levels (Federal, Regional, Zonal & Woreda) have been defined by the constitution and proclamations Nos. 33 of 1992, 41 of 1993 and No. 41 of 1995. Under these proclamations, duties and responsibilities of regional states are included.

The current road project shall be implemented in the Oromia IVational Regional States (ONRS). The regional state is structured as regional administration, zonal, Woreda (Distict) and Kebele (sub district) I Peasant Associations (PAS), administrative organs.

2.3.1 The Environmental Protection Authority (The Competent Agency)

The Environmental Protection Authority (EPA) was established in August 1995, in response to the requirements of the Constitution (Proclamation No 911 995). The objective of the EPA is to:

"...ensure that all matters pertaining to the country's social and economic development activities are carried out in a manner that will protect the welfare of human beings as well as sustainability of the protect, to develop and utilize the resource bases on which they depend for survival" (Federal Negarit Gazeta of the Federal Democratic Republic of Ethiopia - Proclamation No 911 995)

In addition to the EPA, the Investment Authority has responsibilities towards the environment. These are captured in the Federal Negarit Gazeta - Proclamation IVo 3711 996) which states that "...the intended investment activity would not be convening the operational laws of the country and that, in particular, it complies with conditions stipulated in environmental protection laws...".

Roles and responsibilities of the EPA

The Environmental Protection Authority (EPA) is the Competent Agency at the Federal level in Ethiopia. It is, therefore, the responsibility of this authority in the EIA process to:

kil Ensure that the proponent complies with requirements of the EIA process; U Maintain co-operation and consultation between the different sectoral agencies

throughout the EIA process; Y Maintain a close relationship with the proponent and to provide guidance on the

process; and lrrs Evaluate and take decisions on the documents that arise from the EIA process.

At the regional level, the Federal EPA has devolved responsibility to the Regional equivalent of the EPA. The regional authorities should ideally establish an EPA-type institution to deal with environmental issues at the regional level. This is, however, a long-term objective for most of the regions while few have already embarked in establishing their own EPAs.

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In the interim period, however, the Regional Environmental Co-ordination Committee (RECC), which comprises responsible officers from different sectoral Bureaus, must take the responsibility at the Regional level. Seeing as that the RECC's are not sectoral based they can be viewed as being independent of the outcome of a specific EIA. Due to competence and capacity limitations, the RECC may choose to designate a specific sectoral Bureau to take responsibility for an EIA process. The sectoral Bureau must not, however, have a vested interest in the outcome of the EIA process. This is particularly important where a sectoral agency houses the secretariat of the RECC. The Federal EPA should act in an advisory capacity to the Regional EPA-type organizations.

It is the responsibility of the regional EPA bodies to inform the Federal EPA of projects that may be of national significance. Therefore the Federal authority should only be involved in EIA processes where a proposed activity may:

sl have an environmental effect across the international boundaries of Ethiopia; I have an environmental effect across regional boundaries within Ethiopia; fii Have an effect on an environment of national or international significance, including

but not limited to natural forests, wetlandslmarshlands, national parks, cultural heritage sites etc.

fH have a Federal government department, the relevant regional authority or another statutory body as the proponent; Have the Federal Investment Authority as the investment approval body.

Alternatively Federal EPA may have an EIA referred if agreed to between the Federal authority and the regional authority. This would typically happen in complicated EIA's where the Regional authority feels that it does not have the capacity or competency to deal with the application.

2.3.2 Oromia Regional state Environmental Protection Office

Oromia Regional State has established independent Environmental Protection office, following the federal EPA, under Regulation No 2812002. It has set goals in its strategic plan to attain sustainable ecological balance, reduce environmental pollution effects, and promote public awareness on environmental protection and the implementation capacity of the office.

The office is formulates policies, strategies, programmes or guidelines pertinent to environmental protection and follow up its implementation upon approval. Monitors any damaging effects on habitat and diverse living organisms. Also regulates and follow up that any development activity is planned and implemented with out damaging the environment and disturbing its balance.

Based on the objective situation of the region, prepare environmental standards; and regulates its implementation by the respective bodies. The office has an Environmental Pollution department and Ecosystem department which include a multidisciplinary team done on review of the EIA documents mainly on addressed impacts and their mitigation measures. Forestry, Ecology, Hydrologist, Sanitary Engineer, Chemical1 Industrial engineer and Socio-economist are the EIA multidisciplinary team.

The role of the Oromia Environmental Protection Office has monitor and follow up of development projects with in the region and cross- regional impacts are monitor at federal level.

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2.3.3 The Ethiopian Roads Authority (ERA)

The Ethiopian Roads Authority was re-established in 1997 as un autonomous public authority at the federal level to administer road sector developments.

The Re-establishment proclamation No. 8011997 of the authority outlines the objectives, powers and duties of the authority.

The objectives of the authority are defined as to develop and administer highways and to ensure the standard of road construction and to create a proper condition on which the road network is coordinately promoted. The power and responsibility of ERA is defined at the Federal level. ERA is responsible for planning, construction and maintenance of all national trunk roads and other main primary and secondary roads, including feeder roads and rural roads connecting to and leading to two or more regions. It is in general responsible for administration of the Road Sector Development Program (RSDP).

On the other hand, the responsibility for rural roads is delegated to Regional Rural Road Authorities (RRRA).

ERA also has the responsibility to give technical advice and assistance to the Regional Road sector administrations. ERA directly reports to the prime ministers office.

2.3.3.1 Environmental Monitoring and safety Branch (EMSB) of ERA

Environmental monitoring and safety branch is established under the ERA to manage comprehensively environmental issues of the road sector. It is structured under the Planning and Programming Division of the Engineering and Regulatory Department of ERA. The main tasks of the branch, among others include directing ERA and regional government rural road authorities in environmental monitoring as well as research and development activities in performing and supervising environmental assessment. The Environmental branch of ERA has well experienced experts to undertake the necessary monitoring and supervision activities required. However, they need the necessary facilities like transport vehicles at their disposal for efficient follow ups.

At Regional level there is an environmental protection Office, Oromia Environmental Protection Office (OEPO). However, no environmental unit is indicated in the organizational structure of the Oromia Rural Road Authority(0RRA). There is a need to organize such a unit as per the requirements of EPA policy.

2.3.3.2 Construction Contract Implementation Division (CCID) of ERA

The Construction contract implementation division of ERA has one branch (Right - Of - Way Protection Branch (ROWPB)) dedicated to handle the rights of way issues of the road projects undertaken by ERA.

The branch is responsible for the implementation of all resettlement action plans. Accordingly the ROWPB is responsible for;

Negotiation with regional, zonal and district offices, in order to secure the Right -of - Way for highway Construction purposes Negotiating with property owners, rural and urban dwellers' Associations or Kebele administrations regarding the compensations for loss of properties due to the road project through judicial methods. Investigations of claims and disputes arising from land acquisition

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1 .. . . ..-.

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Elaboration of recommendations of acceptance or rejection of compensatory claims Ensuring that payments are effected as agreed upon with claimants Following up of payments to claimants agreed upon or as decided by the competent authority Securing receipts and land transfers for road construction purpose Organize and direct the Property Valuation Committees with suitable regional officials and community elders and the familiarization of these committees with the standard methodology and procedures for the valuation of properties on the land required for road construction purposes, etc. Establishing arbitration appraisal committee, where appropriate, to negotiate with property owners or their representatives. The implementation procedure is initiated based on requests from the contractor's requests. Up on receipt of the contractor's request, the consultant submits list of Project affected people as well as property and requests for clearance to ERA prior to mobilization. The ROWPB through its ROW-Agents follow up the removal and compensation issues with the local administration. 'The resettlement and compensation issues are handled as per the federal proclamation No. 45512004.

The branch also tries to settle some problems that arise during the project implementation. According to Ato Adebay Ashagre, assistant head of the ROWPB, problems arise due to exaggerated cost estimates presented by the property valuation committee, claimants disagree with the land acquisition and compensation procedures etc. There are also complaints received by the branch due to contractor's miss-management and ill deeds during the construction phase of the project, by occupying lands out side of what has been demarcated and defined for the project works. In this respect the follow ups and monitoring activities of the supervising consultants has been challenged by the branch.

2.3.4 Regional Road Sector Institutions

Until 1994 all road construction projects were administered under the Ethiopian Roads Authority. Since then part of the work has been decentralized to the regions.

Regional rural roads authorities are responsible for the construction and management of rural roads in their respective regions. The authorities do not administer urban roads but each municipality is undertaking its own part independently. Accordingly the Oromia Rural roads Authority (ORRA) was established and delegated to administer construction of rural roads with in the regional state. The regional road authority needs to be strengthened and capacitated with man power and machinery to fully handle its responsibilities.

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3.0 PROJECT DESCRIPTION

3.1 Project Location

The Mekenajo - Dembidolo road project is located in the Oromia Regional State, West wollega Zone. The road project traverses eight - districts of the zone. The Mekenajo junction where the road route diverts from the Addis Ababa - Nekemte - Gimbi - Assossa main road is located at 456 kms from Addis Ababa and 15Kms from Gimbi town, the capital town of West Wellega Zone. The districts and some of the towns traversed by the road project are given in Table 3.1.

Table 3.1 : Districts and Towns along Project Road

1 Distances (km) I

No

-

I I I I I

Zone

I I I

Ayra Guliso I I I

Name of Woreda

1.

464 lnango 2.

Guliso

4.

5.

6

Gimbi

23 Lalo Asabi

I I I I I

I I

Source: Respective Woreda Administrations

Name of Woreda Town

---- West Wellega

Yubdo

Dale Sedy

I I I 1

The road project influence area covers mainly the eight districts traversed by the road route, and the neighboring districts like; Boji, Anfilo, Jimma Horo, Gangi, Lalo Kile and Nole Kaba districts. The road has length of about 181 km.

44 1 Gimbi

Yubdo 533

7.

The road route passes through densely forested and intensively cultivated land with mixed topographic features. However, there is neither protected forest nor conservation site in the area and that is suspected to be touched by the road project. It is also confirmed that there is no plan in the near future to establish such sites in route corridor. The topography of road route has mainly mountainous and rolling type terrain followed by some flat land. The altitude of the road corridor lies between 1500 mas1 and 1900masl.

0

from

Geba Robi Hawa Walel

Seyo

3.2 Proposed Road Improvements

Addis Ababa

11 1 Haro Sebu

Dembidolo 639

The existing road is a gravel surfaced RR-50 standard road. The width of the existing road ranges from 4.92 to 6.15 meters. The road pavement along the project road is severely damaged at some places. The major pavement damages are rutting, corrugation and pavement deterioration. During the field visit extensive pavement deterioration was observed at stations 8+100 - 9+200, 86+000 - 96+600, 1 13+100 - 136+800, and 139+800 - 145+700, where comfort speed was poor to very poor at 40Km/h. At some sections of the

Zonal capital Gimbi

147

552

614

198

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588 --

173

Gawo Dale Kake

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existing road, paved and unpaved ditches at cut sections were observed. The ditch sides are severely eroded with longitudinal erosion affected sections at steeper grades of the road. The ditches are inadequate in capacity and quality, while some of them are covered with savanna grass.

The dust from the gravel surfaced road is also causing health problems and traffic accidents to the community, especially to those residing by the road side.

The existing road alignment does not access major town centers like Ayra, Harosebu and Geba Robi, which are also economic and administrative centers of some of the woredas traversed by the road route, in spite of the high demand and repeated requests by the community. The length of the realigned section is 8.8 km in two town sections at Ayira, and at Geba Robi.

The current road improvement project shall address all those issues among others, and would upgrade the road design to asphalt surfaced standard road. The width of the road shall be 6.7 meters, with 1.5 m shoulder on either side, all along the road route. There shall be realignments at two short locations of total 8.8 km mainly to improve access to the center of the above mentioned towns: Ayira, and Geba Robi and towns. The length of the realignment section is 8.8 km, but it traverses through unpaved ground and farmlands, partly through vegetation covered and animal grazing grounds and partly through cultivable farmlands, and no significant environmental impact is anticipated.

3.3 Project Activities

The road project work comprises of, design, construction, maintenance and operation activities. The design and feasibility study works mainly focus on site investigation and site surveying, route selection, material investigations quarry and borrow site determination, assessment of existing environmental conditions and social structure.

The construction work activities include site clearing along some of the re-aligned sections, excavation and grading, filling, compacting, waterways crossing, paving, use of heavy machinery, quarry and borrow material development, establishing camps, garage site and material storage sites, temporary detour roads construction and maintenance.

The construction phase activity deploys a number of workforce, machinery and vehicles. The worker community deployed during the construction work includes both people coming from with in and outside of the project area. Skilled and semi skilled manpower shall be mainly from out side while unskilled labor force required shall be recruited from the localities of the road project area. The major part of the workers would be temporary residents of the project area.

The maintenance and operation phase activities include routine maintenances of damaged parts of the road, traffic flow regulations, clearing of obstacles and monitoring of development trends and the effects of the road project on the surrounding environment. These activities shall be undertaken by the regular employees of the regional rural roads authority. The degree of skilled and unskilled work force deployed and the machinery required is also less during the operation phase of the project.

3.4 Projects Right-of-way Condition and Influence Areas

The road width shall be 6.7 meters with 1.5m shoulder on either side, and the right-of - way width to be maintained should be 15-meters on both sides from the centerline, including working space and detour roads. The material production sites, camps and garage sites,

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access road to material sites and areas of land for detour roads required during the construction phases shall be occupied by the project work activities permanently or temporarily as the case may be. Resources and properties within the rights - of - way that are subject to be affected by the road construction activities have to be either removed and relocated or protected at their original places based on each site condition and extent of exposure to the project effects.

Majority of the people in the project area earn their livelihood from agricultural activity. Major crops grown along the Project road are maize, sorghum, wheat, teff and pulses. Barley, beans and chickpeas are also grown to a lesser extent. The major cash crop is coffee. It is the main product as cash crop and for money making. The area is also known for its fruit trees like; mangoes and bananas. They are mostly found along the sides of the road. Other cultivated trees such as eucalyptus and junipers are also found in several places along the roadroute.

There are several towns and villages following the Project Road. Major towns along the existing road are Inango, Ayra, Yubdo, Haro Sebu (Alem Teferi), Kake, Chanka, Matchara, Gebarobi (Geba Robi) and Dembidolo. The settlement pattern is such that the roadsides are densely populated. This is also true for small villages found in the remote part of the woredas.

The existing road is narrow in the towns and has to be widened to the required design standard. Hence in the process of road widening it is expected that some houses, fences and shops will be affected. In rural areas the width of the existing road seems to be within the required road standards and will hardly need to be widened.

3.5 The re-aligned road sections

The existing Mekenajo - Dembidolo road does not pass through town centers of Ayra, and Geba Robi, but runs at some distances away from the towns' boundary. Transport user communities of these towns and those coming from other areas to those towns have to walk on foot to access the town centers. This situation is severing with patients and pregnant women who are suffering most from the inconveniences. There is a renowned Hospital in Ayra town which also serve as a referral hospital including for communities of the surrounding woredas and even further from different parts of the country. Patients coming to this hospital have to get down of the transport vehicle at the road junction and travel on foot for about 2-km up to the town center /hospital.

The issue of linking these towns with the Mekenajo - Dembi Dolo main road has been a long standing requests and demand of the communities in those towns. Several correspondences were made all the ladder of the administrative organs and including to ERA head office. This has been witnessed and could be confirmed from the discussions made during the consultation process.

The new realigned section of the proposed road project shall traverse through town centers of Ayra, and Gebarobi towns. The damages to houses and properties would be more significant in those towns as compared to the other listed towns and villages, and the need for displacement and Relocation would also be higher in this case. The total length of the realigned sections is 8.8-kilometers, and some of the sections are widening of town roads already in use, and the balance of the re-aligned sections traverses through unpaved ground and farmlands, partly through vegetation covered and animal grazing grounds and partly through cultivable farmlands, and no significant environmental impact is anticipated.

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4.0 DESCRIPTION OF 'THE BASE LINE ENVIRONMENTAL CONDITIONS

4.1 Environmental Conditions - Regional1 Zonal1 Woreda level

4.1 . I Topography and Location The road project falls in the west wollega zone, in the Western part of The Oromia National Regional State.

West Wollega Zone lies between 8'1 2'N and 10 O 03N latitudes and 34 O 08' E and 36 10' E longitudes. Western Oromia Sub region on the other hand extends from 07 O 13'16" to 10 O

20'10"N latitude and 34 O 08'30" to 37 O 40'53"E longitude. The Altitude of the sub region ranges from 500masl up to over 3000 masl.

West Wollega Zone is characterized by physiographic features of mountain, undulating and rolling plateaus, and gorges ranging from 500 to 3200masl

The proposed road route traverses through rolling hills with elevation varying between 1900m and 1500m above sea level. The topography along the route can be classified as approximately 10% escarpment, 30% mountainous, 40% rolling and 20% flat. The existing road alignment generally follows the ridge and has sharp horizontal curves and steep gradients.

4.1.2 Climate and Meteorology

West Wollega zone experiences tropical climatic conditions mainly due to its location. The mean annual temperature of the zone varies from 15' C to over 25 O C. It has long hours of sun shine. Summer season (June to September) is a period of longest average sun shine (8-lOhours/day) and it is also period of high cloud cover.

Annual rainfall in the zone generally decreases from east towards west following the physiographic nature of the land. The mean annual rain fall in the eastern highlands ranges between 1800- 2000mm, while in the central plateau it is 1600mm - 1800mm. The remaining major part of the area has mean annual rainfall between 1200mm - 1600mm. Heavy rain season in the zone is during June to September, while light rains occurs during February to May.

The districts traversed by the road route have annual rain fall ranging between 1200mm and 1800mm, while the temperature range is from 18OC to 32OC.

4.1.3 Geology and Mineral Deposits

The geological structures (surface rock distribution, the configuration and other and other natural phenomenon) of West Wollega zone are the results of geologic history and tectonic movements of Precambrian and Cenozoic eras. The districts traversed by the road project are dominantly covered by the rocks of the Cenozoic era. The thick basalts lava rocks of the trap series that occurs in West Wollega Zone are rocks of Cenozoic era. Among the trap series of rock groups (the Ashange and The shield groups), it is the Tertiary Period Ashange group that is found in West Wollega zone. The Ashange group of the trap series consists of alkali olivine basalt and tuffs with rare rhyolites and dolerite sills and gabro diabase intrusive.

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Proterozoic rocks of Tulu Dimtu and Birbir group are the dominant along the districts of the road project area.

West Wollega Zone has rich mineral resources including ferrous mineral and precious metals like gold and platinum. The precamberian era rocks are sources for the ferrous, none -ferrous and the precious metals, while the Cenozoic era sedimentary rocks are sources of the iron and coal. The mineral of the zone consists of coal, iron, nickel, precious metals (Gold and Platinum), non-ferrous minerals (Cobalt, molybdenum, titanium, Uranium and phosphate), and industrial and construction mineral like marble. Some of the localities with high mineral deposits fall with in the influence area of the road project; this includes Yubdo, Gimbi, Dembidolo, Guliso - Hena. The major mineral deposits include those described in Table 4.1

Table 4.1 : Mineral Deposits of West Wollega Zone

1 No Mineral groups Mineral I Localities i I I I I

( 1 Ferrous Iron I Yubdo, Gimbi, Nejo -- I

I I I I 1 3 1 Non-ferous minerals I copper 1 Yubdo

I I

I I I I Cobalt 1 Yubdo, Dembi Dolo, Gulyso,

I I I

1 Uranium Dembidolo, Nejo, Guliso I

2

Phosphate Gimbi I

Gold Precious Metals Nejo, Yubdo, Begi, Dembidolo I

West Wollega Zone has rich mineral resources including ferrous mineral and precious metals like gold and platinum. The precamberian era rocks are sources for the ferrous, non- ferrous and the precious metals, while the Cenozoic era sedimentary rocks are sources of the iron and coal. The mineral of the zone consists of coal, iron, nickel, precious metals (Gold and Platinum), non-ferrous minerals (Cobalt, molybdenum, titanium, Uranium and phosphate), and industrial and construction mineral like marble. Some of the localities with high mineral deposits fall with in the influence area of the road project; this includes Yubdo, Gimbi, Dembidolo, Guliso - Hena.

4

-

4.1.4 Soils

I Industrial and Marble construction Mana sibu minerals

There are four soil units recognized in the West Wollega zone these include; Dystric Nitosols, Orthic Acrisols, Chromic and Pellic Vertisols and Calcaric and Eutric Fluvisols.

Source: Zonal Atlas of West Oromia.

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Most part of the zone has Dystric Nitosols soil group. This soil group is deep, clayey red soils and occurs on almost flat to slopping terrain in high rain fall areas. They have uniform profile, are porous, have stable structure and deep rooting volume. This soil type has high agricultural potential. Mainly the soil of the road corridor is Dystric Nitosol group of soil unit, followed by stony Orthic Acrisols, flooding Chromic and Pellic Vertisols.

The road alignment is dominated by residual and alluvial soils. These soils are commonly red, reddish brown and pinkish brown silt clay with little clayey silty sand and fertile top soil. They are mostly susceptible to erosion and constitute more than 80% of the alignment soil.

In the project road alignment soil erosion problem is observed at river banks, around settlement sites (villages and towns) and in areas of erosive soil cover and hill sides.

Soil erodibility is based on two criteria, soil erodibility factor k, as determining for USLE and slope. The k factor calculated for the soils depends on the soil types . Soil erodibility is largely differentiated on the bases of slope. Broadly speaking, on slopes <5%, unless the soil is particularly erodible, erosion should be manageable through agronomic practice, such as contour plowing and seeding and vegetative barriers. On slopes from 5 to15% agronomic practices should be backed by specific soil conservation measures such as grass strips, vegetative barriers, and up slope management. Slopes from 15%to 30% are at the extreme end of the normally accepted range for cultivation and soil conservation measures are essential; these may include physical structures. On slopes from 30 to 45%, physical such as terraces bunds, drainage diversion ditches, etc. become essential combined with management designed to maintain soil condition and minimize erosion. These measures are considered here as requirements and thus land in this category is defined as conditionally unsuitable, the condition being the application of appropriate soil conservation measures. Slope greater than 45% is considered unsuitable for cultivation.

4.1.5 Water Resources and Drainage Basin

West Wollega Zone has high water resource potential both surface and sub surface water resources. Most of the rivers of the zone are perennial, and there are also seasonal streams. Ground water source is shallow with depths ranging up to 100m.

West Wollega zone is divided in to two major drainage basins; Abay (Blue Nile) River basin and Baro River Basin. The Abay River basin covers about 51 % of the land area of the zone , while the Baro River basin covers the remaining 49% of the land. The rivers that drain to Abay basin include Didessa, Dilla, Dabus, Laga Mura and Gulufa, While those that drain Baro River are Birbir, Kile, Keto, Chebel, Laga Hida and Piper.

Ground water potential of West Wellega is sub divided in to high yield, moderate and low yield on the bases of the aquifer forming the water reservoir. The eastern and south eastern part of the zone, also constituting the districts traversed by the road project have pocket areas of unconsolidated alluvium aquifer with high productivity yield and unconsolidated sediments formiug low productivity aquifer.

4.1.6 Wetland 1 Marshland Areas and Swamps

Wetlandslmarshland generally supports a wide range of biotical, hydrological, and physical processes which result in ecosystem function and the provision of valuable goods or services. These wetlands/marshlands have got several important functions to the local

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environment, the community and to the wild life. It supports enormous living things both plant and animal species and serves as biodiversity reserve or for gene pool maintenance.

Wetlandlmarshland ecosystem is also valuable for ground water recharge discharge processes, control sediment & floristic retention, pollutants removal, food production & food chain support, wild life habitat, climate control. Wetlandslmarshlands are instrumental in water cycling and in generating rain fall. The potential evaporation from swamps is 1.5 to >4 times greater than the evaporation from an open pan of water. If evaporation from the swamps is reduced then the amount of rainfall will reduce accordingly. Typical species Common to flooded grassland include; Hypermedia rube, Echinochload scrabra (stagnina), Leersia hexandra, paspalidium geminate.

'The wetlandlrnarshland and flood plains in the woredas traversed by the road are used as grazing grounds especially during the dry weather periods of the area and also for crop harvest in the dry seasons. Almost all the woredas have such marshland areas, though the plot areas differ from woreda to woreda. The total area of wetlandlrnarshland in those woredas is estimated at 3000 hectare.

wetlandlrnarshland areas along the Project Road route, however, are found at very limited sites. The wetlandlrnarshland sites in the project area are those seasonally water inundated plain lands along the river banks traversed by the road. There is no extended wetlandlrnarshland area specially designated as protected site1 conservation site. The identified smallllimited wetlandlmarshland areas along the road route are found around km 37, 98, 126 and 170 mainly along river courses. The proportion of those wetland areas that fall at the river crossings of the road is estimated at less than 1 %.

4.1.7Flora and fauna resources

West Wollega zone is one of the densely vegetation covered areas of the country. The Climatic Climax Vegetation (i.e. the vegetation that would develop in the absence of human interference, onlyby the natural environmental conditions) of the zone includes; broad leafed forest, grasslands and wetlandslmarshlands. Broad leafed forest trees are found almost in all districts of the zone including those traversed by the project road.

The Broad leafed forest consists four subdivisions of plant communities; the semi deciduous Baphia forest, Olea (Woira, egersa, Syzygium guineas(Dokma,) ), forest , Anigeria(Kerero), corton(Bisana) , Ekebergia (Sombo) forest, Arundinaria (Kerkeha, leman) and shrubs and grasses under the big trees. The influence area of road route is mainly dominated by Aningeria species and Olea species. Grasslands consisting of different species cover limited areas in the drier south and south western areas while wetlandslmarshlands are localized in the central western part of the zone.

There are significant wildlife habitats in the West Wellega zone including the woredas traversed by the road project. The common wild life of the zone include Lion, Buffalo, Hippopotamus, otter, Civet, Bushbuck, Roan Antelope, Leopard, striped hyena, Columbus monkey, Patas monkey, hamadryads, baboon and Klipspringer.

4.1.8 National Parks and Protected Areas

There is no designated national park though there are a number of potential protected areas, such as wildlife reserve and conservation areas available in West Wellega zone. Western Oromia is endowed with forest and water resources forming areas potentially rich in wildlife conservation;

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9 The Dedessa Wilde life reserve area is a proposed reserve area found along Nekemte - Bedele road which covers an area of about 1333km2 and has more than 14 stream water sources, 54 plant species, 30 mamal species and a number of bird species.

9 The Welel Shebele Conservation area found in the Western extreme part of West Wellega zone forms significant wildlife conservation site. It converse an area of 1 1 ,374km2.

9 Forest areas in west Oromia sub region harbor indigenous forest resources including endemic flora and fauna species to Ethiopia (Annex 3)

However, there is neither park nor protected conservation site along the road route and in the proximity of the road project site. This in fact has led to diminishing of the wildlife resources of that area. However, the diverse physiographic and climatic conditions of the zone are favorable for wildlife habitat. There is plot of planted forest land (mainly juniperous trees) from station 16 + 900km up to station 19 +000km. along the road route, which can be used as recreational park for those residing in the area.

4.2 Population, Ethnic and Religious Groups

As per the information contained in Statistical Abstract, 2004 (Central Statistical Agency), total population (July 2005) of eight woredas constituting the influence area of the project road is estimated as of July 2005 at 977,710 ( Males - 481,967 and Female - 495,743). Details of woreda-wise population, area and density are presented in Table 4.2.

Table 4.2: District-wise Population of Project Influence Area (2005)

) * Number of Persons per Sq.Km.

Ayira Guliso

Lalo Asabi

Gawo Dale

Dale Lalo (Sedi)

Hawa Wallel

Sayo

1 Yubdo

Total

4.2.1 Ethnic and Religious Groups

Population Density*

121.0

The major ethnic groups of the woredas in the influence area are Oromo(85%), Amahara (9.1%), Guragea (1.3%) and others constitute the remaining 4.6%. In urban areas the population proportions differ from that in rural areas. In urban areas, Oromo constitutes

Area Sq.Km 1,183.4

Districtl Woreda

Gimbi

Source: Statistical Abstract, 2004, Central Statistical Authority

54,538

39,040

75,212

63,112

55,192

78,345

46,145

81,967

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Population

56,396

41,666

76,601

65,974

55,469

78,294

48,552

495,743

Total 143,174

Male 70,383

1 10,934

80,706

151,813

129,086

110,661

156,639

94,697

977,710

Female 72,791

989.4

376.6

1,949.9

1,089.2

1,329.1

1,219.7

624.2

8,761.5

112.1

214.3

77.9

118.5

83.3

128.4

151.7

111.6

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54.4%, Amahara 28.8%, Guragea 8.1%, while in rural areas Oromo is 88.7%' Amahara 6.8% and Geadeos 1.1%. The main languages include Oromifa, Amarigna, Gedeogna and Guragigna.The religious groups in the project woredas constitute orthodox Christian , Musilim, Protestant Christians. Percentage distribution of different ethnic and religious groups in the project influence area (PIA) is given Table 4.3.

Table 4.3: Ethnic and Religious Composition in the PIA

Woreda Name Ayira Guliso

Gawo Dale

Dale Sedi

Religious groups (%)

- Gimbi

Ethnic groups (%)

--- 84

96

lpLpp--

I

Hawa ale1 1 97

Protestant 9 7

Orthodox 2.9

I P

Lalo ssabi

4.3 Socio-economic Environment

Muslim 0.1

Others 2

15

3

3

Seyo

Yubdo

4.3.1 Zonal & Woreda Level Land Use /Land Cover

Guragea Oromo 98

I

95 I -

Land uses refers to the economic purpose the land is utilized by the society, while the land cover refers to the natural or man made factors occupying the land. Land uselland cover plan refers to the best allocation of the land to its best alternative uses. Details of land use/ land cover in the region and the PIA are presented in tables 4.4 and 4.5 respectively.

Amahara

I -

I

80

Table 4.4: Sub -Regional and Zonal Land use1 land cover

30 50

-

1

1

20

I i A

10

-----

Land use /land cover type

pp

30

15

5

1 I I I I

West Oromia Sub Region

I Cultivated land I I 1.1 Intensively cultivated

I I

35

3

19.9

1.2 Moderately cultivated

Land cover

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I... .

25

Zone West W"llega

44.6

I 1 2.1 High forest I I

60

60

Project road Corridor (% of total land area) (% of total land (% of total land area) area)

43.66

27.98

24.7

16.1

(rough estimates)

70%

15.68

10

15.88

30

30%

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No

1 2.2 Wood land 1 I I

I 1 2.4 Grass land I I I

4.5 32.89

Land use lland cover type

31.6 I 1 2.3 Bush land /Shrub land 1

1 I

2.65

2.1

1 I I I I

Sources: Atlas of West Wellega Zone & Atlas of West Oromia Sub Region, 2004

West Oromia Sub Region (% of total land area)

2.65

2.5 Swamps and wetlands

2.6 Exposed rock

Table 4.5: Land UselLand cover of the Project Influence Area (PIA) (Hectares)

Zone West WOllega

(YO of total land area)

0.8 pp

0.4

Project road Corridor (% of total land area) (rough estimates)

2.27

No

1 I I I I I I

Woreda (district)

Lalo Asabi

2

3

4 I I I I

Land area

41,800

Yubdo

Dale Sedy

I

Ayra Guliso

12,490 5

I I I I I I

I I I I I I I I

Source: Respective Woreda Administrations

Cultivated plus cultivable Land 33,604

99,740 60,035

69,418

30,000 6

I I I I I I

The major land use type along the road corridor and the influence areas of the project is intensively cultivated agricultural land. Crops grown include cereals, tree crops like coffee, fruit trees, and vegetables.

Gawo Dale

18,000

Cultivable land (cultivated + potentially cultivable) ................... ..70% ......................................... Forest covered and Grass covered .25%

........................................................................... Bare land.. .5%

Grazing land lgrass cover1 2,200

7,981

32,302

Hawa Walel 1 135,000 1 72,886

7

- 8

4.3.2 Health Status and health institutions

1 13,202

Gimbi

In Western Oromia Sub Region the major causes for morbidity and mortality are Vector borne diseases, Upper respiratory infection, gastritis and duodenities, muscular rheumatism, skin infection, tuberculosis of respiratory system, diarrhea, ascaries and diseases of genitor- urinary system. About 31.3% Of the total area in west Oromia is severely malaria affected, while 49.5% is malaria prone area. Increasing incidences of malaria is being observed in the

Forest land

3,796

14,329

11,082

19,883

34,521 Seyo 71,873

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Other uses

2,200

17,411

40,939

14,033

130,194 5,800

3,546 22,488

6715 8478

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sub region, which is said to be due to ecological changes being experienced in the area. Such ecological change is said to be responsible for the transmission of malaria from malaria areas to non-malaria areas. However, medical facilities and medical professional in the sub region are inadequate to cope with the health problem (Table 4.6 81 Table 4.7).

Table 4.6: Poplilation per Medical Personnel of West Oromia Sub Region, 2001/2002

I Number of Medical Population Per 1 Zone

I I

I I I I I I I I

Source: Sub Regional Atlas of West Oromia, June 2004

ersonnel Populatio n Health 1 1 Nurse 1 assistant

East Wellega

J imma

lllu babor

Total

Regarding the disease prevalence of woredas traversed by the road, data could be obtained only from six woreda health centers and hospital. It is expected that the trend might not differ much for the remaining two woredas as well. The data for the six woredas is indicated in Table 4.7.

Table 4.7: Top Ten Most Prevalent Diseases in the PIA (2005)

1587809

2478166

1069842

Health assistan t

Doctor Nurse

20

27

15

Percentage of All cases for the woredas

- - - 7 Skin diseases 3.9 7.2 8.6 N A 3.6

-

8 Dental diseases 4.0 NA

7086440 67 540

Ayra Guliso 14.1

0 2

infection 4 3

135

140

86 -------

4 5

I I I ' I I I Source: Respective Woreda administrations.

I

635

OawO Dale 13.

9

10

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202

150

1 56

Gastritis Anemia

I 105768

Seyo

15.

Diarrhea

Goiter

79390

13123

91 784

7 1323

10.2 NA

17701

12440

Lalo Assabi N A

5.2

N A

1 1762

6.6 NA

7860

Hawa Walel 13.1

7.6

NA

Dale Sedi 14.1

2.2 NA

3.2

8.6

NA NA

NA

NA

6.5 3.6

5.4 6.2

8.9

N A

10.5

N A

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Health facilities in west Oromia in 200012001 was recorded to constitute; 8- hospitals, 41 health centers, 329 clinics and 71 health posts. Most of the health institutions are located in urban centers. In West Wollega zone there are 4- government and 2-NGO hospitals, 12- health centers, 105-health posts and over 100-clinics (Table 4.8).

The number of medical personnel is another indicator for the health service coverage of population. The medical personnel to population ratio of West Oromia sub region in the yea 200112002 is as described in Table 4.6 above.

Availability of health facilities with in a reasonable distance to the rural community is an indicative of the degree of health services and potential for improved service coverage.

Table - 4.8: Health Facilities of Woredas in the PIA (200512006)

Health facility

Hos ital p Health center

/ Clinics I I I I I I I

14 1 1 15 12 110 4 I NA Source: Respective Woreda administrations.

I I I I I 1 I

The access to health service has been assessed on the basis of the distance of the next health institution. According to the results of the Welfare Monitoring Survey -2004, access to health institutions at country level indicate that 9.3% of the households are within the distance of less than 'I km, 40% within a distance of less than 5km and 71 % within distance of less than 10km. For Oromia Region accessibility to health institution is less than the country level averages. In West Wellega Zone the percentage of people living in the distance of less than 1 km from the nearest health institution is 5.8%, the population living in a distance more than 10km from health institution is 41 %, while 14.2% of the population live in a distance greater than 20km.

Woreda name

Health post

HIV I AIDS disease is a growing concern in the project area as is the case elsewhere in the country. The prevalence of the disease is especially significant in urbanized woreda towns. The percentage of positive HlVlAids cases recorded in Seyo woreda (Dembidolo town) hospital is as high as 24.4%, while the data for Ayra Guliso hospital shows 3.1% HlVlAlDs positive cases among the tested group. These figures are high for rural community like that of the project area.

Ayra Guliso

11 1

4.3.3 Education Status and Facilities

8

The literacy level and students enrolment ratio in Oromia Region is on a better side as compared to the country level figures. The primary and secondary school enrolment rate in 200312004 was 39% of the total student enrolled in the country. West wollega zone has relatively reasonable number of schools; almost all of the woredas have at least one primary level school, but the secondary schools are only found in some of the woredas only (Table 4.1 1). Tables 4.9, 4.10 and 4.1 1 demonstrate the educational status in West Oromia sub region and that of the West wollega zone as well as that of the PIA.

Gawo Dale -

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10

Seyo

1 1 1 N A

8

Lalo Assabi

1

8

Hawa Walel

--- 1

9

1

Dale Sedi Gimbi

12

5 N A

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Table 4.9: School Enrolment By Zone of West Oromia Sub Region, 200212003

I Primary Senior seconda y 1 Zone

Table 4.10: School Distribution in West Oromia Sub Region, 200212003

East Wellega

lllubabor

Jima

Male Male Female

Total 616519 437809

Source: Sub Regional Atlas of West Oromia, June 2004

140844

119724

178025

West Wellega Female

Senior Secondary

school Zone

West Wellega

East Wellega

Table 4.11: School Distribution in the PIA (200512006)

98543

79305

121 938

No. o f I primary Districts school

lllubabor

J imma

Total

1 Zone, District Kinder Garden / Primary school Senior Secondary 1 College]

6296 186926

17301

8550

8909

16

13

20

2 1

Source: Sub Regional Atlas of West Oromia, June 2004

13

13

67

138023 , 16958

8038

3865

5760

487

357

I I I I

I I

Source: The Respective Woreda Administration

37 1

407

1622

West Wollega Zone

Sa yo

Lalo Asabi

Hawa welel

Dale Sedi

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11

11

51

27

Gimbi

7

1

1

632

4 1

22

49

30

41 l 3 I

2

2

1

1

1

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4.3.4 Source of Energy

West Oromia Sub Region lacks adequate electric power supply, and the energy need of the population mainly depends on traditional sources like; biomass fuel, plant and charcoal, crope residue and animal dung. These traditional energy sources account for over 98% of energy consumed in the Sub -Region. On the other hand the West Oromia Sub Region has ample potential for hydro-power generation. Accordirlg to data obtained from study of Oromia Economic study project 1999, the total hydropower potential of the four zones of West Oromia is estimated at 1338Gwhlyear. The share of West wollega zone, where the road project is located, accounts for 382 Gwhlyear.

4.3.5 Transport network

The road network development in the West Wellega zone is lower as compared to both the national, regional, and sub regional Oromia level as well. The total length of road network in Oromia Region as off 200712008 is estimated at 12,140km.

The proportion for western Oromia sub Region is comparatively lower than other sub regions. The available detailed information of 2002 demonstrates this fact. According to this data- road network in Western Oromia sub region in 2002 was about 3,019km. This includes 419km (13.88%) asphalt roads, 922km (30.54%) gravel surfaced roads and 1678km (55.58) rural gravel surfaced roads (Table 4.12). On the other hand, the road network in West Wellega is 744km which includes; no asphalt road (0% ) , 316km ( Oh) gravel surfaced road, 428km ( %) rural gravel road.

Though, substantial road infrastructure works have been undertaken both at national and regional levels in the country since then, the proportion for the west wellega is still lagging behind compared to others.

Table 4.12: Road Network Distribution in West Oromia Sub Region by Zone and Type 200212003

- - . ~

Zone

9 Source: Atlas of West Oromia Sub region, 200312004

Road Population Ratio Road Type in (Km)

4.3.6 Water supply

Road Density (Kml1000 km2)

Lack of safe drinking water supply is the major causes of disease in the Oromia region in general and to the rural community in particular. According to Welfare Monitoring Survey(WMS) -2004, only 25.20% of the country's population has access to safe water supply source, while the remaining 74.80% uses water from unsafe and unprotected sources like rivers and lake, unprotected welllspring (Table 4.13).

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For Oromia region, population with potable water supply is 23.24% at rigional level, 22.2% for West Oromia Sub region and 7.3% for West Wellega Zone . While only 3.8% of the rural population of woredas (districts) traversed by the road project have access to safe potable water supply sources, the urban population of these districts have higher percentage as compared to the rural.

Table 4.13: Distribution of Households by Water Supply Source,

Unsafe water I Safe supply sources sources (%)

1 Area (Yo) River I I Unprotected I Protected I

Sources: Atlas of West Oromia

Ethiopia I I I I I I

In view of low level of potable water supply coverage, one has to be cautious on handling the existing infrastructure and facility. In the urban areas, the water scarcity has forced the consumer to queue for an appreciable length of time. The road project may interfere with water supply systems in urban areas. In such cases, either the design has to consider avoiding the alignment or the water line has to be relocated. Arrangements have to be made for the relocation and compensation. Relocation has to be made prior to mobilizing the construction work or alternative supply line is provided until relocation is done, not to interrupt the water supply service.

lake 32.39 Rural

4.4 Gender Equity Issue

There is gender inequity in the project area as it is also the case in most part of the rural community of Ethiopia. Women participate equally in development activities including agricultural activities in the field as the men do. In addition to field work they are responsible for day to day household duties and for children care. They are also the ones who carry their agricultural produces to the market places for sale and in return to buy household commodities for consumption. However, their involvement and role in decision making and development planning is minimal.

~ e l l l r p r i n ~ 42.04

43.18 12.53 Oromia Region

As per the consultation results of each woreda and also inline with the comment given by community representatives, Women are the most affected due to inadequacy of the road infrastructure. There are frequent death causalities reported due to delays in reaching health centers especially during pregnancy and delivery period. The hard ship of carrying heavy loads to the market places and back home is also the burden of the women. The implementation of the road infrastructure would substantially improve the transportation facility in the area, there by alleviating most of the difficulties that women population are currently experiencing.

10.71 ~

4.5 Historical and Cultural Heritages

Welllspring 14.4

Rural

According to the Atlas of west Oromia, Historical and cultural resources in the West Oromia Sub Region include; Palaces of Aba Jiffar & Kumssa Moroda, Mosques of Aba Jiffar and residential houses. Places of worship like traditional mosques, monasteries and churches

;private tap 10.80

32.65

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are found in the sub region. Among the traditional places are found the Beluke in Wellega and the Sida Abachagi in lllubabor are the prominent ones. At these sites, the ancient holy tries of faith of the Oromo people are displayed.

There are no historical and cultural heritage sites of that magnitude and recognition as those discussed above, with in the project influence area and in the right - of - way of the road route. However, there are churches, mosques, burial places and odas that are found within the influence areas of the project. These sites are found outside of the ROW width of the road. This fact was also confirmed by the consultation results made with the woreda administrations and elderly people of the project area, and during the site visits and site investigation.

The Oromia Regional State Bureau of Tourism and Culture was also contacted in January 2009 to get information and opinion on any PCRs and archeological findings of the area. Accordingly, Ato Belay Kassaye, Head of Tourism & Information Department of the bureau and Ato Daniel Deressa, an expert in the Heritages Research and Protection Department of the bureau have confirmed that there is no recorded or suspected site for Archaeological resources in the premises of the road route.

However, there is always possibility to yield undiscovered cultural artifacts, and any cultural and archeological resources encountering should be reported to the Oromia Cultural and Tourism Bureau andlor relevant authorities. The mitigationlpreservation measures be consulted and implemented as necessary. The mitigation lavoidance to the resource will be inaccordance wih the proclamation No

4.6 Public Consultations and Community Acceptability of the Road

Upgrading Project

Public consultation meetings and interviews were held at selected woreda centers and with the woreda administrations at their respective offices and localities as the situation allowed.. Issues discussed and briefings given include the following topics;

Knowledge about the intended road project Attitude of the community on the road project implementation Major benefits of the road improvement project Major adverse impacts that may be caused due to the road project implementation, especially of the road side settlers and properties in the ROW. Environmental impacts due to realignment of the existing road route, especially designed to access the town centers of Ayira, and Geba Robi, and the dislocation of houses and people in those towns. Possible compensation and needs for resettlement of people in those towns Other mitigation measures proposed for the other adverse impacts The outcome of the consultation meetings demonstrated communities? stakeholders' positive view about the project.

Regarding environmental concerns, the community has weighed both positive and adverse consequences of the project and gave their opinions freely. The stakeholders' views1 understanding1 expectations of the proposed project are summarized as under:

The current problem due to air pollution and health problems related to dust from the gravel paved road shall substantially be improved. The traffic accident due to the deficiencies in the road design and due to dust interference will improve

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The realignment made to access the town centers of Ayira, and Geba Robi would greatly enhance the socio-economic benefits of those towns, in spite of all the adverse impacts (dislocation of houses and people, damages to fruit trees and utility lines in the right of way 1. The community and the respective woreda administrations showed willingness to cooperate in administering and handling the compensation and resettlement issues for the affected group. Access to market places and availability of transport facility shall improve the price for their products, which at present are under valued due to difficulties in transporting their goods to central markets.

The consultative meetings with local administration indicated their willingness of full participation for the RAP program implementation, both in coordination and availing resettlement sites and plot of land required for the displaced people by the project

List of interviewees and consulted people and institutions is included under the Annex 2. Minutes of meetings carried out at some of the localities are also included under the annex.

4.7 Environmental Conditions of the Road Route Corridor Re-

emphasized

4.7.1 Existing Road Pavement Condition

The project road is classified into sixteen fairly homogeneous pavement sections (Table 4.14). The main pavement damage along the project road is rutting, corrugation and pavement deterioration.

During the field investigations, it was observed that extensive pavement deterioration was common at stations 8+100 - 9+200,86+000 - 96+600,113+100 - 136+800, and 139+800 - 145+700, where comfort speed was poor to very poor at 40Kmlh. Details in this regard are given in Table 4.14.

4.7.2 Bio - Physical Environment

The road route traverses mainly mountainous and rolling topographic land forms, with smaller section of flat terrain. The area is covered with forests and tree crops including coffee and fruit trees. The physical environmental conditions of the road route are as described in Table 4.15.

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Table 4.14: Existing Road Pavement Condition

Pavement Pavement Pavement Damage Comfortable (

Speed Remark

White to --

o+ooo . lo reddish silty clay mixed Few

Moderat Moderat Moderate 10+900 e with basaltic

@50Kmlh

gravel White to pinkish silty 1 10+900 11 clay mixed Extensi Extens Extensiv Extensi Extensive Fair

22+500 with ve @50Kmlh traychaytic gravel White to

22+500 . reddish silty Moder Poor 12 32+000 clay ate Moderat Moder Extensive @50Kmlh e ate

granular soil Reddish

I 32+000 . silty clay Extensi Extensiv Few I Fair

41+000 traychatic ve e @50Km/h gravel Pinkish to white silty

41+000 . 11 clay mixed Few - Extensiv Fair 52+000 with e

Few @6OKm/h traychatic gravel Reddish

52+000 . 12 silty clay Few - Moderat Fair

57+300 Extensive @60Kmlh traychatic e

gravel White silty

57+300 - 11 Very Poor

clay basaltic - Few Moderat Extensive @40Kmlh Few

85+800 gravel Brown silty

Poor highly

85+800 . clay mixed Exte Moderat Extensive @40Kmlh deteriorate 96+600 with basaltic nsive e d gravel

White to Moderat

96+600 - 11 e to - Extensiv Poor Exposed

113+100 reddish silty - Few Extensiv e @40Kmlh boulders clay gravel e

Exposed Light brown cobles

113+100 to reddish Moder Extensiv Extensiv Fair @6OKm/h and loss e

- e of fine

gravel materials

White silty Currently clay mixed

145+900 - Exten Extensiv Very poor @ under with Exte Few sive 147+000

Few nsive Maintena weathered gravel White silty Recently

147+000 - 13 ~ i l Moderat Fair clay mixed Nil Nil few 6OKKmlh @ regravel1

l4 166+900 1 e , with

ed -

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Source: Mekenajo - Dembidolo Materials Report, March 2006

Table 4.15: Physical Environment along the Road Alignment

Mountainous 7

Chainage (km)

Rolling

1 soils

and alluvial soils Residual and alluvial

Sensitivity to

Sensitive

Sensitive

Soil type

Residual and alluvial soils

Residual and alluvial soils Residual and alluvial

Sensitive environmenta I components

Geology Link (KM)

0 +OOO - 7.7 (Mekenejo Junction)

7.7 - 14.2

Sensitive

Mountainous

Rolling

Topography

Rolling

Mountains

Rolling

and alluvial

Residual Sensitive and alluvial

River crossing L soils Residual and alluvial

Sensitive

34.4 - 43.1

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43.1 - 50.0

Flat

Rolling

soils Residual and alluvial soils

Residual and alluvial

Sensitive

Sensitive

River crossing Wetlandlm arshland

34 .4

37

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Link (KM)

I soils -

Topography

50.0 - 87.0 1

87.1 10.2

110.2 - 121.5

-

127.6 I I 1 and alluvial

1 Residual

I soils

181 .O

(Dembidolo)

Geology

Rolling

Flat

121.5 - I Rolling

Flat

Soil type

and alluvial soils Residual and alluvial soils Residual and alluvial

I Residual

Rolling-Flat

Ridge forming aphanitic to slightly porphyritic BASALT overlying by reddish brown

slightly porphyritic BASALT overlying reddishbrown lateritic soil.

soils Residual and alluvial soils

Residual and alluvial soils

Sensitive Chainage Sensitivity

to erosion l corn onents

Sensitive Wetlandlmars hland

Sensitive River crossing 1 12.6 1 16.7

Sensitive

1 119.6 Sensitive 1 River crossing ( 124.6

1 wetlandlmarsh I

River crossing

1 land 1 126 I River crossing ( 135.6

51.6 60.6

Wetland1 marshland

4.7.2.1 Climatic condition of route corridor

170

River crossing

The area has semi tropical climatic conditions with moderate temperature and rain fall. There are two rainy seasons; heavy rainy period occur during June to September, while the relatively light rains stay from February up to May (Table 4.16).

181.0

Table 4.16: Climatic Conditions of the Route Corridor

4.7.2.2 Land Resources and Soil Erosion Problem

Link

Mekenajo- Dembidolo

Soil Erosion and Siltation Problems

Soil erosion and siltation problems are observed at several points along the road. Most of these erosion and the consequent gully formation are caused by concentrated run-off water along the roadside. Improper design and wrong management of roadside drains are the

Rain fall

Intensity(mm) Duration

400 - 600 February - May 600 - 799 June - Sept. 200 - 399 Oct. - Jan

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Temperature

Range ("c) Duration 15-19.9 Jan 0 - 24.9 April 15 - 19.9 July 15- 19.9 Oct

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major causes for the formation of big gullies in some sections along the existing road. Four big gullies were observed along the Project Road at approximately km 5 on both sides of the road, km 20 on the left-hand side, km 56 on the left-hand side and at km 57. Most of these gullies were formed due to inadequate erosion protection measures at the outlet of the culverts or side drainage structures. In these areas additional care has to be taken, particularly at the outlets of culverts and side drains.

Erosion on the existing concrete lined drains is also prevalent, which reveals the inadequacy of side drainage structures to entertain the run-off passing through it. From this it is essential that the concrete side drains have to be redesigned with a larger capacity. (See photo- 5).

Other causes of erosion in the vicinity of the Project Road are the extraction of road construction materials. In areas where borrow materials have been extracted adjacent to the road, severe erosion features were created. It is, therefore, very essential to apply adequate erosion protection measures to rehabilitate the existing gullies and to prevent any further erosion.

4.7.3 Water Resources along the Road Route

There are several rivers and streams along the Project Road, which receive run off from their respective water catchment areas. These streams are usually the source of drinking water for the local people and animals. Therefore care should be taken to avoid any pollution of these streams during the road construction processes. Table 4.17 lists some of the major rivers encountered along the road alignment.

Table 4.17: Rivers along the road alignment

I I

4 96 Unknown 86 I

I

No

I I I

3 1 Meti 1 86

5 I I I

Catchment Area (km2,

appro xi ma^ Station(km

6 I I I

Ground water sources are also used for domestic water supply. There are some wells along the route, like at station 16 + OOOkm, 35 + 700km, etc.

Name of river

101

7 1 I

In view of low level of potable water supply coverage, one has to be cautious on handling the existing infrastructure and facility. In the urban areas, the water scarcity has forced the consumer to queue for an appreciable length of time. The road project may interfere with

108 1 Chiracha I

8

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Unknown

62

123

99

132 1 Bururi

Kuni

1023

88

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water supply. In such cases, either the design has to consider avoiding the alignment or the water line has to be relocated. Arrangements have to be made for the relocation and compensation.

In urban areas, water supply network may fall wihin the ROW of the road alignment and interfere with the service provision and result in disruption of the services during construction phase of he project.

4.7.4 Vegetation Cover

The road route is located in a broad leafed forest covered land areas. The major forest species are Olean forest Aningera (Kerero) forest. List of major trees and vegetation dominating the road route corridor is included under Annex 3.

Along the road route dense tropical forest cover land is traversed at stations;

o 0 + 000 to 4 + 400 km o l l+000to26+OOOkm o 69 +000 to 71 + OOOkm o 79 + 000 to 85 + OOOkm o 130 + 000 to 140 + OOOkm o 153+000to159+OOOkm

4.7.5 Socio-economic Situation of the Project Road Corridor

4.7.5.1 Land use

The major land use type along the road corridor and the influence areas of the project is potentially cultivable land, intensively cultivated agricultural land and vegetation covered.

Potentially cultivable land and crop land ........................................ 70% Forest and Grass covered .......................................................... 25% Bare land.. .............................................................................. ..soh

Major crops grown along the Project Road are maize, sorghum, wheat, teff and pulses. Barley, beans and chickpeas are also grown in a lesser amount. The major cash crop is coffee. It is the largest commodity and income source for the people living along this road. The route is also known for mango and banana. They are mostly found along the sides of the road. Other cultivated trees such as eucalyptus and junipers appear in several places along the road. The estimated land use coverage within the 30 m wide strip of the Mekenajo to Dembidolo road is presented in Table 4.1 8.

Table 4.18: Land Use within 30m Radius of the Project Road LanduseType I Area in ha I YO

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Seasonal crop land

Permanent crops like coffee, banana, mango etc.

276

14

33.3

2.5

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49.4 I Existing road I

Natural & cultivated trees

4.7.5.2 Settlement Pattern

186

I I

Average population density of the project area is about 113 persons per square kilometer with agglomeration. Higher population densities are observed at town centers and along the road route (Table 4.1 9).

10 --

Table 4.19: Population of Towns and Vvillages along the Road Route (2005)

1.8

Built UD area 72

100.0 Total

13.0

558

1 I I woreda I I

Population

NA 6102 -

Status (TownNillage)

Village --- Capital town of Lalo Assabi

Town1 Village name Meke .Nejo lnanno

Woreda

Station (km)

0+000 7 +200

Ayra Yubdo Azetu Alem

4.7.5.3 Economic Activity

Daleti

1 Teferi

The project area has high potential for agricultural and mining resources. The woredas traversed by the road project and those falling in the influence areas of the project produce coffee and livestock in abundance. Gimbi and Yubdo woredas are known for their mineral resources including Gold, platinum, iron ore. Crop production is intensively carried out towards the north eastern woredas, while coffee plantation dominates the south western woredas and around Dembidolo.

I

59 + 200

80 82 -

The main crops grown in the influence areas of the road project include maize (40% of the area and 25% of production) teff (20% Of area and about 9%0f production), millet (10% of

Na Aba Wedo 3 1 Village Guliso 38 + 500 Capital town of Ayira Guliso 7,463

14

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Village Capital town of Yubdo woreda Village Village

Kake

Chanka Igu Kufare Machara

Village

5,410 4,603 Na 5,233

IV a

106 109 129

Capital town of Gawo Dale woreda Village Village Village

988 4,113 Na 33,452

Wacho Geba Robi Anfare Dembidolo

4,718

6,282 Na Na

NA = Not Available data Sources: Statistical Abstract, Ethiopia, 2004.

134

145 181 + 000

qVillage Capital town of Hawa Walel Village Capital town of Seyo Woreda

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area and 6% of production), and as well as wheat, pulses and oilseeds. It is estimated that 25,000 hectares of land in the influence area is under coffee plantation.

4.8 Material Production Site Condition and acquisition

Construction material sites have been identified alorlg the road corridor. The search for construction materials includes:

Borrow material for road embankment Natural granular material for Sub base Quarry stone for crushed aggregate and masonry works Sand source for concrete and mortar works Water for construction works

The potential material sites have been assessed and are summarized in Tables (Tables 4.20, 4.21 and 4.22).

The legal arrangements of the land acquisition for the material sites will be in accordance with the provisions set in the government proclamations (No45512005, 45612005, regulation No.13512007, Oromia Regional State Rural land use and administration proclamation No.5612002 and ERA'S Re-establishment proclamation No. 8011997 that outlines the objectives, powers and duties of the authority).

These legal provisions are discussed in detail under the policy & Legal frame work section, section-2 of the EIA report. Specifically the sections on;

"Proclamation to provide for the Expropriation of Land Holdings for Public Purposes and Payment of Compensation, Proclamation No. 45512005" discusses the procedures and methodologies to be followed for the implementation of the land acquisition and compensation payment for the land holder. Council of IWinisters Regulation No.13512007, Regulation on payment of Compensation for property situated on land holding expropriated for public purposes. This regulation discusses the assessment of compensation for properties, provision of replacement land and payment of displacement compensation.

These proclamations also state the delegated power to expropriate rural or urban holdings for public purpose, where it should be used for a better development projects to be carried out by public entities or investors.

Accordingly Woreda or an urban administration shall up on payment in advance of compensation, have the power to expropriate.

Oromia Regional State Rural land use and administration proclamation No.5612002 includes the following rights and obligations:

Under article 4, sub-article-1 it states that land is the common property of the state and people, and shall not be subject to sale or other means of exchange. Under article -5 sub article-2 it states that government organizations, private investors and social organizations have the right to use rural land through legal process. Under article - 23, sub article - 3 it is stated that any individual or organization engaged in mining quarry development activities, shall be obliged to rehabilitate the sites.

ERA re-establishment proclamation; proclamation No. 8011997 also has provision for expropriation of land holdings for road construction purposes.

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ERA'S Resettlement I Rehabilitation Policy Framework, the basic principle of the framework policy is to address the importance of compensation payments for the loss of assets at replacement cost, giving opportunities to locals to share project benefits and assisting PAPS' in relocation 1 rehabilitation. These legal documents have a more or less parallel similarity to the World Bank OP and BP 4.12 procedures.

Compensation is paid for the property lost if new lands are occupied in places where no road has existed before or if the upgrading of the existing road requires new land out of the right of way. Compensation is paid for properties lost temporarily or permanently.

Proclamation No.45612005 on the other hand describes; the right to hold and use rural land, acquisition and use of rural land, transfer and duration of rural land use right, obligation of rural land users and restrictions on rural land use(land use, planning and proper use of sloppy, galley and wetland sites). Clauses to enforce those restrictions and requirements of the proclamations will be included in the construction contract. The consultant has to specify and include in the contract document by referring the conditions set in the proclamations and policies.

World Bank policy OP 4.12

The law relating to land administration in Ethiopia is varied; entitlements for payments of compensation are essentially based on right of ownership. The Bank's OP 4.12 is fundamentally different from this and states that affected persons are entitled to some form of compensation whether or not they have legal titles if they occupy the land by the cut of date. Therefore, as this is a Bank funded project, the principles of OP 4.12 are not negotiable. The Bank's OP 4.12 must be adhered to. As a result, all the land to be acquired by the governments for this project would be so acquired subject to the laws of Ethiopia and the Bank OP 4.12. Where there is conflict, the Bank OP 4.12 must take precedence.

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Table 4.20: POTENTIAL QUARRY SITES FOR CRUSHED AGGREGATE AND MASONRY WORKS

1 Fresh to slightly weathered 1 I.: - 1 Existing 1 - 1 868 Quartiztic rock

50'000 to -Top part is weathered up to 1.5m earth road 75'000 and light brown to white silty clay

up to 3m - Being used by local people

Remark GPS Position

Material Type Over Access

Northing b s t i n g 1 Elev. Burden

10+900 400m Rt.

39+800 101 7853 768733 5.8Km Rt. 1 1

Quantity Estimated lm3\

1 : - / Existing 1 > 75,000 1 - Needs blasting Fresh hard basaltic rock earth road - Nearby flatter terrain Crushe

1014874

Plant can be installed

Easier to develop - Existing quarry developed

793113

56+000 1 1004548 1 763097 700m Rt.

hard basaltic rock i:! - f ,:ke 1 >75,000 96+600 1 743703 1 980441 Lt. & Rt.

- Exposed along the side cuts Fresh

- Existing quarry face developed by local people - Needs blasting - Crusher can be planted on flatter terrain - Hill ridae formina

Basaltic fresh hard stone

I A r I I 1 -Top part is weathered and mav

84+400 1.2 Km Lt.

0.5 - .0

to the 1 980269 1 743752 road (Lt. &

983595

Hard basaltic to slightly weathered strong rock

Rt.) I I

Existing earth road 751 960

( -Exposed along the road side cut I - ORRA developed for bridge

>80,000

I .a - 2.0 on the Rt. @;A-

- construction

5100'000 -Flat terrain to ridge forming 1 ::;?:ad 1 -Red clav covered stone

Adjacent to the road

Very fresh strong basaltic stone

135+800 961776 721967 5.6Km Lt. 1 1 Nil

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>80,000 be . used for selected granulir materials -Need blasting

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---

GPS Position Quantity SIN Station Material Type

Northing Easting Elev. Over Access Estimated Remark Burden

(m3) -

Adjacent -Existing quarry developed by the

Fresh to slightly weathered 0.5 - 52t600 962508 70541 9 1898

basalt, strong local people

1 .o to the >50'000 -Can be used for both crushing road aggregate and stone masonry

-

-Needs blasting -When deepen highly weathered

Fresh to slightly weathered 1.0 - Adjacent rock that may be used for selected to the >100,000 granular material

-Developed quarry face by local

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-- -

SIN Station

1 1 +600 800m Lt.

18+800 - 19+200 Adj. to the road Lt.

48+ 100 Adj. to the road Rt.

49+900 1.8 Km Rt.

60+100 300m Lt.

72+400 3.5 Km Rt.

Table 4.21: POTENTIAL SOURCES OF NATURAL GRAVEL FOR SUBBASE

-Easily dozable -Nil vegetation

1014244

Quantity Estimated (m3)

GPS Position

N o r t h i n g L G I K p -

I, I burden I I I

Remark Over Burden Material Type

792094

1013686

Access

1764

782894

1010142

-Existing Reddish silty

0.0 clay fractured 0.50 weathered rock earth road routine maintenance

Weathered light brown silty clay granular soil

1776

767828

1001415

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I

<1.0

Highly weathered gravel mixed with red to pinkish silty clay

1584

763217

-

Highly weathered gravel mixed with light brown silty clay

Existing earth Road

Existing earth Road

Almost Nil

0.5 - 1.0

Red to pinkish silty clay fractured weathered rock

1716

>80'000

>40'000

Along the road side cuts

Nil

- Very few trees -Small penerial river - highly weathered and fractured rock

Red to pinkish granular silty clay

- - --

-Dozable and when deepen there exists harder rock -Almost no trees

>30.000

Along the road side cuts

Nil

- Exposed along side cuts Ridge forming -Red silty clay over

>50,000

Existing earth Road

-Few trees with bushes

>50'000

-Exploited and accessible -When depen there exists hard rock

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Remark

-It can be used for embankment fill -Very few bushes

-Existing pit used by ERA Nekemte District -Located on flat terrain

- When deepen may be used for crushed aggregate by blasting - Many trees and bushes

- Easily dozable & fractured on layers -Existing pit used by ERA for maintenance -Cliff to ridge forming terrain

-New site source but exposed along the side cut -Few vegetation -Easily dozable

-Existing pit used by ERA Nekemte District for routine maintenance -Few vegetation, the area is ridge forming -when deepen harder rock material observed but easily dozable

SIN

8

Quantity Estimated (m3)

'10'000

>10,000

>80,000

>20'000

>50,000

Station

---

99+700 1.OKrnLt.

107+000 Adjacent to the road Lt.

128+300 200m ~ t .

--

147+800 800m Rt.

166+300 700m Rt.

-

clay

--

Over Burden

Nil

Nil

Nil

0.5 -

1.5 - 2.5 Red

---------

Material Type

-

Red silty clay mixed with weathered gravel

--

Weathered to fresh basanic gravel

--

Weathered gravel mixed with light brown silty clay

Highly weathered weak gravel to hard quarry rock mixed with gray to dark gray clay

White clayey weathered gravel

GPS Position

Northing

978347

--

978036

970843

-

964814

-

953760

Access

Existing earth Road

Along the road to the left side

Existing earth Road

Existing earth Road

Existing earth Road

Easting -

740930

736410

723487

708131

702512

Elev. -

1537

1510

-

1355

1696

850

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Table 4.22: POTENTIAL SOURCES OF BORROW MATERIAL FOR EMBANKMENT

1 12 + 000 1014791 792387 1828 Reddish pink silty clay Nil Adj. To the .,50,000 road right

101 5367 773883 1548 Reddish pink silty clay Nil Adj. To the .,80,000 road left

1008144 77 1608 1636 Nil Adj. To the Reddish silty clay granular material road left

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5.0 ANALYSIS OF ALTERNATIVES

5.1 Alternatives of Road Surfacing In the present study, three road upgrading alternatives have been considered. While Alternative 1 follows the existing road alignment, for Alternatives 2 and 3, the proposed re- alignment has been considered. The road standard and surface improvements considered for analyses differ from each other. Two major aspects considered for evaluation of the alternatives were a) environmental indicators and b) Socio-economic indicators. The alternatives are discussued below in comparison to the do-nothing or without the project situation (Alternative 0).

5.1 . I Environmental Aspects

The indicators considered under the environmental issues are defined as follows;

Alternative-0 ............... Do - nothing I no project ................ Alternative -1 High gravel .............. Alternative -2.. Asphalt double surface treatment ............... Alternative -3.. Asphalt concrete

The analyses in this respect justifies Alternative 2+3 (asphalt paved road project implementation) , by stating that; the asphalt surfacing would reduce the dust problem which is currently causing health hazards to the community residing by the road side and also as it improves traffic accidents that are caused due to dust particles in the air there by reducing long distance visibility to drivers.

In the asphalt surfacing case,pollution of soil resources, water resources and air pollution due to bitumn and asphalt smelting plants might be of concern. These impacts, however, can easily be mitigated and minimized through proper maintenances of facilities, installation of smoke suppression accessories for the asphalt smelting plant and taking due care while operation and use of the asphalt material. The cost of mitigation for these adverse impacts is included in the normal day to day operation and maintenances of facilities and administrative costs as the case may be.

On the other hand asphalt treatment can better assist surface water harvesting in case the need arises, facilitates surface drainage and avoids water ponding on road surfaces and at side ditches.

5.1.2 Socio - economic Aspects

The alternatives analysed from the socio- economic points of veiw are summarised by the previous study as in the following Table 5.1. This comparative figures could clearly demonstrate the best alternative for the project implementation. According to this analyses the asphalt surfacing would enhance the socio economic benefiets of the community in the project area significantly by curbing some of the currently experienced transport related problems. The socio-economic parameter considers indicators like food security, access to services, Gender issues, empoyment oportunities

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Table 5.1: Analyses of Alternative Road Standard from Socio - Economic Point

of View

Socio- economic Indicators High

Health facilities (US$) 127 127 127

Adminstrative centers 31 1 31 1 31 1

Improvement of food security (US$)

Asphalt double Asphalt surface concrete gravel

( unskilled/month '0) Transit safety(US$ *1000)

Source: Feasibility study and Environmental Impact Assessment of Eiahteen Roads

I Oportunitiesforemploymet (Unskilled/month'O)(US $)

Total

(Packagege B ~ o a d project), SYSTRA In association with SPT and PANAF, June 2003.

29 29

788 172

The alternatve comparisons from the socio - economic point of view also justifies that Alternative -3 (Asphalt concrete surfacing) is the best option for implementation of the project followed by Ah.-2 (Asphalt double surface treatment). This analyses result is also ashared by the review consultannt and is directly adopted for justifications.

29

788 245 1

5.2 Alternative Route Analyses

867 2495

The current design considers diversions at different locations to access some of the emerging and potentially rich towns. Hence it is essential to compare situations following the existing old road alignment all the way through with new planned alternative routes.

946 2495

867 4932

Analysis of alternative routes tries to evaluate the pros and cons of following the existing road alignment visa- a- vise a newly proposed diversion routes at different locations along the road alignment. The diversions are meant mainly to access major towns and villages along the road influence area including towns like Geba Robi and Ayra, which are densely populated and have high resources and investment potential. They are also commercial centers for agricultural and livestock products including coffee. Improved vehicular transport would promote the potential capacity of the towns and villages envisaged to be accessed by diversion from the existing alignment. However, damages to houses and properties in those newly accessed towns and villages, and displacement of people and properties would be significant. Relocation of both people and properties and compensations has to be arranged to mitigate the impacts.

946 5090

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L.

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5.3 Alternatives of the Road upgrading Project versus the no

Project Scenario The feasible modern mode of transport connecting between Mekenajo and Dembidolo is road transport under the prevailing situation. The existing road condition is not conducive for efficient transportation of goods and people. This has greatly hampered the improvement of food security, road standard being the factor determining the timely delivery and distribution of food assistance to population in need. Improvement in the road standard decreases travel time and ensures safety for transportation of goods and also facilitates access to social services. The construction work creates job opportunities to the local community and to the women population in particular. Women can benefit by income generated from sales of consumables and services to the workers engaged on the construction activity. Availability of improved transportation can also encourage the women population to attend schools, to access and use central markets and medical centers both for themselves and to their family in general. Hence the benefits attainable by implementation of the road upgrading work would outweigh the consequences of environmental damages related to the implementation of the project. This is justified by the possible avoidance of and/or minimizing the significant adverse impacts through implementation of the appropriate mitigation measures.

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6.0 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS OF THE ROAD PROJECT AND MITIGATION MEASURES

The impacts of the road project shall be felt mainly with in the influence areas of the project, while it also has regional and national level significance. The major sites experiencing adverse impacts of the project shall be;

At diverted sections following new road route alignment. In town centers and villages where displacement of people and property would encounter. At material production sites, Along the crop fields in the ROW In dense forest areas, At river crossings

Overall Positive lmpacts

Road infrastructure facilitates economic development and social services coverage enhancement endeavors. Availability of transport facility is a pre-requisite to any attempts to be made for the improvement of the livelihood of a community and poverty reduction strategies.

6.1.1 lmpacts on Local Economy

The Mekenajo - Dembidolo road project is the major link of those woredas of West Wllega zone to the Addis Ababa - Assossa high way, and connects to the zonal capital towns like Gimbi, and Nekemte. In that respect the road has both social, economic and administrative significance

West Welega zone ingeneral and the woredas traversed by the road project in particular are gifted with natural resources and are among the potentially rich areas of the country. The area is high producer of commercial crops including coffee and livestock products. There are abundant mineral resources including Gold, Platinum, Iron Ore, Marble, Coal and others in a feasible quantity for exploitation. lmproved infrastructure, especially road transport would greatly assist the development and utilization of these resources and promotes investment in the area. Such investment and development activities shall bring significant economic and social benefits both at local and national level.

At local level the population can benefit from job opportunities created following the investment and development activities in the area, farmers can get better prices for their products. Increase in agricultural and industrial development of the area would attract more people and more transport vehicle which in turn encourage road side business and trade to flourish.

The Gambela Region and other neighboring areas would get additional alternative improved road route to travel to Addis Ababa and other urban centers like Gimbi, Nekemte, Ambo; and would have better accessibility. This would reduce the distances they have to cover at the moment by traveling via Gambela - Bedele- Jima route to access those urban centers.

lmproved road condition reduces traffic accidents and vehicle damages due to the existing sub-standard road, it reduces health problems related to air pollution caused mainly by dust blown from the road surface in conjunction with vehicular movement on the existing rough and gravel surfaced road.

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6.1.2 lmpacts on Access to Social Services

The availability of efficient transportation can result in improved social services; access to market places and to service rendering centers would be improved. The proportion of people living in the distances more than 1Okm from the nearest health center in West Welega zone is 40.2% which is above the national average. At national level the population living at distance more than 10km is 28.2%. Transportation shall be facilitated as more vehicles would be available following the improvements in the road conditions. School enrolment rate would be encouraged by the improvement of the transport facility, especially for the enrollment of female students can increase, which at present is lower as compared to the national average enrolment rate.

6.1.3 lmpacts on Women /Gender Issue

Culturally women are responsible to purchase major household consumables from the near by markets and also to carry or transport some of their products for sale at the market places. Family care responsibilities of women are also stronger as compared to that of the male's share. They have to travel on foot, some time carrying heavy loads on their back to market places and social service centers. They also spend longer time on travel to market places. Provision of efficient transportation with fair price, through improved road network would relieve the women from these burdens.

Induced development resulting due to project implementation brings in employment opportunity to the women. Women in the project area can earn from sales of goods and services to the construction labour force. Women can be employed and involved in the construction activity and earn salary from the project fund.

Women also can benefit to access social services; health centers, education and market places better due to the improvements in availability of efficient transport and reduced transport costs as well.

6.1.4 Impact on Poverty Reduction

Over the last decade, the country's GNP per capita has remained at around US $1 10, the lowest in the world. It is estimated that 55 percent of the population is below the absolute poverty level. In some regions the population below the poverty line is as high as 85%. This group consists of small farmers in rural areas, the landless and retrenched workers. Food insecurity and health problems are the main features of the poverty.

In order to combat and reverse the prevailing level of poverty, the government has taken a major step and prepared Sustainable Development and Poverty Reduction Programme (ESDPRP). As noted in the program, realization of this can only be achieved by implementing a number of prioritized programs and developments in different sectors. Road infrastructure development is among the key sector development programs and projects in the ESDPRP.

The ESDPRP has the objective of building a free market economic system which will enable the economy to develop rapidly, the country to extricate itself from its dependence on food aid and make poor people to be the main beneficiaries of growth.

In order to achieve this strategy, Agricultural Development led Industrialization (ADLI) has been identified as one of the building block or pillars.

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Ethiopia though basically a rural country, is launching a major program for the intensification of agriculture, including the large and small scale development irrigation schemes, as well as industries through this ADLl Policy.

The rural woredas West Wollega traversed by the road project are among the top beneficiaries of such an agricultural economic development program, and hence the transport infrastructure improvement would significantly enhances the advantages of the rural socio- economic development.

6.1.5 Impacts on Traffic Safety

Traffic accidents on the existing road are mainly caused due to dust particles in the air interfering with longer distance visibility, and improper design at curves, slippery and corrugation of road surfaces. The implementation of the project would improve the road condition through upgraded design and improved pavement surfacing. On the other hand the traffic volume would substantially increase both in number and type as a result of road condition improvements and may lead to increased traffic accident. The causes for accidents expected on the new improved road would, however, differs from the situations before improvements. The causes in this case would mainly be attributed to deficiencies in observance of traffic regulations rather than to road design and construction standard. Enforcement of traffic regulations and proper monitoring measures can easily mitigate this impact.

6.1.6 Rain Water Harvesting

Asphalt paved road surfaces generate substantial volume of runoff water collected by road side ditches and culverts. The collected water if properly conserved in ponds and reservoirs can be used to irrigate agricultural fields and livestock population of the rural community. However, proper quality monitoring measures should be in place to avoid pollution due to oil spills and contaminations. The design of the road should consider provision for partial water harvesting at down stream side of drainages. In fact this has to be considered carefully not to significantly affect the recharge rate of the water resources and wetlands of the area. So only portion of the runoff water should be allowed to be tapped at downstream side, leaving an appreciable volume to return back to the environment and recharge the water sources and wetland areas.

There has to be prior consultation and discussion with the woreda / local agriculture and rural development bureau, Water resources bureau, the community and NGOs active in the area, on the need and demand for water harvesting. Based on the consensus reached with the stakeholders, the relevant offices can propose and coordinate their respective projects with the road design work.

In any case if water harvesting from the road side drainages is planned, further detail study has to be carried out regarding the hydrology and related impacts prior to implementation. This will ensure the sustainable use of the resources in the vicinity and to avoid any adverse impacts due to runoff diversion from its natural flow regime.

The agriculture and water bureaus have to carry out studies based on their requirements for the water use and assist the community with technical know how and material support as the case may be . The studies have to be coordinated with the road design, so that provisions are given for possible diversions.

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6.2 Potential Adverse Impacts and Mitigation Measures

The adverse impacts of the project shall be experienced most at sites and locations described under section 4.7 "Environmental Conditions of the Road Route Corridor re- emphasized". These sites include;

The vegetation covered areas within ROW, especially along the new alignments (re- aligned sections). The material production sites The water resources at the river crossings and the adjacent wetlandslmarshlands Farmlands along the realigned sections, detour roads and access roads to material sites Settlement sites like in towns and villages traversed, mainly in the two towns of Ayira, and Geba Robi that will be newly connected by re-alignments.

The adverse impacts would be significant along the two diverted sections compared to the existing road section.

6.2.1 Adverse Impacts on the Bio - Physical Environment

6.2.1.1 Impact on Land Resource and Soil

The construction work involves site clearance, excavation, paving and grading activities, all of which involve disturbance of the land surface, loss of productive soil and loss- of vegetation cover along the road route corridor, at quarry and borrow pit development sites, along detours, and along access roads to material production and camp sites.

The road route mostly follows the existing alignment except at relocated and divertedlby passed parts of the road segment and where design modification requires expansion of the road widths. The topography of the area traversed by some of the road segments is flat and stable also being suitable for agriculture.

The additional land area to be occupied by the proposed road would be permanently removed from the stock of land that can be used for agriculture and animal husbandry. The removal of such productive land from the local economy can reduce the potential socio- economic benefits expected. However, the land size is not that significant as compared to the available fertile land areas in the districts of project implementation.

The area of land temporarily occupied for material production (quarry and borrow material), and for detour road is estimated at 48.6 hectare, while area of land required for additional road width and for the realigned section, and for camp site is estimated at 276 ha. The camp established is assumed to remain functional for other purposes after commissioning of the road project as well.

The excavation, paving and grading of surfaces accelerates erosion effects, and exacerbates land degradation problems in the project areas. Excavation is conducted for the road. pavement, for access roads and detours, also at quarry and borrow pit development site.

Residual and alluvial soils are the dominant soil types along the road alignment. Alluvial soils are the result of in situ weathering of parent rocks that have not been subjected to any sort of transportation and are at the place of their origin. They often grade in to decomposed and weathered rocks with depth. These soils are commonly red, reddish brown and pinkish

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brown silty clay with little clayey silty sand. They are mostly susceptible to erosion and constitute more than 80% of the alignment soil.

Removal of the vegetation cover exposes the soil to erosion effects. The eroded soil that is transported to the near by water body can cause sedimentation and change in the ecosystem, and on the quality of the water.

Excess excavated material from the road cutting operation can kill the under lying vegetation and add to erosion and slope stability problems.

Soil contamination and soil quality deterioration can result from spills and leakage of fuel and lubricants used also from mismanagement of used and waste oils around camps and garage sites. During the service period of the road, soil contamination in the corridors can arise from traffic operation and from transportation of hazardous products both during the construction and during the maintenance operation of the roads. This effect would be significant at river crossings and at the wetlandlmarshland ecosystem sites.

Road side ditches constructed to divert surface drainages to adjacent lands are major contributors to soil erosion. Erosion effects can be enhanced especially at steep slops due to; cuts in soil and rock and widening of the road widths, embankment construction, borrow pits and quarries especially those located at river banks, excavation of foundations for replacement or for additional bridges and culverts, loosely compacted.

Land slides, slumps, slips and other mass movements in road cuts, erosion of land below the roadbed receiving concentrated outflow carried by covered or open drains all caused by road construction can be sever unless proper care and mitigation measures are implemented timely.

The impact due to soil instability may not be that significant as the terrain of the road route is only partially mountainous. The excavation at some of the steep slop in the rocky escarpments can cause land slide and slope instability. 'This may cause health risks and property loss both during the construction and operation phases of the road project. Land slide can form gulley and further aggravates the erosion effect as well.

Measures to Minimize Loss of Land Resources and Erosion Effects

The land acquisition and occupation both for the main road and for ancillary activities like material site development, access and detour road construction, locating camps and explosives stores etc. should consider the requirements of Proclamation No.45612005 taking into account restrictions given thereof. Also World Bank policy OP4.12 will be considered and will take precedence in case conflicting issues encounter between the Ehiopian law and the Bank's policy, OP4.12. In such cases, the world Bank policy takes precedence as the project is world Bank funded project.

Proper mitigation measures should be implemented to minimize the adverse impacts on land resource and erosion effects. The following measures are proposed for inclusion both in the design and to be implemented during the construction and operation phases;

Planning the excavation works during the dry season especially around river crossings and at road side ditches. Limiting the area of soil disturbance within the widths delineated for the road pavement, detour and access roads. Limit and clearly delineate quarry and borrow material production areas Store the overburden and top soil removed for rehabilitation of degraded ground andlor abandoned quarry sites.

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Rehabilitation of excavated and paved land surface as soon as possible Removal and cart a way of excess material from sensitive sites as soon as possible, and in parallel with the excavation activities. Exercise proper work discipline and waste management practices. Plantation of grasses at steep slopes and retaining structures at river crossings can assist in reducing the effects of soil erosion and gulley formation. Improved technical standards of construction like; provision of appropriate drainage, slop protection measures to control sheet and rill erosion can decrease erosion effects on existing roads rather than causing major adverse impacts River bank scouring problems can be minimized by Careful selection of river crossing sites and through proper engineering design. Deep gulley formation along existing side ditches can be minimized by ; grass cover of the ditch bottom, by grouted stone riprap ( possibly stepped in case of steep longitudinal gradient) if cost is not a constrain, or dry /loose stone rip-rap to reduce the cost.

Mitigation Measure for Slope Instability

Slope stability should be ensured both for soil conservation objectives and also for the safety of the surrounding community and for the road users in general. Some of the specific measures include:

Clause shall be included regarding restrictions posed by proclamation 45612005 as regards to locating of material sites, camps, access road, detour roads etc. Slope instability can be minimized through special retaining structures like using gabions dry masonry retaining structure, and other slope stabilization measures shall be applied at hilly and mountain terrains. At sites where cuts and fills are required, slope shape and steepness are designed according to soil types; either edge rounding and terraces or compaction of soils ( loose surfaces) of road shoulders to resist erosion and to enhance vegetation growth. Re-vegetation of the slopes, since tree roots can hold soil together, appropriate tree species should be selected from locally available list and adopt. Planting of shallow rooted trees should be avoided, as these could add weight to the moving mass and enhance land sliding. Water entering the slope mass should be intercepted and drained away from the reach of slide susceptible areas. These may include paved chutes and farrow ditches which divert surface water to other locations. Avoid any Under cuttings of the slopes Avoid using of land slide susceptible land site1 slopes for extraction of construction material. Construct the base of the road using porous material in order to allow water to percolate and drain

Slop protection measures adopted should give preference as far as possible to bio - engineering techniques, in accordance to the specific site conditions.

6.2.1.2 Adverse Impact on Air Quality

The assessment and monitoring of air pollution level depends on the traffic volume, traffic composition, and speed and road surface. Improvement in the road conditions shall encourage motorized vehicles and industrial development along the road alignments and especially in the town centers. This can contribute to the pollution effect of the local atmosphere during the operation phases of the road.

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The major air pollution comes from dust particles during the construction phase. The dust particle of excavated soil and from the clay soil of the area can easily be exposed to wind action. The dust blown from the existing gravel paved road surface and from the surrounding earth access roads is already damaging especially the road side dwelling houses and the community health. Pedestrians and those using vehicle transports are also suffering from the air pollution by dust particle. Dust in the air also blocks distant visibility to drivers and cause vehicle accidents in the area.

Air pollution shall also be caused by particles produced from crusher plants, smoke from vehicle and machinery motor exhaust and from asphalt smelting plant, all can contribute to the adverse impacts. The air pollution effects shall have significant adverse impacts in the relatively densely populated areas of the towns and villages along the road alignments.

Proposed Mitigation Measures to Minimize Air Pollution Effects

Mitigation measures to reduce air pollution currently suffering the residents of the proposed road right of way include implementation of the upgrading of the road surface to an asphalt standard pavement. The implementation of the road project would significantly reduce the quantity of dust blown by wind action from the gravel and earth paved surface and that produced by vehicle movement on the rough and corrugated road.

The construction period air pollution impacts can be mitigated by:

Dust suppression measures like water spraying on the paved and excavated surfaces can minimize the impact of pollution due to dust particles. Location of asphalt plant and crushers should consider local wind direction to protect the workers on site, sensitive ecosystems and sites, residential areas etc. Asphalt plant and crushers should be located away from densely populated sites, away from institutions like schools, hospitals, religious and ceremonial places and market places. Regular maintenances of vehicles and machinery motors for better performances. Installation of dust suppression accessories to machinery exhausts and crushers. Trucks carrying fine material that can easily be wind blown should be covered while transporting. Air pollution prevention measures should be incorporated in the construction work specifications and contract agreements.

6.2.1.3 Adverse Impact on Water Resources

There are several rivers and streams (over 12) that are crossed by the road rgute and others that fall in the influence areas and in the road drainage basin. These water sources are used for all purposes including domestic use and animal watering and irrigation. The upkeep of the water resources is, therefore, very crucial both to the health and economic well being of the community.

The major impacts on the water resources of the area relate to changes in local flow direction of surface runoff, reduction in the rate of ground water recharge, and consequences of water quality and reverien ecology. Damages and disruptions caused to the surrounding environment and natural resource base, in particular the land and soil resource, the vegetation cover, and natural drainage network would contribute to the impact on the water resources.

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Upgrading of the current gravel surfaced road to asphalt surface and additional widths of land on the sides of the road would decrease, the rate of rain water infiltration to recharge local ground water aquifer.

Degradation of water quality can be caused by entry of excavated soil material in to the river courses during construction activities, oil and fuel spillages form leaking machinery parts and upon refilling equipment and from bitumen spills at asphalt plants. Sedimentation in river by soil deposit can hider the growth and population of animal and plant life in the water bodies.

Wastes, both liquid and solid wastes generated at camp sites and garages can produce leakages and effluents loaded with pollutants which can contaminate the water sources by percolation andlor through surface runoff.

The eroded soil entering the water sources can affect the water quality and cause sediment deposit in low flowing streams and ponds at the downstream road route. The roadside water quality is also affected by oil spills, chemicals and washed out wastes brought along with the drained water along the road route. These effects may be significant at the river crossings

Hydraulic requirements

There are twelve major river crossings which require bridges or culverts crossings. Out of these, it is about three river crossings that require new bridge construction. The necessary rain fall data have been collected and analyzed by the engineering design to estimate the run off in each catchments and to calculate their discharges and for the design of the capacity of bridges required at each location. Erosion problems due to the bridge construction and also due to scouring, river water quality deterioration related to the runoff in the area can be an issue of concern. There are number of culverts to be installed along the road alignment so as to transfer run off water across the road pavement, which creates barriers and diversion to the natural flow direction. Erosion effects at the discharge side of culverts can be significant and some times it can end up forming sever gulley and caves, causing damages to the road pavements in addition to the soil loss.

It is proposed that the design considers provisions for partial diverting of the discharges to water harvesting structures to be built by the downstream farm community.

Proposed Mitigation Measures to Minimize Impacts on Water Resources and Wetland1 Marshland

Mitigation measures proposed are as under;

k Provision of adequate drainage structure so as to maintain the normal flow direction and attempt to maintain uniform water distribution over surfaces at downstream side of catchments. This can reduce flow concentration to specific direction that can result in flooding effects and erosion, helps uniform recharge of water sources (both ground and surface sources) and wetlandlmarshland areas.

9 Silt transport in the water bodies shall be reduced by programming the construction during dry seasons, and also by soil erosion protection measures.

9 Avoid stockpiling spoils at river banks, streams and groundwater sources and wetland sites.

> Cart away spoils soils immediately and regularly while working in the premises of wetland sites and river crossings.

> The water quality deterioration caused by pollution from oil products and chemicals can be minimized by timely maintenance of leaking machinery parts, good housekeeping practices in garages, campsites and asphalt plant operation sites. The asphalt plant should be located at a properly selected site and away from water sources.

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9 Waste management and provision of waste handling facilities at garages, camp sites and at working places should be ensured by the contractor and the supervising inspector. Liquid and solid waste collection and storage facilities like pit latrines, cesspools and sold waste land fill sites should be located away from water sources and wetland areas.

9 Avoid refueling of vehicles and machineries in wetlands and at river crossings. 9 Avoid entry of excavated surplus material in to the water body and

wetlandlmarshland areas. 9 Asphalt plant, Camps and garages should be located away from sensitive

ecological sites; the wetlands/marshlands, floodplains and away from water sources and river crossings. .

9 Provision of adequate flow dispersal structures following the natural flow regime of the runoff water.

P Check dams, diversion structures at major discharge points of the run off water may reduce direct entry of silt and pollutants to the lake.

9 Stone rip raps or ditches might be required at the discharge side of culverts to minimize soil erosion and gulley formation.

Adverse Impact on flora /vegetation cover

The project area falls in a relatively dense vegetation cover and rich wildlife habitat. However, there is no protected dense forest site or park in the route corridor. Major impacts to the vegetation cover would be caused during the construction phase of the project. The various components of the construction activities contribute significantly to the adverse impacts on the newly paved road alignments unless proper preventive measures are taken to minimize the effect.

Impacts on vegetation cover that may be caused for the road upgrading project shall be due to the additional widths of the road, due to the diverted section from the existing alignment, due to quarry and borrow pit development for material extraction, due to camp site and garage construction, due to access to material production sites and due to detour roads. The road alignment will mainly fall on the existing gravel surfaced pavement and the extent of vegetation removal will be minimal in this case. Detour road previously used is also intact and can be used for the current project with minimal maintenances, and hence would contribute less to the adverse impact.

Poachers and intruders in to the forest cover of the near by influence areas including construction workers may be encouraged by the availability of efficient transportation. Illegal timber trade may significantly be promoted which can adversely affect the resources.

Proposed Mitigation Measures for the Flora

Vegetation cover removed due to quarry and borrow pit excavation shall be properly rehabilitated to its original state by re-vegetation with species adapted to the area. The rehabilitation activities shall be included in the bill items. It should be specified that a minimum of 10-seedlings of trees be planted for every tree removed for the road construction activities. This doesn't include fruit trees cut, which has been considered under the RAP section.

6.2.1.5 Adverse Impact on Fauna

There are no major wild life habitat like parks and sanctuaries that fall in the right - of - way of the road project, and no endangered wildlife species reported in the area. However, common wildlife population like apes, monkey, hyena etc. and different bird's species are

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found in the route corridor. Still impacts on wildlife would be relatively high due to traffic accidents and also due to poachers and illegal hunters.

The impacts due to poaching and intruders can be minimized through awareness creation among the employees and to the community of the area, setting regulations and employment obligations that prohibit poaching, illegal timber cutting and setting fire to the forest. Fire fighting brigade need to be organized at the major urban centers to counter act the fire risks.

Proposed Mitigation Measures for the Fauna

Illegal hunting and poaching in to the wildlife areas be prohibited and supervised both by the project implementers and the local administrative structure. There are adequate legal instruments that prohibit illegal hunting and poaching into wildlife areas, tree cuttings and setting fires to the forest, etc. These legal grounds can be helpful to be considered by the local administration as well as the EPAs to discourage illegal deeds. In addition regular awareness program to the work force and local suppliers will be implemented.

Traffic regulations shall be put in place and traffic posts at critical locations be implemented to minimize accidents to wild life.

6.2.1.6 Adverse lrr~pact on National Parks and Protected Areas

There is no designated national park though there are a number of potential protected areas, such as wildlife reserve and conservation areas available in West Wellega zone and the Western Oromia is endowed with forest and water resources forming areas potentially rich in wildlife conservation. However, according to the Oromia Environmental Protection Bureau (confirmed in January 2009), that there is neither park nor protected conservation site along the road route and in the proximity of the road project site.

There is plot of planted forest land (mainly juniperous trees) from station 16 + 900km up to station 19 +000km along the road route, which can be used as recreational site for those residing in the area. Hence, adverse impact is not expected due to the road project.

6.2.1.7 Adverse lrr~pact on WetlandslMarshlands and Swarr~ps

Wetlandslmarshlands serve as biodiversity conservation areas and have several valuable functions. They act as a buffer to reduce the flood effects, to purify pollutants and to regulate the local climatic conditions. They are sensitive to water flow and to water quality and sudden changes in those characteristics adversely affect the wetlandlmarshland ecosystem. Road construction interferes with natural run off flow direction and concentrates flow to specified locations while it can block natural flow lines at other locations.

Impacts on the wetlandlmarshland along the road route arise due to the following factors:

Habitat fragmentation which results in isolation of parts of the swamp from the general wetlandlmarshland ecosystem. Isolated parts cannot support the flora and fauna that an area in its entirety supported. The species composition of the sum of fragmented wetlandlmarshland parts is always less than that contained by the whole as a unit. Pollution from domestic waste, chemicals and oil products that can spill accidentally or from leaking vehicles and machineries both during construction and operation phases of the road project. Spoil soils disposal and silt accumulation over the wetlandlmarshland and flood plains

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The road route traverses within the flood plains of the rivers and streams traversed,. Wetlandslmarshlands are sensitive to water flow (discharge) and to water quality. The road section along the flat terrain can upset the drainage patterns and free water movement which can adversely affect the ecosystem.. The paved road might need raised vertical alignment so as to avoid flooding effects during the overflow of the rivers traversed. This can interfere with the natural flow of the runoff water. Change in the natural flow regime in the catchments due to the road pavement and land fill activities. At some of the stations excessive fill might be required to withstand the flooding of the paved road section, which on the other hand interferes with the natural water movement. Wetlandslmarshlands are an integral part of and dependant upon the hydrological regime of the area they are in. A change in rainfall, runoff, inflow and water table will affect the wetlandlmarshland accordingly.

The road construction can affect the flow pattern of surface runoff by concentrating flow at certain points, which can contribute to flooding and erosion effects in the area. The interference by the road with the natural water movement can impair the biological cycle and productivity of the wetlandlmarshland in those floodplains.

Damage to the fragile wetlandlmarshland ecosystem might be caused also due to detour roads, vehicular and human movements.

The soil transported and pollutants generated during the construction and operation phases would be discharged at downstream lying wetlandlmarshland systems, causing adverse impacts. However, there are no major floodplains and major wetlandlmarshland ecosystem in the close proximity of the road route. Impacts may be observable only at marshlands at river crossings and along the river courses.

Proposed Mitigation Measures for Impact on WetlandslMarshlands and Swamps

The flood plain and wet land of influence is limited to some of the river courses traversed. To minimize the impact on free flow of water to and from the WetlandsIMarshlands and Swamps the design provides adequate flow dispersal structures to minimize the effect of flow concentration and the modification of the flow regime can help to mitigate the impact due to the paved road. Construction activities should be planned during the dry seasons to minimize entry of excavated material and wastes in to the water body. Construction of diversion roads, access roads and detours crossing WetlandslMarshlands and Swamps should be avoided.

Measures discussed under water resources section above also apply to mitigate impacts on wetlandlmarshland as well and include;

9 Provision of adequate drainage structure so as to maintain the normal flow direction and attempt to maintain uniform water distribution over surfaces at downstream side of catchments. This can reduce flow concentration to specific direction that can result in flooding effects and erosion, helps uniform recharge of water sources (both ground and surface sources) and wetlandlmarshland areas.

9 Silt transport in the water bodies shall be reduced by programming the construction during dry seasons, and also by soil erosion protection measures.

9 Avoid stockpiling spoils at river banks, streams and groundwater sources and wetland sites.

9 Cart away spoil soils immediately and regularly while working in the premises of wetland sites and river crossings.

9 The water quality deterioration caused by pollution from oil products and chemicals can be minimized by timely maintenance of leaking machinery parts, good housekeeping practices in garages, campsites and asphalt plant operation sites. The

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asphalt plant should be located at a properly selected site and away from water sources.

9 Waste management and provision of waste handling facilities at garages, camp sites and at working places should be ensured by the contractor and the supervising inspector. Liquid and solid waste collection and storage facilities like pit latrines, cesspools and sold waste land fill sites should be located away from water sources and wetland areas.

9 Avoid refueling of vehicles and machineries in wetlands and at river crossings. > Avoid entry of excavated surplus material in to the water body and

wetlandlmarshland areas. > Asphalt plant, Camps and garages should be located away from sensitive

ecological sites; the wetlandslmarshlands, floodplains and away from water sources and river crossings. .

9 Provision of adequate flow dispersal structures following the natural flow regime of the runoff water.

> Check dams, diversion structures at major discharge points of the run off water may reduce direct entry of silt and pollutants to the lake.

9 Stone rip raps or ditches might be required at the discharge side of culverts to minimize soil erosion and gulley formation.

6.2.1.8 Adverse lmpacts due to Borrow Pits and Quarry Development

Large volume of quarry material and borrow material shall be required for the road construction. Sources of these material are identified at several locations following the road route; either to the right side or to the left side of the road alignment. Excavation and removal of the material result in disturbances of the natural landscape, the vegetation cover, the fertile top soil. The excavated excess or spoil soil left over is washed away in to the near by streams and cause siltation of the water body, forms hips of accumulated soil that disfigures the natural landscape and cause aesthetically unfavorable situation. The deposited spoil soil also kills vegetations lying underneath it.

The excavated pits and grounds form water ponds and create favorable breeding grounds for disease vectors. The project area being malaria prone and malaria affected zone, the resulting health impacts would also be significant.

The impacts of material production also relates to the location of the site.

Proposed Mitigation measures for Impacts due to Quarry sites

The quarrylborrow material production area has to be screened /determined/ in consultation and with the approval of the supervision consultant and ERA'S ESMB. Also sufficient consultation should be conducted with the local administration (Woredas) prior to commencing excavation activity. The relevant stakeholders including the woreda environmental protection offices have to be involved in site selection and screening and to to demarcate and fix the boundary of disturbance for quarrylborrow material production.

The left over spoil soil should be collected and kept aside for rehabilitation of the site at later stage of the work. Spoil soil should be shaped and compacted to avoid erosion and leakage to the river banks, water bodies or on dense vegetation covered ground.

Upon completion of the use of the productionlquarry site, it should be rehabilitated and restored to a reasonable degree to its original state so as to avoid water ponding, soil erosion, aesthetically undesirable situations and disfigured landscape. Back filling, grading

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and revegetation of the site would help to mitigate the impact. Based on the site condition simple soil retaining structures and run off water diversion structures might be required to stabilize the soil structure and reduce the effect of soil erosion until it consolidates.

The proposed mitigation works shall be specified, quantified and estimates shall be included in the Contract document. The contractor shall be closely supervised for implementation of the proposed measures. The environmental inspector and RE of the engineer have the responsibility to give instructions and assistance to the contractor in material site management and rehabilitation activities. Site environmental management should also involve the woreda environmental protection office, the ESMB of ERA and also give due consideration for the communities' opinion and comments.

ERA'S ESMB should also monitor periodically the material site performances and mitigation measures underway.

Rehabilitation works of the abandoned material site be done properly and on timely bases. Subsequent payments should consider the proper site restoration and rehabilitation of abandoned material sites as one of the criteria of work performance. The payments will be withhold until rehabilitation commences and tangible effort is seen on site, and should only be effected if proper rehabilitation is done for already abandoned material site along with other activities. This has to be done by the supervising consultant. ERA is expected to specify this condition as an item upon hiring the consultant and the contractor.

6.2.1.9 Adverse impacts due to Construction Camps and Garages

The construction workers include local residents and temporary immigrants from far distances. The contractor is expected to provide a reasonably organized camp site to accommodate the incoming workers during the execution of the construction work. Camp site vegetation cover and soil might be affected to during clearing and paving for buildings and access roads and play ground. The construction workers might misbehave and cut trees and grasses surrounding the camps for fire wood and other uses. There are also possibilities of forest fire accident to be initiated form the camp site if not care is taken.

Waste generated from the camps can adversely affect the surrounding environment if not properly handled. The waste generated includes both solid waste and liquid waste that are common to residential areas.

Garages are also required for machinery and vehicle maintenances on site. Oil and fuel products either spilled or from leaking parts can reach the natural environment at the premises and cause contamination and pollution effects.

Proposed Mitigation Measures for Impacts due to Camps and Garages

Location of camps and garages should be carefully identified, to avoid sensitive ecological and social environments that are susceptible to the impacts. Camps and garages should be located far from water sources, dense forest areas and wetlandslmarshlands far from densely settled urban site and community houses. It is proposed that unproductive plots of land or set aside plots be occupied as far as possible. Previous Camps sites and quarry sites used for similar activities shall be the first priority that the contractor has to explore for occupation.

Each camp site should have waste collection and storage facilities. Toilets and bathing facility for liquid waste and excreta, solid waste collection bins and containers need to be availed for use by the workers.

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Waste management and sanitary conditions within the camp should be well maintained and supervised. Used oils should be collected and properly stored in garages for other uses or for proper disposal. Machinery parts that are leaking need timely and periodical maintenance and repair.

Proposed Mitigation measures due to oil and chemical products and wastes

Oil products, chemicals and waste management can better be mitigated by adherence to strict waste management discipline, routine and periodic maintenances of leaking vehicles and equipment parts, proper collection, storage and disposal of used oil and chemical products, locating of refilling stations and garages at properly identified safe places and good house keeping practices. Garages and camps should not be located in forest areas, at adjacent to water sources and in populated areas.

The consultant will with hold payments o the contractor until the site restoration and/ or continued usage of the camp sites has been decided and completed to the satisfaction of the client, consultant and the local administration.

6.2.2 Adverse Impacts on Socio- economic Environment

The implementation of the upgrading of the road connecting those woredas in West Wollega Zone of the Oromia Regional state brings substantial economic and social benefits to the localities as well as at national level. However, there would also occur some adverse impacts that may need due considerations during the planning, design and construction of the road project. The following socio - economic impacts are identified as major issues for the project;

6.2.2.1 Loss of land

Loss of agricultural land or grazing land can occur either temporarily or permanently. The road upgrading follows mainly an existing old road alignment and dose not require significant quantity of new land. However, land would be required in those sections where the road widths have to increase and for the segments that diverted from the existing alignment. Plots of land required for this purpose would be permanently removed from use for other purposes. Substantial area of land would be required temporarily for quarry and borrow pit, for access road to the material extraction sites, for detour roads, for camps and garages including for crashers and asphalt plants.

The area of land temporarily occupied for material production (quarry and borrow material), detour road and for camp site is estimated at 48.6 hectare, while area of land required for additional road width and for the realigned section is estimated at 276 ha.

Proposed Mitigation Measures for Loss of Land

The principles of compensation/rehabilitation will be triggered wherever there will be land acquisition and where there will be adverse social impacts. Based on the Social Impact assessment (SIA) findings that identify the number of persons to be affected by the subject project, Resettlement Action Plan (RAP) has been prepared.

Land tenure issues will be given particular attention as they are linked to land acquisition. Closely linked to land acquisition is the issue of involuntary resettlement. The loss of land often implies that those who live or depend on the land resources lost for the project need to be compensated, relocated or resettled.

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Relocation and resettlement is required for those people who lost their land permanently for the project purpose. Those who loose their land temporarily for the project shall be compensated in monetary terms for the lost value of crops to be harvested during the land occupation by the project and until the next harvest from the plot of land could be re - gained.

The project proponent should consider that appropriate measures are taken to ensure affected persons are compensated .The procedure and mode of compensation shall be determined in accordance with the relevant standard procedures and regulations as set by national proclamations (Proc no. 45512005) and international guide lines like that of World Bank Operational Directives for resettlement and compensation of displaced people. The resettlement and compensation shall follow procedures as set in the RAP report.

Proclamation No. 45512005" discusses the procedures and methodologies to be followed for the implementation of the land acquisition and compensation payment for the land holder.

Council of Ministers Regulation No.13512007, Regulation on payment of Compensation for property situated on land holding expropriated for public purposes. This regulation discusses the assessment of compensation for properties, provision of replacement land and payment of displacement compensation.

These proclamations also state the delegated power to expropriate rural or urban holdings for public purpose, where it should be used for a better development projects to be carried out by public entities or investors.

Accordingly Woreda or an urban administration shall up on payment in advance of compensation, have the power to expropriate.

Oromia Regional State Rural land use and administration proclamation No.5612002 includes the following rights and obligations:

Under article 4, sub-article-I it states that land is the common property of the state and people, and shall not be subject to sale or other means of exchange. Under article -5 sub article-2 it states that government organizations, private investors and social organizations have the right to use rural land through legal process. Under article - 23, sub article - 3 it is stated that any individual or organization engaged in mining quarry development activities, shall be obliged to rehabilitate the sites.

ERA re-establishment proclamation; proclamation No. 8011997 also has provision for expropriation of land holdings for road construction purposes.

ERA'S Resettlement I Rehabilitation Policy Framework, follows the basic principle to address the importance of compensation payments for the loss of assets at replacement cost, giving opportunities to locals to share project benefits and assisting PAPS' in relocation I rehabilitation. These legal documents have a more or less parallel similarity to the World Bank OP and BP 4.12 procedures.

Depending on the availability of land, permanently cultivated land lost to the Project will be compensated on a land - for - land basis.

Permanent loss of perennial plantations will be compensated with sufficient cash to the project affected person.

Residential plots of land, houses, buildings and other utility infrastructure losses will be directly and fully compensated at replacement cost.

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Proper implementation of the resettlement and relocation will be monitored at different levels; ERA, Supervision consultant and the local administration will participate in the follow- ups of the measures.

6.2.2.2 Loss of Houses and Property

Loss of property, utility service lines and houses shall encounter especially in town centers like Yubdo, Alem Teferi, Ayira and some other villages where houses and infrastructures in the ROW of the new re- aligned sections and also due to road widening, have to be removed and relocated. The number of houses likely to be affected in those towns and villages is about 1,574. Out of these housing units, 333 would be fully affected, and 1,241 houses would be partially affected. Most of these houses (1,453 of them) are found in town centers, while only 121 are rural houses. In he rural areas land availability will not be a constrain. The PAPs even can be accommodated within the same compound on the remaining plots at the back sides of the road alignment.

There are many trees that are expected to be affected during the construction work. Eucalyptus trees, mango, avocado and banana are the major trees to be affected. There are also coffee plants in some sections of the ROW. It is estimated that about 22,750 eucalyptus, 584 mango, 2,800 coffee, 4000 banana and 11 1 avocado trees will be removed for the construction of the road.

Proposed Mitigation Measures for Loss of Houses and Property

Any permanent loss of land, houses and other immovable assets such as perennial crops due to the construction of the road need to be identified and project affected persons (PAPs) compensated prior to commencement of construction activities on the basis of Resettlement Policy Framework (RPF).

Compensations for lost assets have to be arranged prior to commencement of the project. Project Affected People (PAPs) have to be compensated both in monetary terms and by providing plots of land at some other places.

Owners of other infrastructures and utility lines likely to be damaged by the project shall be compensated. Relocation of these utility lines (water supply line, electricity, and telecommunication lines) shall be effected either by the utility owner or by the road construction contractor as arranged, but should be done prior to mobilization of the road project. This will ensure the continued service delivery with out creating disruptions and inconveniencies to the community.

The total amount of resources required for compensating the affected peoples and restoring some of the utilities is estimated under two scenarios. Scenario I assume full compensation for all partially affected and fully affected group. The total cost of compensation for this scenario-l is estimated at Birr 55,555,708. Scenario II on the other hand considers compensation only for those cases where more than 25% impact has occurred. The estimate of compensation cost for scenario -11 stands at Birr 45,094,929.

Out of the total estimated compensation costs, the amount required for relocating houses will be Birr 45,816,151 in Scenario I or Birr 36,306,352 in Scenario II. For loss of crop land Birr 3,497,355 and for compensating permanent crops like trees and fruits Birr 975,993.

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6.2.2.3 Adverse Impact on Public Health

The area is malaria affected zone and stagnant water that accumulates on excavated grounds, abandoned quarry and borrow development sites, excavated side road ditches and ponds may create favorable condition for mosquito breading.

Sexually communicable diseases including HIVI AIDS may be an issue due to the migrant work force and the local community to be involved in the construction activity. Induced development around the project site can attract settlement and provision of goods and services to the workers. This factor can also encourage prostitution in the area.

Traffic volume will increase as a result of the road improvement and developments in the area. During the construction also number of vehicles and machineries deployed in these rural areas would be relatively high. Traffic accidents would therefore be a threat to the public health unless regulated.

Waste mismanagement at campsites and haphazard waste discharges to the environment would create unsanitary situation with adverse health implications.

Mitigation Measures for Adverse Impacts on Public Health

Health lmpacts due to the factors stated above can be minimized by implementation of appropriate mitigation measures. These measures include;

Timely rehabilitation of excavated grounds as soon as site work is completed. Maintaining sanitary conditions in camp sites and work places and provision of sanitation facilities to the workers. The camp area should avoid any stagnant water and unsanitary ground to avoid mosquito and vector breediug. Strict enforcement and observance of preventive health care should be in place. In areas of malaria prone like in altitudes below 2000masl, the contractor may be required to avail mosquito nets to workers and insect repellant and intensive medical treatment. Create awareness among the worker group and the surrounding community on the issue of communicable diseases and HIVIAIDS pandemic. Strict adherence to traffic regulations, availing of traffic signals as required and at work places, strict supervision of the observance of rules and regulations. Availing First Aide Kits and stand by transport facility on site incases of accidents and sudden health problems during construction phases.

Mitigation for HlVlAlDs Pandemic

The issue of HIVIAIDS should be treated in a coordinated manner between the project owner, the contractor, the local health bureau, and NGOs active in the area. The worker crew and the community at large should be educated on the transmission mode and prevention means of the HIVIAIDS pandemic. Awareness creation programs should be conducted, and related protective and health care facilities like condom need to be available in the area. The cost for this program is indicated under section of costs of mitigation measures below. Major costs for the mitigation are those of awareness creation for the work force and to the communities including the women around the road route, counseling and availing condom in the area. It is estimated that Birr 1.7million be budgeted for the whole project length. However, the project will be implemented in three lots, and the budget for each lot will be about 567,000Birr.

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The implementation arrangements will be in accordance with the current ERA HlVlAlDs policy frame work. Accordingly, ERA will tender out and invite NGOs and/or other HlVlAlDs program specialists to sub contact for the work. At least three proposals1 quotations will be received and evaluated by ERA HlVlAlDs section. The selected sub contractor will be sent to the construction contractor through the supervising consultant. The contractor takes over the responsibility of assigning the subcontractor with defined and specified activities and responsibilities, follows up and manages the accomplishments as per the terms of contract, and duly reports the performances along with other progress reports.

6.2.2.4 Adverse Impact on Women

Women would be mainly beneficiaries from the project road implementation. But some adverse impacts might be due to additional work load and responsibilities as a result of immigrant at newly settled sites. Women in the area might be exposed to risk of sexually transmitted diseases and unplanned pregnancies.

Awareness creation among the women community and also for the workers deployed in the area would minimize the impacts. The cost for awareness creation of women on STD and avoidance of unintended pregnancy is included with in the budget for HlVlAlDs program implementation.

Adverse Impact on Local Economy

The number of people to the project area (immigrants) would increase especially during the construction. Such influx of people can create increased demand for goods and services. The price of the available commodities may increase and adversely affect the consumers, while on the other hand it benefits those who sale the goods and services.

Adverse Impacts due to lnduced Development

The existing social structure might not be significantly affected due to induced development since the road has been in use for long period and the areas have already adapted communication with others. Resource sharing and stresses on limited services like health, water supply etc. may encounter due to the immigrants to the area following the implementation of the road project. Change in way of life of the farmer community would have positive results instead. Increased development and investments that follow the road improvement would create conditions for income and expenditure patterns.

Proposed Mitigation Measures due to lnduced Development

There is ample water sources in the area and no severe competition over the water use may encounter due to the incoming workers. However, in case scarce water supply is felt in some of the areas, the contractor is expected to avail the water supply need from its own source. Preferably ground water source (well water might be an option that one has to consider in this case. The contractor might need to get permission and also coordinate with the local administration to develop its own water supply source. In areas, there are water supply service providers the contractor can arrange supply services against payment. From the existing practice shows that the contractor uses his own water source for all purpose in order not to put pressure on the existing water source. The contractor should also plan for other commodities that are expected to be in short of supply in the area, and priorities should always be accorded to the community needs. In areas where water supply service providers exist, the contractor should make arrangements with those to get its water supply from them. . A close will be included in the contractual document that required the contractor to provide water for his workforces and consumption.

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report

6.2.2.7 Adverse Impact on Historical, Cultural and Archeological Heritages

The major ethnic groups inhabiting the woredas traversed by the road project are Oromo's followed by Amhara. As confirmed by the Oromia Regional State Bureau of Tourism and Culture in January 2009, there is no recorded reserved site PCR, comparable to that of palaces and unique worship sites recognized at national or regional level along the road right of way that might be affected during construction.

However, there are churches, mosques, Odas and burial places that fall within the road project influence areas, but all of these religious and sacred places, cemeteries and monuments of the area are away from the road alignment and there would not be significant impacts on these resources due to the road project. However, still there may be unexplored archeological findings that may encounter upon excavation works. There is always possibility to yield undiscovered cultural artifacts, and any cultural and archeological resources encountered should be reported to the local (woreda) Environmental Protection Office and/or the woreda culture and tourism desk and arrangements are made as to how the PCR is protected and conserved either on site or relocated as the case may be.

Mitigation Measures for Impacts on Cultural and Historical Sites

Mitigation measures or avoidance for the archeological I cultural heritages if encountered will be accomplished as per the requirements of the available legal frame work "Proclamation No.20912000", a proclamation to provide for research and conservation of cultural heritage.

This proclamation describes the management of cultural heritages under Part two of the document. Some of the issues discussed include; Owner of cultural heritage, establishment of museums, classification of cultural heritage, registration of cultural heritage, duties of owners of cultural heritage, conservation and restoration of cultural heritage, preservation of cultural heritage, removal of cultural heritage etc.

Part four of the proclamation discuses on reserved areas, Inspection, duty to cooperate and penalty. Under this part it is indicated that unless it has been decided by the council of ministers, no person may, without a permit issued by the authority, carry out building or road construction, excavations of any type or any operation that may cause ground disturbance in an area declared reserved. However, this is not triggered as there is no such reserved PCR sites in the road route corridor.

Accordingly;

Protection and preservation requirements for Cultural heritages, Archeological sites and aesthetics of Landscape shall be specified in the construction contract documents for contractors. The contractor should consult the responsible bureau in the area in cases of findings of such properties on the site before removal and damage. Damages to locally significant sites like religious places, funeral places, grave yards, Holly trees (Oda), Holly springs shall be avoided by alternative routes, as sites of quarry and borrow pit, access and detour roads or as material storage site.

Any archeological findings encountered up on excavation shall be reported immediately to the concerned bureau or department to register and guide the conservation and protection of such a heritage

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report

The woreda environmental office and woreda culture and tourism desks should be informed upon mobilization of the construction activities and also be involved in the site environmental management and monitoring processes., ERA through its assigned supervising consultant should liaison with the woreda administration to involve them and seek their assistances at all levels of the environmental conservation and in monitoring of the implementation of mitigation measures. The contractor is also instructed to liaison with the woreda administration as required and to cooperate in considering their concerns and guidance in agreement and after approval by the supervising consultant.

The woreda environmental1 natural resource conservation desks have to be capacitated and trained on environmental management and monitoring activities. The project may consider a short term training of the experts in each woreda traversed by the road project. The ERA'S ESMB has the capacity to organize and conduct such short term training in collaboration with the project consultant and with the Oromia Region Environmental Protection Office.

6.3 Duration and Scale of impacts

The positive social and economic impacts including availability of all :weather reliable road, reduced transportation costs, increased access to market places for local produces, access to new employment centers, better access to social service centers like health institutions, and strengthening of local economy are felt during the operation phases of the upgraded road. Direct and adverse impacts like increased traffic accidents, pollution due to increased vehicle exhaust gases and transportation of hazardous material in transit, noise and road side litter can also be observable impacts during the operation phases of the road.

Major direct environmental impacts on the natural environmental components are caused mainly during the construction phase. Adverse impacts like; soil and water resources degradation, soil erosion and slop instability, vegetation clearance , material removal and consumption from quarry and borrow pits etc. are caused during the construction period. Socio-economic impacts like displacement of people, damages to properties and crops, interruption of social services like water supply, electricity and telecommunication services are caused upon construction activities. Summary of the temporal distribution of impacts has been included under the annexes section.

6.4 Impact Type

Environmental impacts caused by road development projects can be categorized in to three major impact types. They are either of; direct impact, indirect impact or cumulative impact types.

Direct Impacts

Direct impacts of the road include mainly impacts that are caused by the road construction like soil and land surface disturbances, vegetation clearance and material removal activity mainly in road widening, re-alignment sections and at diversion sites, at borrow and quarry development sites. The realigned sections at two towns Ayira and Geba Robi (8.8km) traverses through unpaved ground and farmlands, partly through vegetation covered and animal grazing grounds and partly through cultivable farmlands, and no significant environmental impact is anticipated. Socio-economic impacts like damage to properties and houses in the ROW, are anticipated especially in town centers of Inango, Ayira Guliso, Haro Sebu, Dembi Dolo town etc. These impacts mainly result during the construction period. These impacts are expected to be significant and need to be mitigated properly.

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report

Indirect impacts of the project

These are chain effects or impacts that result due to the road construction. These include induced development in the project area and at road sides, water quality deterioration as a consequence of the vegetation clearance and soil erosion at up stream of water sources, increased deforestation due to easier transportation of logs to market, etc. 'These impacts are normally observed during the operation phase of road projects. However, the road route is already in existence for decades now and road side settlements and transportation has been familiar in the area. The expected changes due to the road standard would not be significant and the resulting indirect impacts would not be substantial.

Cumulative Impacts

This type of impact results from synergetic effects or added up of several impacts which results in environmental changes. The current project is improvement of an existing gravel surfaced road which has already adapted the surrounding ecosystem, it is neither contiguous nor in close proximity of sensitive ecosystem that is suspected would be disrupted due to the project gradually. Design improvements would not cause significant changes that would over period of time result in sever environmental damages. The degree of environmental impact of the new alignment section (5km) which traverses through unpaved ground and farmlands is anticipated minimal for this project

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Mekenajo - Dernbidolo Road Upgrading Project Revised Final EIA Report

7.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

7.1 The Management plan

Environmental management plan specifies mitigation and monitoring actions with time frames, specific responsibilities assigned and follow-up actions defined.

Major negative impacts and proposed mitigation measures have been out-lined in the above sections. Implementations of these measures have to be carried out at different stages of road construction & operation phases.

During the design stage the consultant should incorporate proposed mitigation measures in the design and tender documents. The contractual agreement should also include articles to enforce the environmental issues. Construction stage activities are the responsibility of the constructor and that of the construction supervision consultant. The actual physical implementation works are carried out mostly at this stage. The execution of the road construction work should also equally treat the implementation of the physical works of environmental mitigation measures.

Mitigation measures proposed for socio-economic issues like compensation to damaged properties, lostldegraded plots of land should be handled by a committee, composing of representatives of all stakeholders, including ERA, other local government administrative organs, NGOs, and the affected group.

Environmental issues during the operation phase of the road shall be handled by the owner of the road infrastructure. The operation and maintenance of asphalt roads is the responsibility of ERA, and hence the ESMB of ERA has to carry out the monitoring activity. It is, therefore, essential that experts of the branch acquire basic knowledge of the environmental monitoring activities to effectively assume the responsibility. Training of personnel is, therefore, recommended.

The environmental management plan is described as in Table 7.1

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I Revised Final EIA Report

Table 7.1: Schedule of Management and Responsibilities

Project Phase

Design1 Pre-construction Phase

Potential Environmental & Social Impacts

o Surveying and route selection

o Land acquisition o Right of way

clearance

Provide necessary water flow facilities for recharge of wetlandlmarshland as necessary

Proposed Mitigation Measures

o Limit vehicle movement only on paved access

Indicator

roads, avoid activities causing forest fire and oil spills at sensitive habitat sites during surveying at new alignments (8.8km re- aligned sections),

--

~inc lude the environmental and social, issues in the design and clauses into the construction contract document

Frequency Institutional Responsibility

host Estimates

(a;:cessary culverts

Provided

1. Design consultant Design period

I I cost

o Defined access road During sie works 1. Design consultant is used during design and study Part o f the

desig n cost

issues are included in design cost the design and BOQ

I

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-

o compensation and resettlement programs shall be arranged and settled prior to commencing construction activity

o Compensation is paid for the affected group

3-times at o E@ Routine administrative

intervals Local

design The

Community

cost of each institution

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-----

Project Phase Potential Environmental 8 Social Impacts

designed in terraced, stepped or edge rounding fashion at cut and fill sites based on the soil type o Select alternative route

that avoids unstable areas as far as possible

o Provide adequate drainage line to intercept flows and to protect from entering slide susceptible areas and to reduce risk.

o Provide retaining structures at road cuts and fill areas (dry masonry, gabion etc.. .)

o Slop instability and o Slop shapes and ~ ~ ~ e e p n e s s shall be

, protection structures.

Proposed Mitigation Measures

o Design has included slide and erosion

--- I I I

Land resources, Soil erosion & soil contamination

Indicator

* i m l b i ; : r t Design stage of the

Frequency

I I design cost

Institutional Responsibility stimates

Phase

--

o Erosion at construction sites

o Erosion at road beds receiving concentrated out flow

o Land slide and slop instability

o Change in landscape

o Plant erodable surfaces as soon as possible.

o Rehabilitate excavated ground up on completion of works

o Surplus excavated top soil shall be stored and used to rehabilitate degraded grounds

o Provide adequate drain

grasses planted on project affected sites. Drainage facilities are provided Erosion and slope protection measures and constructions done timely Spoil soil cart away timely

Regularly during the construction phase

pipes to avoid excessive 1 - Span Consultant in Association withvbf 7 5

contractor o Supervising

consultant o ERA o Bureau of

agriculture and rural development

Woreda

top soiling & grassin g of side slops

!$j ~ e z a Consulting Engineers

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Revised Final EIA Report Mekenajo - Dembidolo Road U ~ g r a d ! ~ s ~ P ~ ~ i e c t ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ eeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeee -......-......-.--- eeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeee -....-----._..----. eeeeeeeeeeeeee

Potential Project Phase Environmental

& Social Impacts i

o Land slide and slop instability

o Change in landscape o Degraded land &

erosion hazards

Proposed Mitigation Measures

concentrated flow o Place drain outlets to

avoid cascade effect. o Line receiving surfaces or

ditches with stone ripraps or concrete

o Plant trees and grass cover graded and steep slops

o Avoid Slide susceptible sites for use as construction material extraction area.

o Re- habilitate and re- plant disfigured and excavated land for quarry and borrow pit,

o Prohibit up slop cultivation at susceptible areas and

o Prohibit animal grazing at road shoulders

Indicator Frequency

Waste is properly collected disposed off safely.

Institutional

Marginal lands are closed and protected

Regularly

engineering design.

ental protection offices

Woreda Norma

e and

Other estimate shall be made and included in the BOQ by the

rural developm ent departme n t

Farmer community

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report -------------.. ..__ --------.............------.-........-....... _ _ _ .......... _ _ _ _ _ _ _ ....... _ ...... _ _ _ _

Project Phase

Construction phase

Potential Environmental & Social Impacts --

Proposed Mitigation Measures Indicator 1 Frequency

o Timely cart away surplus spoil soil.

o Maintain leaking equipment and vehicle parts, Avoid fuel & oil spillages while refilling, collect and properly treat used oil and

o Exercise proper waste management and disposal practices at camps, garages and at work places.

Institutional

Contractor Part construction cost

I Flora and fauna degradation I o Poaching by

construction workers

o Vegetation removal

o Prohibit project workers from encroachment and poaching forest and wildlife areas

o Limit vegetation removal to only areas required to the effective land required

o Inclusion of environmental clauses in Contractual obligation for project workers

oAwareness creation on forest and wild life

r, On during regular bases the o Supervisor

construction phase

1 900,000 for tree I

LA- planting as replacement

550,000 birr for top soiling and re- vegetation of abandoned material sites

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for project works. o Route selection for access

to material sites, and detour road route should try to avoid dense vegetation covered areas

o Prohibit forest fire setting and supervise fire risks by construction crew to

resource conservation given

At list 10-seedlings planted for each tree removed during construction

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Revised Final EIA Report

Proposed Mitigation Project Phase 1 :%zental _res & Social Impacts --

river banks and at quarry sites; o Program excavation

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Indicator

vehicles1 equipment routinely conducted Construction works conducted in compliance with contractual

o No complaints of water supply service is interupion due to the project has been recoded.

-- A

activities at river crossing areas during dry period,

o Re-vegetate erodable soil surfaces as soon as possible

o Protect sensitive surfaces with mulch or fabrics, Stone ripraps, gabions etc.

o Divert run off water flow through steep slope and erosion prone areas.

o In view of low level of potable water supply coverage, one has to be cautious on handling the existing infrastructure and facility. The road project may interfere with water supply systems in urban areas. In such cases, either the design has to consider avoiding the alignment or the water line has to be relocated. Arrangements have to be made for the

Frequency Institutional Responsibility

Cost Estimates (birr)

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report .---

Project Phase Environmental & Social Impacts

Wetlandslmarshlands degradation during works decrease in recharge rate, contamination by oil and chemical product)

Proposed Mitigation Measures

relocation and compensation. Relocation has to be made prior to mobilizing the construction work or alternative supply line is provided until relocation is done, not to interrupt the water supply service.

To minimize wetland1 marshland contamination and pollution effects; o Maintenance of vehicle to

minimize oil spills and prohibit open field waste disposal.

Indicator

o Hydraulic structures are designed and constructed

o Water quality tests meet set standards

Frequency Institutional Responsibility

During construc 0

tion 0

Contractor1 supervising consultant

o ERA- ESMB Included in the construction cost estimates

I

L

o Minimize disturbance by the construction works in compliance with works contracts1 specifications

o Provide adequate flow dispersal structure (culverts, etc.) to maintain the natural flow direction and to avoid flow concentration to specific locations, and maintain

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report ---------------.......--------.....~~~...... ...---.. _. ....... _ ..... _ _ _ ....................................

Project Phase Potential Environmental & Social Impacts +- Proposed Mitigation

Measures i Indicator Frequency Institutional Responsibility

kost stimates

kbirr) normal recharge of the 1 wetland areas. I I I I

Flooding of downstream farm lands due to concentrated flow from discharge of drainages

farm community

Technical assistance and design provisions to enable collect runoff at the outlet of the drainage structures

Air aualitv and Nuisance noise

Road design considers provisions to facilitate partial water harvesting from the road side drainages. Water harvesting

structures are built and the project area

Dust pollution and noise during construction

Air pollution from crushers and asphalt plant

spaying of water, traffic speed control, etc at densely settled

- -

Dust suppression measures like 1"

I sites. ih towns and I

community is benefiting from the runoff in the catchment.

During water scarce

Water sprayed periodically Dust and smoke suppression accessories installed Material production plants are located at safe and proper

I villages places. 1 Transportation of !

During construc tion, regular1 Y

The respective Local administration o agriculture

and rural development department o Water bureau o Design consultant

Regular budget of the local administration

Contractor admini strative

I cost

Regular maintenance of spoil soil is safely done

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report _ --_--

Project Phase Potential Environmental & Social Impacts

Proposed Mitigation Measures

machinery and vehicle to reduce excessive gaseous emissions

Frequency 1 Institutional

1 -- I Social disruption / Loss of property

Induced Development Illegal settlements at

camp site and at road sides during construction.

---

Span Consultant in Association withvbf 82 Beza Consulting Engineers

Install dust and smoke suppression accessories on o asphalt plant and crasher

equipment o Locate asphalt plant and

crushers away from town centers and densely populated areas.

o Considers wind direction effects while selecting sites for plant erecting.

o Transported soil and fine particle materials should be covered to protect from spread and wind blow in to the atmosphere.

Regulate illegal settlements Administrative

cost ROW is in Regular accordance to Master plan of the area.

o Local 1 woreda administration

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r

Project Phase

--

Span Beza Consulting Engineers

Cost Estimates (birr)

Administrative cost

As per RAP-Plan

Potential Environmental & Social Impacts

o Loss of houses o Loss of crops, trees,

fruit and coffee trees , and

o Loss of land due to immigration in to the area

o Loss of1 disruption of other social service infrastructures

Consultant in Association withvbf

Proposed Mitigation Measures

Workers should be briefed on behavioral issues as relates to local cultural and attitudes and made aware of conducts and respects to be accorded to the community's social life

o Locate camps away from sensitive sites like villages

o Arrange contractual commitments to respect social factors for temporary employees.

o Compensation to the affected group should be effected according to regional as well as federal rules and regulations.

o Resettlement of displaced people and relocation of properties and utilities should be completed well in advance of commencing the construction

o Resettlement plan should

83

Indicator Frequency

program organized

o Camps are located at safer site

o Employee contact documents incorporate respect for social values.

o Timely payment of compensation to the affected group

o Timely and fairly relocation and resettlement of displaced people and properties

cement. administration

group(PAPs)

o Agriculture bureau

o NGOs in the

o Cornmunit

Prior to construc tion 'Ommen

local administration

A committee composing of ; ERA - agent, o Local

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report . . . -. . - - - -. . -. . - - -. - -... .. . - -. - .. .. . .- - --- - - - --. . . . -- -. - - - -. -. . . . . .-. . . . . . -. -. -. -- -- .. ... .. - - - - -. . ..- - .. .. . -. -. --. .. ...- -- - - - -. . -- -- -. .. . -. . .-- -. - -. . .. . - - - - -.. .. . -. -. .. . .. - -. - -- .. . - - - - - .. . - ---. .. . -. - -. .. .- - -. .... .- -.. .. - -. - - - ...... -. - - -. ... -- - .. ..- -. - -.. .-. - -. . ..- .. .. . - - - .. -. -.

Project Phase Potential Environmental & Social Impacts

on traffic safety and rules

consultatibn 'and with full participation of the affected group.

o Immigrants' land requirement should be administered by the local authorities.

Road safety

Contractor supervision consultant

Proposed Mitigation Measures

be prepared in

Included in BOQ for contractor

o Accidents due to increased Construction traffic (vehicle, machinery and non motorized traffic)

o Due to road blockage for construction works in progress and

o interference with existing roads and wild life migratory routes

included in BOQ

indicator

Traffic signs are posted at critical locations Operators are given proper awareness on precautions to be taken and observance of traffic regulations

Speed control measures are put in place at critical and accident prone locations.

o Traffic signs are provided as required.

o Adequate detour road shall be provided not to interfere with normal traffic flow.

o Adequate side roads and shoulders for pedestrian

o Speed control and traffic management measures Put in Place lncludlng bumps to be constructed at critical locations

o Awareness creation

Included in BOQ

Frequency Institutional

o o

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Revised Final EIA Report

o Impairment of non motorized transport

o Traffic congestion due to road blockage

o Damage to vehicles using un paved detour ways

o Accidents and delays created to passengers

Project Phase

o Provide wider road shoulders and separate lane for pedestrian and non motorized transport

o Provide paved and well constructed detour road during road construction.

Potential Environmental & Social Impacts

o Maintain and apply dust suppression measures to minimize dust pollution and vehicle accidents due to distant visibility problem.

o Adequate detour road and shoulders constructed and maintained

o Water is sprayed periodically to suppress dust pollution

Transport infrastructure

Proposed Mitigation Measures

Construction period

o Consultant o Contractor

Indicator

Local Economy

Frequency Institutional Responsibility

Cost Estimates [birr)

Span Consultant in Association withvbf 86 Beza Consulting Engineers

During construction and periodically during operation phase of project

o Availability of basic consumable items on local market

o Facilities at camp sites

o Trends and extent of use of local products during and after project ~mplementation

o Increase in Price of consumable items

o Employment opportunity

o Increase in house hold income

Arrange and ensure supply of basic

items by encouraging entrepreneurs in the area.

Periodically avail basic items to workers at camps against payment of fair prices.

Local administr ation

Contractor ERA

Administrativ e cost

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report _-_ --- ----- .............................................

Project Phase Environmental Proposed Mitigation Measures

Local work force shall be encouraged to benefit from the employment opportunities during construction.

o Encourage workers to use locally available products to assist local economy.

1 Cultural& Historical Heritages I Part of administrative costs of each actor

Span Consultant in Association withvbf 8 7 Beza Consulting Engineers

o Regionallzonal culture and tourism bureau.

o Contractor o The community o ERA- ESMB

Periodically during Construction phase. Up on receiving reports on discovery of archeological findings.

-

Degradation of

o Sacred places, religious places, Odas, monuments and burial places

o Archeological sites

Protect and avoid as far as possible such sites as churches, mosques, Odas during construction 0 Locate culturally, 8

historically significant sites prior to construction

o Preserve any archeological findings encountered up on excavation.

o Arrange orientation Program and training of machine operators on work procedures, and discipline at physical and cultural heritage sites. They need also to be

cultural and historical sites are protected

0 The design has kept road alignments away from such sites

o Any archeological findings are preserved and recorded

0 Machine operators are trained to take care of PCRs and artifacts site management.

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Mekenajo - Dembidolo Road Upgrading Project

oriented on recognizing types and characteristic of such heritages and means to identify them while undertaking excavation

Project Phase

operations. It is also essential that the operators trained on site management procedures to be followed, particularly if a PCR encountered is not movable

o Liaison and make arrangements with the regional bureau of culture and tourism for the training and orientation of the workers and to cooperate by timely responding to reported findings.

o Report to the relevant bureau up on finding of unregistered heritages as

Potential Environmental & Social Impacts

soon as possible, before making any change to its location and feature.

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Proposed Mitigation Measures Indicator

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Mekenajo - Dernbidolo Road Upgrading Project Revised Final EIA Report ----- ----- ----- - ............................................................. _-_.....--....... _ -------- ----- --- ---- -- ---- --- ----

I

3

Potential Project Phase

Operation Phase

Environmental & Social Impacts

Frequency

Water sources and 0 Waste management 1 o

Institutional Responsibility

1 Soil erosion and soil

contamination

wetlandlmarshl practices should improve, and ecosystem I road side littering

especially in towns and preservation I villages should be

Proposed Mitigation Measures

Maintain storm drains and ditches regularly

o Grass cover slops and graded grounds, and protect livestock grazing at road shoulders and embankments

I regulated I

Indicator

conditions operation phase roads authority

offices

Periodically

enhanced

Water quality test results meet standard values

o Minimized vehicular accidents through implementation of traffic and transport regulations - which will be a major cause of oil leakage.

Estimates [birr 4 Regular administrative cost

during operatio n phase

Traffic signs regularly maintained and road safety awareness

Normal admini

o Municipalities

o ERA

strative I Regularly

during operaion

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o Traffic police

I

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h C .- - -

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report - - --- _ -.... __ ---- .__ .................................. -- ------- --- ----

Project Phase Frequency Potential Environmental & Social Impacts

o Availability of public transport

Proposed Mitigation Measures

Encourage local mode of motorized transport transport to sustain,

Reduced transport cost

Indicator

especially for transport of goods to market places and short distance service centers like flour mills, by maintaining separate lane.

o Enforcing traffic safety guide lines and posting traffic signs as required

o Traffic signals posted and

o Assign adequate number of transport vehicles both private and public transport.

Periodically

I o Transport fees should be in accordance to the

maintained. o Number of public

transport using the road

improved road standards I I o Road shoulders have to 1 o Road shoulders are I

I Institutional b s t I

be kept wide enough especially in towns and villages as per the design for use by the pedestrian.

o Maintain traffic posts and traffic signals

I Responsibility ~st imates I

adequate and regularly maintained

kbirr) / o Local transport I Normal 1 desk 1 admini /

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maintena nce team of ERA

'OSt

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report .. . - - ---. -. . --. . -. .- -. . . .- - - -. - -. -. -..... --. . - - -. - -. . .- - - - .. .. -. . . - - - ... . -- -. --. . . .. - - -. -. . . - - -- - - -- -. .. ... - -. -.. . . . .--. . . . . - -. - - --. .. -- -. - -. . -- -- -. . . - - -- - - - ..-- -- -- - - - - -- -. -. -- - - - - - - - -- - - .. . .- - .-. .. -. - -. -. .. . - - - -. . . . . -.. -. .-- - -. ... . . - - .- -. . . - -. . . -- - -. . --. -. .. .- -. . . - -- - ... -- - -

Project Phase Potential Environmental 8 Social Impacts

o Traffic accidents

Proposed Mitigation Measures

o Organize awareness creation forum on traffic regulations and safety principles both to the community, drivers and to the investors in transport industry of the area.

Indicator

o Traffic regulations enforced

Frequency ' Institutional I Responsibility

, o Traffic police

Estimates birr) i Normal Administrative cost.

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Mekenajo - Dernbidolo Road Upgrading Project

Revised Final EIA Report

7.2. Institutional Needs and Responsibilities

Sector development institutions are expected to have their environmental units to inspect and monitor their activities. Accordingly ERA has established Environmental Monitoring and Safety Branch under its organizational structure. The branch is staffed with experienced experts and is capable of undertaking its responsibilities. However, the regional road authority has not organized environmental unit of its own to date. The work load and environmental issues to be addressed in the rural road network development endeavors demands an environmental monitoring and inspection on a routinely bases-after commissioning of the project. It is , therefore, recommended that such a unit be established under the regional rural roads authority. For PCR, setting up of an arrangement with the concerned authorities for an appropriate rapid response mechanism - including artifact or site management procedures to be followed, particularly if a PCR encountered is not movable.

7.3 Training Requirements

Capacity building for project implementing institutions, especially for the regional and district road and transport organizations in environmental management and sustainable development issues would assist for success full implementation of the EIA objectives. Environmental inspectors of the project owner and that of the supervising consultant should be capacitated to fully undertake the required tasks and incorporate environmental issues in the overall project implementation. Regarding the PCR, training for operators of excavation equipment in potential PCR artifact site and for recognition thereof will be required.

7.4 Work Program for the environmental mitigation management

plan The environmental management should be integrated with the overall project management efforts, to be effective for environmental enhancement measures identified in the EIA. Environmental management aims at providing a high level of quality control, leading to a project which has been properly designed and constructed and functions efficiently throughout its life.

Pre-Construction phase

Prior to contractor mobilization and the commencement of construction, environmental management will be concerned with the following principal groups of activities:

Ensuring that all government and funding agency requirements and procedures relating to EIA are complied with Implementation of land and property acquisition procedures including the payment of compensation and resettlement of the displaced people. Clearance and relocation of utility service lines with in the ROW of the road route, and ensuring that no interruption of social services would occur upon commencing the construction activity.

The project owner,, ERA will be responsible for submitting the EIA to the EPA for evaluation according to internal procedures.

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Construction phase

Most of the project environmental management activities will be carried out during the construction phase, since this is when most impacts can be expected to arise. Management will very largely be concerned with controlling impacts which may result from the actions of the Contractor, through enforcement of the construction contract clauses related to protection of the environment as a whole and of the components within it. In this respect, it is important to recognize that successful mitigation of construction impacts can only be achieved if the environmental protection measures, as set out in the construction contract, are properly enforced.

The project Engineer as defined in the construction contract document shall hold the overall primary responsibility for construction supervision and contract management, as well as for environmental management during the construction phase.

However, certain powers and authority relatirlg to day-to-day supervision will be delegated by the Erlgineer to the Resident Engineer (RE). The RE will have executive responsibility for ensuring that all site environmental management and monitoring aspects are dealt with promptly and properly. The site supervision staff will be responsible for environmental management and monitoring, and their role in the management chain is crucial if effective impact control is to be achieved.

The RE will be responsible for establishing procedures and mechanisms for effective environmental management and monitoring and will ensure that these are fully incorporated in, and integrated with, the overall construction supervision and monitoring framework. This aspect will cover matters such as the development of checklists of key points which will be monitored on a routine basis during construction and reporting mechanisms for ensuring that appropriate remedial action is taken, should monitoring reveal that this is necessary.

Particular attention will be paid to establishing procedures whereby emergency action can be taken by site staff in the event of the Contractor acting in a manner which may cause immediate and significant environmental damage, for example problems associated with interruptions to water supply, or contamination of land, groundwater or surface water through inappropriate handling of contaminating substances.

It is recommended that an Environmental Specialist (ES) be appointed as a member of the construction supervision team. The Environmental Specialist would be responsible for reviewing and commenting on environmental aspects of work plans prepared by the Contractor during the mobilization period, as well as in developing site environmental management procedures etc in collaboration with the RE. During the actual construction period, the ES would provide advice and assistance to the Engineer and the RE, as and when required, on all aspects of environmental management. He would also be responsible for periodic overviews of environmental monitoring during the construction period and would report directly to the Engineer.

The environmental specialist will be part of the construction supervision consultant team. The selection and assignment of supervising consultant should include environmental specialist as one of the staff member of the consultant. Any cultural and archeological resources encountering should be reported to the Oromia Cultural and Tourism Bureau and/or relevant authorities and the mitigationlpreservation measures be consulted and implemented as necessary. Hence the TOR prepared for constriction supervision consultant

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- - - - - . - -- - - -. - - --- -. . - - - --. . - - - - - - -- - - - -. .- -

should require an environmental specialist as one of the staffs to be included. The environmental specialist will be assigned on intermittent bases.

Post-construction phase

Sustainable benefit enhancement from implementation of the project will only be achieved if effective routine and periodic pavement, earthworks and drainage system maintenance is carried out in a timely manner. Environmental management and monitoring in this respect will be the responsibility of the district offices of ERA, with implementation being carried out either by the department itself or by contractors. The Environmental Management Branch within ERA is expected to play an overall advisory role during this phase.

Table7.2: Environnemental Management Action Plan (EMAP)

Actions 1 Responsible Body I Remarks

Pre-construction Phase

Review and submission of EIA documents to ERA and EPA for evaluation.

Detailed drawings showing land acquisition requirements, ROW- clearance and utilities in the ROW etc. submitted to

1 ERA.

Review of final engineering design to check whether environmental issues have

- -

l nclusion of recommendations shall be confirmed by the engineer and ERA.

Final design and tender document preparation consultant, ERA

been given due considerations in their preparation

Preparation of RAP and subsequent evaluation and approval by ERA and EPA

Compensations payment for expropriated land and affected properties due to project

As soon as the design work is finalized and the lateral extent of the ROW is known with certainty, RAP implementation shall be executed, prior to appointment of a contractor.

ERA- environmental Management Branch

Design consultant

RAP-consultant assigned, and Environmental Management Branch and the Legal and regulatory Branch of ERA

ERA and local administrative organs

Land/property expropriation process and full implementation of RAP can be lengthy and must be completed before contractor appointment, so that the

All review works shall be completed before tendering out, so that an environmental permit can be issued prior to contract award and mobilization of the contractor.

Will be submitted to ERA as soon as design work is finalized for timely processing of the RAP and ROW issues.

Beza Consulting Engineers

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Detail drawings of the road design, and detailed drawings showing mains relocation requirements be submitted to utility owners, and service providers.

Relocation of water supply and sewerage lines, electricity and telecommunication cables by the service providers against the appropriate compensation for the cost

- --

1 access to the site.

Project ERA

owner,

Utility owners and service providers.

environmental checklist, reporting formats

1 procedures etc.

The drawings and design documents are prepared by the design consultant, and ERA and the service providers would have sufficient time to plan for the relocation of the utility lines before the commencement of the contractor. The relocation of utility lines should be completed before the construction commences. The relocation costs should be covered by ERA and deposited to the accounts of the affected institution on

incurred. 1 / time. Construction Phase

Resident Engineer of the supervising consultant and the environmental specialist, ERA

1

Must be ready by the time the construction work mobilizes.

Review of contractor's plans , schedules etc.

Site monitoring commences

Review of environmental management and monitoring plan

Site clearance inspection and certification on completion of the works.

Any cultural and archeological resources encountering should be reported to the Oromia Cultural and Tourism Bureau and/or relevant authorities.

Resident Engineer and Envi. Specialist, ERA

Same as above

Same as above

Inspection and monitoring begins when the contractor mobilizes and continues through out the construction period

-- -

Same as above To be conducted periodically; bimonthly or quarterly.

- -

Same as above

Same as above

Carried out on a rolling basis as each major section of work is completed.

Mitigation and/or preservation measures should be consulted with concerned authorities and implemented as necessary.

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7.5 Provision of Environmental Contract Clauses in the

Construction Contract Document

The Design consultant should incorporate in the construction contract document environmental contract specifications and conditions as per the practice of international norms, like FIDIC's general conditions of contract.

The environmental clauses to be considered include the following;

7.5.1 for Protection of banks and slopes against erosion,

Use slope retaining techniques either engineering measures or re vegetation of the surfaces.

Use of engineering measures like intercepting ditches at top and bottom of steep slopes, terraced or stepped slopes to reduce steepness of slopes, rip rap or rock material embedded in a slope face, retaining structures like gabion and retaining walls as instructed by the engineer. Protection of the embankment slopes by re-planting shall use native plant species like Lucenia species, Sacbenia species, approved acacia species. Planting agro forestry tree species like avocado, Mango, Morinaga-olifera species can also be used. Plant erodable surfaces as soon as possible. Rehabilitate excavated ground up on completion of works Surplus excavated top soil shall be stored and used to rehabilitate degraded grounds Provide adequate drain pipes to avoid excessive concentrated flow Place drain outlets to avoid cascade effect. Line receiving surfaces or ditches with stone ripraps or concrete Slop shapes and steepness shall be designed in terraced, stepped or edge rounding fashion at cut and fill sites based on the soil type Select alternative route that avoids unstable areas as far as possible Provide adequate drainage line to intercept flows and to protect from entering slide susceptible areas and to reduce risk. Provide retaining structures at road cuts and fill areas (dry masonry) Plant trees and grass cover graded and steep slops Avoid Slide susceptible sites for use as construction material extraction area. Prohibit up slop cultivation at susceptible areas and Prohibit animal grazing at road shoulders Re- habilitate and re- plant disfigured and excavated land for quarry and borrow pit, Safety and security of the environment; pollution control measures, safety of workers and the surrounding duelers, etc. Water resources conservation; maintenance of natural water flow and quality, prevention of hazardous chemicals and wastes etc. Timely cart away surplus spoil soil. Maintain leaking equipment and vehicle parts, Avoid fuel & oil spillages while refilling, collect and properly treat used oil and Exercise proper waste management and disposal practices at camps, garages and at work places.

7.5.2 Protection and safety of Water resources and wetland ecosystems

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Construction disciplines and methodologies to be adopted while working in the proximity of water sources and wetlandlmarshland areas, and prohibited actions and activities within the wetlandlmarshland areas etc. have to be included in the contract document. Accordingly the contractor should;

Avoid waste disposal, fuel and chemical spills, obstruction of natural runoff to recharge the wetlandlmarshland, nor block the natural flow of streams, rivers.

Program excavation activities at river crossing areas during dry period, Re-vegetate erodable soil surfaces as soon as possible Protect sensitive surfaces with mulch or fabrics, Stone ripraps, gabions etc. Divert run off water flow through steep slope and erosion prone areas. Avoid competition over water use due to influx of workers in the area, and due to the construction activity. The contractor shall arrange water supply point that doesn't interfere with that of the local community.

The contractor shall not locate quarry sites in river beds and at river banks, The contractor shall avoid polluting of rivers or streams during concrete work from cement slag. Carry out regular maintenance of vehicle to minimize oil spills and prohibit open field waste disposal. The contractor shall not cleanlwash construction equipment in to wet lands, streams and rivers, and discharge waste chemicals into the streams, if in case this problem happens, the contractor, at his own expense, shall be obliged to the clear until it reaches its original quality level or consumable. Servicing of plants, equipments and vehicles shall be carried out at a workshop area. Contractor shall ensure the workshop area is equipped with secured storage areas for fuels, oils and other fluids. The storages should be constructed in such a way as to contain any spillages, which may occur. Similar storage should be constructed to store used fluids prior to their disposal in a designated and authorized place. Waste oils from various plants and equipments shall be collected in drums and send it to oil reprocessing companies and never dispose them into wetlands, streams and rivers, Avoid locating camp sites near the water sources and ground water recharging areas, Careful handling of explosives and residue of fuel to avoid health risk and water pollution, The contractor should ensure that all the existing stream courses and drains within and adjacent to the site are kept safe and free from any debris, Avoid harvesting of fish or other aquatic organisms without the permission of responsible authority or organization. The contractor shall officially handover all developed water sources at any locations to the Local water Department, if the water sources are to be handed over to the locals. Soil resources conservation likes; limiting area of soil disturbance, soil erosion control measures, oil spill prevention, planting of grasses etc.

7.5.3 Vegetation and wildlife protection measures

Management of workforce by controlling poaching and fire wood collection, controlling machinery speed and limit are of movement, noise and speed in dense vegetation covered areas etc. Accordingly he contractor shall;

Prohibit project workers from encroachment and poaching forest and wildlife areas Limit vegetation removal to only areas required to the effective land required for project works.

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Route selection for access to material sites, and detour road route should try to avoid dense vegetation covered areas Prohibit forest fire setting and supervise fire risks by construction crew to minimize vegetation and wildlife damage and kills. Prohibit illegal hunting and report any ma1 practices to authorities who enforce the regulations (bureau of agriculture and rural development, bureau of culture and tourism). Prohibit and regulate illegal timber cutting and charcoal trade by the work force. The contractor shall compensate for the loss of mature trees by planting at least 10 seedlings for every tree that will be removed during road widening, detours and borrow area clearing and manages their growth until they reach a height of Imetre before handing them over to the client. Re-vegetate uncovered and graded grounds, excavated and abandoned quarry sites as soon as site work ends The contractor shall maintain road side forest that may serve as wild life habitat and corridor, The contractor shall install warning signs and speed control measures at all animal- crossing sites as identified by the Design Engineer. The contractor shall aware construction work force not to cut tree for any purpose with out prior approval of Environmental supervisor and local forestry department, the contractor shall save big trees located on roadside by shifting the centerline of the road to the other side, in campsites, and also in material sites. Road pavements should not block or interfere with the wildlife route corridor. Do not dump spoil soil down hill sides, or on vegetation covered land. Approved and designated dumping sites should be used as per arrangements made with local administration, approved by he engineer. The contractor shall take photographs of these sites before starting clearing and keep it as official documents in a separate folder The contractor shall create awareness among drivers to give priority for road crossing animals and abstain from running after them or chasing the animals. The contractor shall aware drivers to put off light and give priority for road crossing nocturnal animals during the nighttime.

7.5.4 Air quality control measures

Air pollution control measures like regular maintenance of machinery and vehicles, sitting of asphalt mix plants and crushers, dust suppression measures etc. have to be observed and fulfilled by he contractor. Accordingly he contractor shall;

implement dust suppression measures like spaying of water on earth paved surfaces, Control traffic speed at densely settled sites, in towns and villages and in dusty work areas along the road install speed breakers like bumpers at critically dust blown sites regularly maintain machinery and vehicle to reduce excessive gaseous emissions install dust and smoke suppression accessories on asphalt plant and crasher equipment Locate asphalt plant and crushers away from town centers and densely populated areas. Consider wind direction effects while selecting sites for plant erecting. transported soil and fine particle materials should be covered to protect from spread and wind blow in to the atmosphere

7.5.5 Traffic safety and human health

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The contractor should make sure that traffic accidents and public health hazard will not be posed or minimized due to its activities. Traffic rules and discipline should be observed by all workers and sanitary conditions comply to standard for healthy environment. To his effect the contractor shall;

Ensure that all operators and drivers are fully aware of and are able to handle the responsibility they are assigned to. Traffic signs are provided as required along he road alignments, detour roads, at material sites. Adequate detour road shall be provided not to interfere with normal traffic flow. Adequate side roads and shoulders for pedestrian is provided Obstructions for distance visibility cleared, and visibility problem due to dust minimized Speed control and traffic management measures put in place including bumps to be constructed at critical locations Awareness creation programs arranged and provided by the contractor on traffic safety and rules, Contractor ensures the installation of safety signals, safety of stockpile sites, good house keeping practices. Contractor should assign safety personnel to guide traffic flow at critical sites and narrow widths while construction is underway. Provide adequate water supply for workers from protected sources or public water supply Ensure sanitary conditions, proper waste disposal and waste management in camps and at work places. Rehabilitate excavated grounds at quarry sites and borrow pits to avoid mosquito breeding. The contractor shall ensure the availability of first-aid service to the workers Conduct awareness creation program on HlVlAlDs pandemic and avail condoms in the camps and in the project area. Availing first aid kits at work places and a stand vehicle in case of accidents Timely removal and cart away of excess excavated material in densely populated areas like in towns centers. The contractor shall undertake program for prevention and control of the spread of STDs, especially the HIVIAIDS pandemic, in the workplaces of the contract, eiher through experienced and dedicated staff of his own or a sub-contract to recognized health sector institutions or NGOs. The contractor shall not induce malaria outbreak by creating temporary & permanent water holding areas which favor mosquito breeding, The contractor shall provide clinics with all necessary medications in major construction camps, and First Aide Kits at all working sites. The contractor shall minimize dust emission by watering the road during construction at the settlement areas at least 3 times a day (in the morning, before lunch time and before the end of working hour), Explosives and chemicals should be stored under proper security at a safe distance from the road and any inhabited premises, Contractor should give warning signal before blasting operation at quarries and should station watch personnel at the approaches to the site. The watcher personnel should use flags, horns and whistles to prevent persons, animals and traffic entering danger zone. The contractor shall take care when selecting campsites in such a way that it should not invite close interaction with local community. Provide awareness creation on basic health care and environmental sanitation. Span Consultant in Association withvbf 99 Beza Consulting Engineers

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7.5.6 Material production sites

Quarry and borrow pit utilization and restoration to usable standard, rehabilitation and prevention of the site from being breeding ground for disease vectors. Quarries and borrow material sites shall be rehabilitated with appropriate fill material and vegetation covered with native plant species

7.5.7 Spoil soils disposal

Cart away spoil soils as soon as possible while working in towns, Do not allow open trenches to stay longer in areas of settlements and urban premises. Excess excavated soil shall be used to rehabilitate abandoned quarry and borrow material sites as far as possible Spoil soil shall be disposed at designated and permitted site only. The contractor should liaison with the local administration to select the site and get permission. The site should be approved by the engineer. Spoil materials shall also not be disposed on areas of aesthetic value.

7.5.8 Protection of adjacent properties and utilities, interruption of social services, interruption of traffic flows

The contractor should take the at most precaution to avoid social disruption, interferences with social services like water supply, electricity supply and telecommunication cables Construction in town center, including road pavement, embankments, drainage works should not cause obstructions and interferences to the smooth movement and safety of the community. The contractor is expected to liaise and consult with the local community and the administrative organs, and incorporate their comments and opinions in the project performance. The contractor should liaison with service providers o minimize interruption so services and damages to he utilities

7.5.9 Preservation and protection of cultural heritages

Any cultural and archeological resources encountering should be reported andlor preservation measures should be taken by consulting with concerned authorities and implemented as necessary.

Protect and avoid as far as possible such sites as churches, mosques, cemeteries, Odas during construction

Locate culturally & historically significant sites prior to construction Preserve any archeological findings encountered up on excavation. Arrange orientation program and training of machine operators on work procedures, and discipline at physical and cultural heritage sites. They need also to be oriented on recognizing types and characteristic of such heritages and means to identify them while undertaking excavation operations.

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Liaison and make arrangements with the regional bureau of culture and tourism for the training and orientation of the workers and to cooperate by timely responding to reported findings. Report to the relevant bureau up on finding of unregistered heritages as soon as possible, before making any change to its location and feature.

7.5.1 0 Preparation of site environmental plan

Management and monitoring action plan and checklist for monitoring indicators shall be prepared and submitted to the engineer for approval and for later use.

8.0 ENVIRONMENTAL MONITORING PLAN

8.1 The Monitoring Program

The monitoring program should focus on two basic objectives:

9 To monitor the impact of the proposed project during the construction and operation phases and verify the predicted impacts and include any UN foreseen impacts that might be encountered upon the actual execution of the work.

9 To monitor the proper implementation of the recommended mitigation measures.

The monitoring program includes further defining of the mitigation measures for each impact, and also defining the responsible unit to carry out the monitoring activity, inclusion of some of the mitigation measures in contract specifications and making environmental competence one of the selection criteria for contractors.

The monitoring program should be carried out by the relevant insituions and stakeholders;

During the construction phase the designated environmental units including; the environmental inspector of the supervising consultant, ERA's ESMB and environmental regulatory organ in the regional state and/ or the woreda environmental office should monitor the implementation of the proposed mitigation measures (including the works method and compliance of mitigation measure as identified in the contractual specifications).

The environmental specialist of the supervision team will have full responsibility of the Site Environmental Management and Monitoring. Accordingly, He will direct the preparation of site Environmental Management Plan (SEMP) by the contractor, Comment on the draft and submit to ERA - ESMB for approval. Based on the approved SEMP, he should carry out the environmental inspection activities, instructs the contractor through the RE for any rectifications and actions to be taken as regards to environmental performance of he project, prepares progress reports and quarterly reports on a routinely bases.

ERA'S Environmental & social Management Branch on he other hand should conduct periodical monitoring of the project environmental performances. Follow up the proper implementation of the environmental requirements, compliances of the contractors as well as that of the consultants to the satisfaction of ERA's requirements and guidelines.

The regulatory bodies (regional EPO & woreda environmental offices) should also follow up the overall performances, provide advices and support as required for effective project implementation.

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Qualitative and/ or quantitative performance indicators are used for the monitoring purpose.

Some of the monitoring indicators among the many issues to be considered are;

Area of project affected (disturbed) land (ha or km2) that has been covered by soil conservation and rehabilitation measures as prescribed under mitigation management plan. Percentage of Spoil soils volume that are properly collected & timely cart away at designated disposal site, Percentages of debris, wastes materials produced & oil products that are properly handled and managed both at storage sites and at work places. Number(%) of PAPS resettled and properly compensated

The monitoring program should also maintain assessment data and records of pre- construction situation of the project area. This would serve as a reference to follow up the changes overtime and developments in the process of project implementation and to ensure the proper rehabilitation and restoration of the previous situation as far as possible.

8.2 Institutional Arrangements for Environmental Monitoring

The environmental monitoring program should be implemented through institutionally organized unit and staffed with skilled manpower. There is an environmental protection office at the regional level; however, there is no environmental unit in the organizational structure of the rural road authority neither of the ORRA nor at the zonallworeda level. Environmental issues and natural resource conservation activities are dealt with by agriculture and rural development coordination departments. There is environmental protection and natural resource conservation desk under the department.

Institutional issues are not solely about the existence and capacity of governmental institutions. In many cases, public attitudes towards environmental problems are crucial, since most decisions about matters affecting the environment are ultimately taken by individual agents such as farmers, road users, urban duelers and service providers.

Monitoring of the impacts during construction phases should be conducted by the road project implementing authority, the Ethiopian Road Authority. The environmental and safety management branch of ERA and the project-supervising consultant. These have the capacity to make sure that the proposed mitigation measures are properly followed. The consultant will have environmental specialist input and will assign full responsibility to undertake the environmental inspection. ERA'S ESMB shall check the assignment and closely follow up the environmental inspector's input and actions through site visit and from the progress reports.

The monitoring program should involve the woreda environmental protection offices, NGOs active in the projects area and consider their concerns and advices.

The Oromia Environmental Protection Office should play the regulatory role and intermittent inspection and monitoring of the environmental performance of the project.

The monitoring program shall also be done in consultation and coordination with the other stakeholders, especially as regards to implementation of the RAP program. Stakeholders may include the local administrative organs, NGOs active in the area, representatives of the affected group, elderly and representatives of both displaced and host communities.

For PCR preservation, setting up of an arrangement with the concerned authorities(bureau of culture and tourism) for an appropriate rapid response mechanism - including artifact or

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site management procedures to be followed, particularly if a PCR encountered is not movable. Also, training for operators of excavation equipment in potential PCR artifact site and for recognition thereof will be required.

Routine monitoring parameters during the operation phase of the road project would be mainly related to pavement and side ditches maintenances, inspection of the maintenance of culverts and water flow dispersal structures, inspection of the developments along the road route, and traffic regulations and traffic signals posted and maintained at critical locations.

The long-term impact monitoring activities should be the responsibilities of the ERA, regional environmental unit and other sector bureaus like agriculture bureau, health bureau, Traffic police etc.

8.3 Training needs for environmental management and monitoring

Environmental monitoring and enforcement efforts will be ineffective unless the enabling frameworks and capability are in place. Good qualitative knowledge of local conditions is indispensable if the environmental performance indicators are to be properly interpreted. It is ,therefore, proposed that short errn training and orientation be provided to the institutions and stakeholders involved in the environmental management and monitoring of the project o effectively play their respective rolls. Accordingly, short erm raining for recruited experts from; the 8-Woredas' environmental protection offices, west wollega zonal office, ERA'S ESrVlB & also for environmental and safety inspectors of the supervising consultant and that of the contractor. Accordingly estimated cost for the training is included under section 8.4 below.

8.4 Environmental Mitigation Management and Monitoring Costs

The mitigation measures discussed above shall be specified and quantified in the engineering design and included in the BOQ and contract document for contractors. Most of the mitigation measures can be implemented following proper construction discipline and house keeping activities, which shall be specified in the tender document, technical specifications and construction contract documents. Others are related to social - cultural and behavioral changes to be exercised and can be implemented through awareness creation and education.

Mitigation measures for loss of houses and properties, and loss of plots of crop land and grazing grounds etc. shall be effected in accordance with the cost estimates made in the RAP report.

Some of the items that need physical construction activities and that have to be quantified and included in the BOQ during the design are indicated among the following list:

Reinstatement of quarry and borrow pits and material production sites, Cart away and disposal of excess excavated material especially from densely populated town centers and from sensitive landscape sites. Erosion protection facilities, especially at bridge crossings, culverts and side ditches, Slop instability protection structures including gabion retaining structures, terracing, stone ripraps etc. Grass and tree planting on paved and erosion prone surfaces Check dam and flow diversion structure to avoid direct entry of spoil soil, accidental oil spill, silt and domestic waste in to sensitive water sources and wetland/marshland ecosystems.

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report - - - -- - -. . - - -. . - - - - -. .. - - - .. .- -. .- - .. - -. . - - -. .. - -. . - . -. . - - - .- - -. - -. - -. - - -. . . . - -. . - - --. - -. -- - -- - -- - - - - - - - - - -- - - - - - - - - - - . - - - - -. - -- - -. - - - - . . - - - - - . - -- - - - - -- -- - - -- -- - - - -- - - - - -- - -- - - -- - - -

Costs due to land acquisition and property loss (houses, farmland, trees and fruit trees etc.) shall be in accordance with the estimates made by the Rehabilitation Action Plan (RAP) report, and as per the ERA'S Rehabilitation/Resettlernent frame work. Costs for Short term training for excavators on PCR artifact recognition and for setting up of rapid response system for PCR findings with concerned authorities.

Cost related to environmental benefit enhancement and mitigation measure also includes natural vegetation restoration, costs for environmental monitoring, training and capacity building and this par is estimated at Birr 5,577,000.

Table 8.1 presents estimated costs for some of the mitigation measures, while the major costs related to physical construction works are referred to be included in the engineering design. All these costs will be budgeted and born by the road project financial sources.

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Table 8.1: Environmental Mitigation Management, Monitoring and Training costs

(Birr)

No 1 1.1 1.2

I (TOP soiling and grassing) 1.3 ( Tree plantation as replacement for

Description of Activities Erosion control measures Engineering measures Bio-Engineering measures

No 900,000 1.0 900,000 i

2 , 2.1

2.2

Unit 1 Quantity

damaged ones Site restoration and artificial landscaping Restoration of land used as detour roads,

1 3 ( Road safety provisions (road and traffic

I Management expert(ERAs -ESMB) 5.2 ( Orientation & Short term training for 1

Rate 1 Amount

lncluded in engineering cost estimate material production site, camps & garage, Artificial landscaping of quarry and

lncluded in engineering cost estimate

4 4.1 4.2

Woreda staffs (environmental protection LS

Included in engineering cost estimate

-

lncluded in engineering cost estimate

5 Capacity Building - 5.1

signs etc.) Environmental Monitoring Assignment of Environmental Inspector Assignment of Resettlement plannerlsociologist

1 I for HIVIAIDS prevention including / 1 1 1 1

5.4

6.0

8.5 Preparation of Local Map of the Project Area

MM MM

PCR artifact recognition. Setting up of rapid response system for PCR findings with concerned authorities. Awareness creation and availing facilities

1 Condom in the projkct area. I

Total

The latest version of GIs soft ware system (Arc view 8.3) has been used to prepare the base map indicating, road route location, significant environmental components in the right of way, and construction material sites along the road route as per the requirements of the TOR. The maps are presented as Annex-4. Since the land acquisition and compensation for property loss (cultivated land, houses, trees, etc) are mainly confined to the 30 meter right- of-way, it was not possible to show the same on the GIs map due to scale problem. Further, during the Public Consultation meetings with Woreda Administrations, stakeholders and project affected people, it was assured by all concerned that adequate lands are available for relocation and the same will be identified during the resettlement process. As such specific areas for relocation1 resettlement have not been identified.

30,000 30,000

4 3

Contingency (10%) Grand Total

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120,000 90,000

lncluded in engineering cost estimate

507,000 5,577,000

LS 1 ( 1,700,000 )

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8.6 Schedule of reporting

The environmental performance report should be submitted to the project owner ERA and other relevant institutions during the project implementation. The supervising consultant (the engineer) or the designated site engineer through its environmental specialist should compile the environmental reports as part of his day to day activities and organize the report periodically or as may be required.

The engineer shall submit the report to ERA, for their attention and follow ups of the project progress and implementation of the EIA-recommendations.

ERA reviews the report and informs the engineer of any comments and rectifications required of the contractor complying with the environmental conservation objectives.

ERA may submit copies of reports to the EPA (when ever it is felt there is critical issue or sensitive sites calling for the attention of the EPA) for their assistances and interferences to handle the situation.

ERA will submit copies of EAs to the financiers as may be required along with other progress reports.

The feedback and comments of reports from all concerned bodies should be provided to the engineer through ERA within the time frame stipulated in the contract documents.

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CONCLUSION AND RECOMMENDATIONS The woredas traversed by the road route are densely populated and have high potential of economic development. The potential for agricultural and mining industry in the area is high. Current production of cash crops, cereals and livestock products require efficient and standard transport facility to reach the central market places to make it ready for export. The upgrading of the road to asphalt level standard will facilitate all these development objectives. Besides these it also brings improvement in the social services coverage and local economic development contributing to the poverty alleviation endeavors.

The analyses of road standard justified asphalt surfacing both from environmental protection and socio-economic perspective.

The health risks and traffic accident due to dust pollution from the existing gravel paved road would significantly improve as the road standard improves to asphalt level.

The Mekenejo - Dembidolo Road upgradiqg work shall follow the existing gravel paved road route for major part of its length, except at diversions to the towns, Ayra and Geba Robi. The road design would consider traversing the center of these towns.

The consultation results with the representatives of those three towns demonstrate the priorities accorded by the community to accessing the center of the towns with the proposed asphalted road in spite of the damages that might be caused to houses and properties in the ROW.

Accessing and upgrading of the road in these two towns would reduce the dust problem and related health risks, and economic benefits attainable by the community of the towns would be significant. Hence, the diversion to traverse through the center of all of the three towns is recommended.

The positive social and economic impacts including availability of reliable road, reduced transportation costs, increased access to market places, for local produces, access to new employment centers, better access to social service centers like health institutions, and strengthening of local economy is attainable from the road project implementation.

The adverse environmental impacts that result due to the paved road route would be minimal. Major impacts would be at the diverted new alignments which can cause dislocation of people and property, However, the new alignment sections traverse through unpaved ground and farmlands, partly through vegetation covered and animal grazing grounds and partly through cultivable farmlands, and no significant environmental impact is anticipated. Impacts due to quarry and borrow pit, due to access road to the material production sites and to camp sites, and impact due to detour roads would also be significant. However, the impacts would be minimized by implementation of mitigation measures as discussed in the report under close monitoring/supervision of the works by supervision consultant and by EMSB of ERA.

It is therefore, recommended that the proposed mitigation management plan and environmental clauses be included in the construction contract document for contractors and the proper implementation of those and compliance be carefully monitored.

The EMP will be implemented in a coordinated manner among the relevant agencies and sake holders as stipulated in the EMP- Matrix. The Contractor, consultant, ERA'S ESMB, Woreda administrations and their respective sectoral departments should accomplish their designated responsibilities both individually and in collaboration with others.

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REFERENCES Environmental Assessment and Management Guide line, EPA, Addis Ababa, July 1999. Environmental Assessment Source book, The World Bank Environmental Department, Washington DC, 1991. Environmental Protection Organs Establishment proclamation No. 2951 2002,Addis Ababa,2002 Ethiopian Roads Authority re-establishment proclamation NO. 8011997 defines, Addis Ababa, 1997. Environmental impact assessment Proclamation No. 29912002, Addis Ababa, 2002. Oromia Regional State Rural land use and administration proclamation No.5612002, Adam, 2002. Proclamation No.411995, , Addis Ababa, 1995 Proclamations N0.9411994, conservation, development and utilization of forests, Addis Ababa, 1994. Standard Environmental Methodologies and Procedures Manual, Ethiopian Roads Authority, Addis Ababa 1999. Statistical Abstracts Ethiopia, Central Statistical Authority, Addis Ababa, 2004 State of the Environment Ethiopia Sub Regional Atlas of West Oromia, Physical Planning and Regional Statistical Information department, June 2004, Addis Ababa Department, Addis Ababa, June 2004. The Federal Constitution of 1995 The World Bank's Safeguard Policies; World Bank Operational Directives; OD 4.01 (1999), OD 4.12(1990), OD 4.15(1991), 4.20(1999), OD4.20(1991) Welfare Monitoring Survey, CSA, 2004 Zonal Atlas of West Wollega, Physical Planning and Regional Statistical lnformation

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Re~ort

Annexes

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Annex 1 .I

TERMS OF REFERNCE

DESCRIPTION OF THE SERVICE

BACKGROUND INFORMATION

The classified road network of the Federal State of Ethiopia was, at the end of 2003, estimated at about 33,856 km, including 16,702 km Federal and 17,154 km Regional Roads. Out of this, 4,362 km (1 3%) are paved and the remaining 12,340 km are gravel or earth surfaced. Government efforts, with donor assistance, have improved the share of Federal road network in good condition from 14 percent in 1995 to 32 percent in 2003; some improvements have also occurred in the quality of regional roads, especially, in a decline in the share of roads in poor condition. These improvements have resulted in a decline in the share of farms that were estimated to be more than half a day's walk from an all-weather road from 75 percent in 1996 to 70 percent in 2003.

In spite of this progress over the past few years, road density in Ethiopia remains one of the lowest in Africa, with poor access to ports, markets and services. The road density at 31 km per 1000 km2, although higher than the value of 21 km per 1000 km2 in 1994, is still below the average of 50 km per 1000 km2 for Africa. Only about 30 percent of the country is connected with all weather roads. Ethiopia is landlocked with the Djibouti port is the main link to the ocean. The above situation confirms the continuing priority for improvement and construction of the road network.

The Government of the Federal Democratic Republic of Ethiopia (FDRE) has received a grant from International Development Association (IDA) towards the cost of consultancy services for the Review of Feasibility Study, Environmental Impact Assessment (EIA), Detailed Engineering Design and Tender Documents for the Mekenajo - Dembidolo road projectunder the Second Phase of

the Road Sector Development Program (RSDP II -APL I).

The Mekenajo - Dembidolo road upgrading Project is located in the Western part of Oromia Regional State in Western Wolega zone. The project road branches off from the Addis Ababa - Nekemte - Gimbi - Assosa main road at 456 Km from the capital, Addis Ababa, at Mekenajo town, which is found 15 Km west of Gimbi along Gimbi - Assosa road. It is part of the existing gravel road between Gimbi and Gambela that connects Inango, Guliso Chanka, Mechara and Dembidolo towns bypassing Ayra, Harrosebu and Gebarobi. The project road ends at Dembi Dolo town covering a total length of 185Km. The project road is part of the existing gravel road between Gimbi and Gambella. The project comprises three contracts:

Contract 1 : Mekenajo to Ayra (Km 0+000 to 60+000) Contract 2 Ayra to Chaka (Km 60+000 - 120+000) Contract 3 Chanka to Dembidolo (Km 120 + 181 +000)

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An lnternational Consultant, SYSTRA in association with SPT and PANAF, did the detailed Feasibility and the EIA for the road project. In addition the detailed Engineering Design and tender documents were prepared by BKS in association with Continental Consultants.

ERA presently requires the service of a consultant with relevant experience' to carry out (i) the review of the feasibility study, (ii) the review EIA, and the preparation of resettlement action plan (RAP), (iii) the necessary field investigations and review of the detailed engineering design, and tender documents for the construction of the proposed road project. The construction of the road is to be executed using International Competitive Bidding (ICB) procedures.

2- THE OBJECTIVES OF STUDY

The main objectives of the Consultancy Services are:

i) To carry out the Review of Feasibility Study for the proposed road project and updating it;

ii) To review the EIA, including the analysis, verification, and updating of the recommendations of the EIA in terms of mitigating the negative impacts.

iii) To prepare the RAP for the proposed road project. This includes preparation and costing of the RAP along the whole of the route corridor and to provide the Government and Donors' partners with sufficient and adequate information as to the likely social impacts of the proposed road project. The extent of involuntary resettlement should be accounted in the design review process with the number of affected households properly identified and quantified.

iv) To review the detailed engineering design and the tender documents prepared by the Design Consultant and make all amendments and carry out additional studies necessary.

The review Consultant shall assume full responsibility for the soundness and sufficiency of the detailed engineering design, the Feasibility and EIA studies, the RAP, and the preparation of the tender documents in accordance to the requirements of the World Bank procedures.

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Phase I: Review of Feasibilitv Studv and EIA, and preparation of RAP

2. Description of the Service. The study includes all services necessary to review the feasibility study and ERA carried out by the consultant SYSTRA in association with SPT and PANAF and the preparation o f a RAP.

1) Review of Feasibilitv Study

The Consultant shall thoroughly inspect and assess the existing feasibility study report, and all other relevant documents and information. The consultant will also make required field investigations necessary and make amendments to the studies where necessary and produce a finalised detailed feasibility study report. The Consultant shall consider the following aspects:

1.1. Road Engineering Survey: The Consultant shall inspect the project routelroad and conduct a survey of the road covering (i) Existing pavement age, thicknesses, strength, current signs of distress or defects, surface roughness (estimated in terms of the IRI), and the year round passability, (ii) the condition of side drains, and structures and an inventory of major structures, (iii) road widths and geometry, (iv) the nature of the terrain, materials, adjacent land use and vegetation, and (v) current maintenance inputslpractice in relation to the condition of the road, and (vi) major problems including those likely to arise from existing side slopes, fills and cut areas, and ascertaining and assessing any areas of potential land slide, likely to affect the ability of the road to perform its main function over the next few years

1.2. Traffic Surveys: Vehicle traffic surveys should be conducted on the project road that forms part of the route, and if significant diversions are expected, on other connecting roads. Counting should be for not less than three days for 12 hours per day and one day for 24 hours at appropriate locations. Data from ERA'S traffic count surveys, if available, should be reviewed to assist with estimating the Annual Average Daily Traffic (AADT). Traffic volumes and composition should be estimated. Where the new road follows the alignment of existing paths, trails and tracks then traffic surveys should also be undertaken of all movements including pedestrians, animals, animal- carts and different types of motor vehicles. A travel time survey of the existing routes most affected by the proposed project should be carried out.

1.3. Traffic Forecasts: The Consultant would quantify both the direct and indirect impact of the road development and the analytic approach should be supported by appropriate survey instruments, including: (a) household survey; (2) market, community and facility survey; and (c) transport survey (for motorized and non-motorized transport (NMT), including pedestrians). The traffic forecasts should include the generated, diverted and induced traffic. The forecasts should include best estimate of likely demand (based on economic activity, past growth trends, growth in vehicle population, etc) and the more critical variables should be subjected to sensitivity analysis (more on this later). The forecasts should also include the impact on the project area during the construction period.

1.4. EIA: As part of this assignment an EIA should be undertaken. This should cover the full environmental impact of different investment options. It will include the effects on the natural environment as well as the effects on communities that live in the vicinity of

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the road and their mitigation. As part of the study, resettlement needs, social impact and mitigation measures should be investigated, prepared and costed.

1.5. Economic Evaluation: An economic evaluation of the road project that includes the identification of at least two different cases or scenarios involving one 'baseJ or 'without investment' case and at least one 'projectJ or ' with investmentJ case should be carried out. In the "with investment case", the consultant would examine alternative scenarios, including design standards, alternate routes and alignments and designs (in case of new construction). Estimates of benefits should include dis-benefits during the construction period. Benefits of the proposed investments should include the direct impact on all users of the facility (including motorized and non-motorized modes, pedestrians) and indirect impact on the community and business establishments served by the road.

1.5.1 The analysis of the provision of improvedlnew access: The Project investments should reflect the impact of generated, diverted, and induced traffic, as well as, the change in accessibility and modal shift. The consultant should utilize appropriate methodology to quantify the impact of each effect.

1.5.2 The planning time horizon and residual values: the Consultant should choose an appropriate planning time horizon. The planning time horizon shall reflect the economic life of the key investment components. Although there is no precise correspondence, with discounting and uncertainty, there is little point in extending the time horizon beyond thirty years. For lightly trafficked gravel roads a planning time horizon of 10 to 15 years is usual. For heavily trafficked main roads, 20 to 25 years is more common.

1.5.3 Resource costs: The Consultant shall estimate the resource costs of the project. Costs and prices need to be adjusted to ensure that they are all measured in the same unit and that they represent real resource costs at the country level. Information on conversion factors to derive economic prices from market prices can be obtained from the Ministry of Finance and Economic Development.

1.5.4 Investment costs: The Consultant shall estimate investment costs of alternative design options considered for the project, section by section. Initial estimates of construction costs may be derived from past experience of completed projects however this should be compared with detailed investment cost estimates based on the traditional bill of quantity approach together with estimates of unit rates for different components of work. The quantities of work should be estimated from a preliminary engineering design of the road which will be produced by the Consultant as part of the feasibility study or which may be already available in ERA.

Land value should be incorporated into the costing of new construction even if a payment for the land is not made. The value may be derived from a rental income or the value of the lost agricultural production. Where resettlement is forecasted, its full cost should be included in the analysis. This principle applies even if, in practice, the full costs are not actually paid. Resettlement costs may either be identified as a total monetary compensation or as the cost of repurchasing equivalent land and buildings plus a resettlement inducement. In total, the amount offered should make people just as happy to move as to stay. Even if people or businesses are not directly resettled, but the new road takes land from them or causes serious inconvenience or loss of amenity, then again a compensation payment should be included in the analysis to cover this. The environmental appraisal will often identify measures that should be taken to minimize the effects of environmental disruption. Examples include measures

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such as sound barriers or tree planting. These costs should also be included within the investment costs of the project.

1.5.5 Maintenance costs: The Consultant shall estimate routine, recurrent and periodic maintenance costs of the alternative design options considered for the project.

1. 5.6 Change in road condition: For sections of the road, which involve rehabilitation or upgrading, the change in road-based parameters including road roughness should be considered. Through the input of data relating to road design and maintenance, HDM-4 andlor RED models, will be used, as applicable, to provide a prediction of how road condition will change. The Consultant should ensure that the relationships used in predicting road deterioration are properly calibrated to the appropriate conditions and climatic zones related to the road alignment. A check should be made to ensure that the forecasted pattern of road deterioration is realistic as possible.

1.5.7 Vehicle operating costs (VOC) and passenger time savings: The VOC and time savings should be computed for both direct and indirect impact of project investments. The direct benefits will be computed for all modes of transport (including pedestrians and other NMT). The indirect benefits will be computed in terms of the net impact on communities and business establishments along the project road.

1.5.8 Discounting: The Consultant shall discount costs and benefits from the investment to take into account the different economic values of costs and benefits made at different times during the analysis period using the planning discount rate for Ethiopia. Where possible, the Consultant should make use of Modified Economic Rate of Return (MERR). This would allow different discount rates to be used for the opportunity cost of capital and for the users' time preference rate. The rate of return should be computed for each design alternative on the increment (over the least cost alternative) of investment costs for each alternative considered. The Consultant should calculate and show the following five decision criteria. (i) Net Present Value (NPV), (ii) Internal Rate of Return (IRR), (iii) Net Present Value Over Cost Ratio (NPVIC), (iv) First Year Rate of Return, and (v) Switching Values.

1.6. Economic Development: In addition to the cost benefit analysis undertaken, the Consultant shall consider the likely wider economic development benefits from the road project. Resulting economic development from the road investment may be dependent upon the additional investments in other undertakings. When a more detailed quantified analysis is not possible, the analysis may also take the form of a qualitative description of the likely effects.

1.7. Social Benefits: The Consultant should consider the social benefit implications of the project. Where the levels of economic activity are low, improved accessibility may have a significant effect on poverty reduction and the long-term development of local communities through the improved access to the provision of services. Such benefits can't be easily analyzed through conventional economic analysis. A statement of the likely 'social benefits' of the proposed road investment should be included.

1.8. Sensitivity and Risk Analysis: Sensitivity analysis should be carried out, but not be confined to just some arbitrarily fixed expected changes in cost and benefits. Rather, the consultant should identify the most critical variables impacting the expected outcome. The consultant should take into consideration the range of possible variations in the vdlues of the basic elements, and the extent of the uncertainties attached to the outcome should be clearly reflected in presenting the analysis.

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1.9. Distribution of Benefits: The Consultant shall assess the distribution of benefits from road rehabilitation and upgrading projects to the people in the road project area. In this regard the Consultant shall have the responsibility for the following works.

Estimating the savings per adult local person resulting from reduced fares for passenger transport.

Estimating increased per-capita income due to higher farm gate prices for agricultural products and reduced retail prices of industrial goods in the local market.

Estimating the employment opportunity that would be created for the local unskilled labor during and after the implementation of the road project.

Assessing improvement in access to social services such as schools, health facilities, etc.

Assessing the improvement in food security due to better transport condition in terms of improved access, decreased travel time and cost of food aid distribution.

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II: Review of EIA and Preparation of a RAP

The Consultant shall thoroughly inspect, assess the feasibility study report prepared by SYSTRA in association with SPT and PANAF and all other documents data and make field investigations necessary and make amendments to it where necessary and produce a finalised detailed feasibility study report.

The consultant will carry out a comprehensive EIA with particular emphasis on conservation interests (impacts of erosion on the road and adjoining areas, landslips, drainage channels, appropriate scour and erosion control measures and water harvesting, loss of rare and endemic species, opening and subsequent site restoration of sources of material and plant and construction camp installations, man madel

artificial and natural forest areas, protected and sensitive habitats as parks protected forest areas, etc.) and the dislocation of existing settlements. The consultant shall prepare environmental mitigation plans for the project road(s). Further details are presented below.

2.1. Environmental Scoping: The initial stage of consultant's intervention shall be the scoping of the area of influence, activities and impacts (primary and secondary) that are to be studied in the EIA of the road. It shall comprise all the tasks that are required for an environmental assessment, as they are described hereafter. The Consultant shall start the assignment by deciding upon the limits of the study area for the project roads and drawing the list of activities and impacts to be studied during the assessment.

2.2. Description of the Proposed Road Improvements: Description of the road construction work shall be based on the reviewed design proposals. It will take stock of the different components and break them down according to the type of works in order to ease the identification of their likely environmental impacts. A convenient way to do so is to break down each activity into the following phases: design, construction, maintenance and operation.

2.3. Study Area: The study area shall comprise the road corridors and all surrounding areas that will be under significant influence, i.e., where the environmental impacts of the roads can be felt. The precise boundaries of the study area shall be determined during the initial scoping exercise of the EIA.

2.4. Description of the Environment: The consultant shall assemble, evaluate and present baseline data on the environmental characteristics of the study area. It shall be a compilation of existing data and studies on the biophysical and socio-economic environment. These shall also include information on any changes anticipated before the project commences. The following elements will be surveyed.

Physical environment: geology; topography; soils; climate and meteorology; surface and ground water hydrology and quality upstream and downstream. Each and every specific issue should be assessed, where possible in percentage (%), proportions and types (in length (km), and detailed information should be indicated and presented.

Biological environment: flora and fauna types; rare or endangered species; significant natural sites and sensitive habitats including parks and reserves; etc.; species of commercial importance (medicinal plants, fish) and reliance of the local people on these resources; and species with potential to become a nuisance, vectors or dangerous. Each and every specific issue shall be assessed, locations, proportions

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Mekenajo - Dernbidolo Road Upgrading Project

and species type, relative density of species, people forest reaction, and traditional resources management practices, available resource and opportunities for development and detailed information should be indicated.

Socio-economic environment: Socio-economic impacts of the project road on the local community, land use and cover and use types, land tenure systems and holding sizes, human settlements; impacts on infrastructure facilities, present water supply and water resources utilization; availability of and impacts on archaeological and historical sites, existence of any indigenous peoples, impact on gender, control over allocation of resource use rights; patterns of new settlements; transport patterns, archaeological and historical sites, cultural heritages etc.

2.5. Policy, Legal and Administrative Framework: The Consultant shall draw attention to those regulations so far identified by the Ethiopian Environmental Protection Authority (EPA), ERA and other government institutions, which will need to be applied in respect of the project road proposed for external donor financing consideration.

2.6. Public Consultation: The Consultant shall conduct public consultation at major townslvillages all along as many are to be affected by the project road. Interviews with individuals belonging to different social andlor economic categories shall be made. Questionnaires shall also be administered to local or international NGOs for their opinions on the construction works in relation to their adverse effects on the environment. The outcome of this consultation shall be indicated and local initiatives to participate in the road development project shall also be indicated. The consultant shall assess the key roles to be played by the different stakeholders in terms of delivering services, goods, works, or other elements in the project, mechanisms used for consultation and participation in the project, main outcome and recommendations of the consultation process, and how these recommendations are to be incorporated into the project.

2.7. Determination of the Potential lmpacts and lmpacts on the Proposed Roads: Potential impacts to be assessed shall include, but not be limited to:

a Project location: possible resettlement of people; change of property values; loss of forest and agricultural land; loss of vegetative cover; deterioration or loss of ecologically sensitive areas; impact on flora and fauna; impact on historic and cultural sites; effects on water resources outside and inside command area; induced development; need for water harvesting.

b Project design: modification of disruption of natural drainage patterns; changes in groundwater regime and landscape; design of road alignments and pavements as well as bridges and culverts; interference with movements of wildlife, livestock and local people; road crossings for people and animals, sensitive alignments, and water harvesting.

c Construction works: potential landslides, susceptibility to erosions, stream and lake sedimentation; water logging at borrow pits and quarries; construction spoils; air pollution; noise; fuel and oil spills; sanitary conditions and health risks associated with construction camps and workers coming into the area; social conflicts between imported workers and local people on water and other resources.

d Project operation: road spills and road runoff pollution; roadside waste; air pollution; noise; traffic safety issues, undesirable habit left over by the construction workers. Inputs of the road in poverty alleviations.

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The scoping part of the EIA shall determine the exact list of impacts that should be investigated.

.8. Analysis of Alternatives to the Proposed Roads and Road Alignments: The Consultant shall consider alternatives analyzed during the feasibility stage. The different impacts described should indicate which are irreversible or unavoidable and which can be mitigated. The analysis should address, to the extent possible, costs and benefits of each alternative, and incorporate the estimated costs of any associated mitigating measures. The alternative of keeping the current status without road improvements should be included for comparison.

2.9 Environmental Management Plan and Mitigation Cost estimates: The Consultant shall prepare an environmental mitigation plan and recommend feasible and cost- effective measures to prevent or reduce significant negative impacts to acceptable levels. The Consultant shall estimate the impacts and costs of these measures, and of the institutional responsibilities and training requirements to implement them. Compensation to affected parties for impacts, which cannot be mitigated, should be considered. The Consultant should prepare a short and concise management plan including proposed work programs, budget estimates, schedules, staffing and training requirements, and other necessary support services to implement the mitigating measures. The consultant shall also indicate a separate cost for each and every negative impact identified during field assessment and the study findings should definitely be, if not at all, an input for detailed engineering Design or review.

2.10. Environmental Monitoring Plan: A detailed plan shall be prepared to monitor the implementation of mitigating measures and the impacts of the proposed roadwork during construction and after completion. Due reference should be made to ERA's Environmental Monitoring Procedures Manual (EMPM), as and when appropriate or additions into the EMPM made as needed. The Consultant should define a few indicators of environmental performance that can be monitored on a regular basis and also indicate the different eligible stakeholders in place to monitor the activities. Suitable provisions for contractors' clauses should also be spelled out for the detailed engineering design or review stage (See Phase 11).

2.11. Resettlement Requirements and Planning: The potential land acquisition, compensation and resettlement requirements in the road right-of-way of the proposed road alignments should be assessed. The requirements should be determined in accordance with the World Bank's Operational Directive on Involuntary Resettlement (OP 4.12). A Resettlement Action Plan (RAP), a full or abbreviated RAP, will be prepared whenever land acquisition is required. The consultant should also assess the number of persons to be affected and government or private owned properties to be expropriated because of the road construction. Estimate costs to mitigate this problem, or dislocate the affected persons, if any. The consultant shall also assess and indicate the lists of those persons to be (fully and partially) affected by the project with the type, number and size of houses to be demolished both in urban and rural areas, farmlands to be taken (permanently and temporarily), fruit and other trees to be removed and other related issues (See 11.2 below)

2.12. Assistance to Inter-Agency Coordination and PubliclNGO Participation: The EIA work shall be carried out in close cooperation with ERA. The Consultant shall assist in coordinating the Environmental Assessment with other government agencies, notably, the Environmental Protection Authority (EPA), Ethiopian Wildlife Conservation Organization (EWCO) and ERA's Environmental Monitoring and Safety Branch

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-- h??ed-R"a!E!A-ReP?! .---.-..-

(EMSB), and in communicating with and obtaining the views of local affected groups and persons and NGOs, particularly in cases of new road alignments. Relevant institutions or individuals should be consulted and the outcome of consultation should be incorporated.

2.13. Gender Issues: The consultant shall assess, "the "no Project" and the "with project" scenarios, the impacts of the road construction on gender and their participation in the planning, implementation, in monitoring and evaluation. In the division of labour - who does what? Involvement in family decision-making; who decides on what, etc.? And generally, the impacts of the road on women and related issues should be assessed.

2.14. GIs Systems (Geographic Information System): In order to have concrete and realistic study findings, the consultant shall use the latest version of GIs systems that would assist in analysing and processing the spatial and socio-economic data of the study areas. The consultant shall produce a good base map that will indicate possible relocation sites, land acquisition, sensitive habitats both biophysical and socio-cultural and resettlement patterns along the project roads and other important physical features. The consultant should use GIs systems for calculating the total size of farmland or grazing land to be expropriated or taken temporarily andlor permanently from farmers in the ROW, for indicating the exact location for relocation areas with sizes, and major towns and other facilities on the map.

11-2: Resettlement Action Plan (RAP)

2.15. Background: Development projects such as road construction, which require land acquisition, often involve involuntary resettlement of some of the project beneficiaries. Experience from previous road projects reveal that, unless adverse social impacts such as resettlement are mitigated, they will lead to severe socio-economic and environmental impacts: loss of land; dismantlement of production systems; dislocation of social values; propagation of sexually transmitted diseases (STDS) and HIVIAIDS, soil and water erosion and so forth on farmland. In order to minimize the adverse social impacts of road construction operations under the RSDP, RAPs will be prepared in concert with the legal framework of the Federal Government of Ethiopia and the World Bank's Operational Policies OP4.12.

2.16. Rationale: The Environmental Policy of the Federal Democratic Republic of Ethiopia and in similar different financing agencies states " all persons whose livelihoods have been adversely affected by state development programs should be compensated based on actual market values for the affected resources." The other sectoral policies point out similar acts that government institutions and individuals should take in protecting the natural environment. Therefore, RAPs shall focus on the assessment and addressing of the likely impacts of the development project and propose cost- effective and implementable mitigation measures.

2.17. Scope: This proposed service encompasses the preparation of a RAP for the road project and a firm with a group of experienced and appropriately qualified consultants is envisaged. The RAP should be developed based on existing documentation (e.g., EPA's EIA Guideline Document; ERA'S RSDPll document and Resettlement Policy Framework Paper), and field studies. Relevant documents are to be acquired through the Environmental Monitorina and Safetv Branch (EMSB) in ERA. The RAP shall provide project specific socio-economic data about project Affected People (PAPS) and

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mitigation measures and costs. Information presented in the RAP will facilitate: (a) the incorporation of relevant social data into the road design; (b) the right of way operations; (c) the poverty alleviation efforts of road investments, and (d) the enhancement of the livelihood of PAP. The draft RAP should be discussed and endorsed by ERA and the World Bank before submission of the final documents.

2.18. Tasks: What follows is a broad description of tasks, which the consultant(s) is expected to accomplish under the services requested, extracting and using the information where possible from any existing documentation. The tasks to be conducted are described below.

2.1 8.1 Legal and Administrative Framework:

Assess and present the applicable legal and administrative procedures, including description of the remedies available to displaced persons in the judicial process and the normal timeframe for such procedures, and any available alternative dispute resolution mechanisms that may be relevant to resettlement under the project. Description of ERA, it's status and mandate, and how the institution is related to relevant ministries and policies, describe also ERA'S Legal Division and Right-of-way (ROW) Branch, their mandates and functions in delivering entitlements. ldentify and present relevant laws and regulations (including customary and traditional law) governing land tenure, valuation of assets and losses, compensation, and natural resource usage rights; customary personal law related to displacement; and environmental laws and social welfare legislation.

ldentify and present laws and regulations relating to the agencies responsible for implementing resettlement activities.

lndicate procedures for delivery of entitlements.

Assess and present gaps, if any, between local laws covering eminent domain and resettlement and the Bank's resettlement policy, and the mechanisms to bridge such gaps; and any legal steps necessary to ensure the effective implementation of resettlement activities under the project, including, as appropriate, a process for recognizing claims to legal rights to land-including claims that derive from customary law and traditional usage (see OP 4.12, para.15 6). lndicate the implementation process of the RAP that includes, but not limited to, the following points: grievance redress mechanisms that would apply to the resettlement plan and RAP implementation costs.

2.18.2 Institutional Framework

ldentify agencies responsible for resettlement activities and NGOs that may have a role in project implementation and assess the institutional capacity of such agencies and NGOs.

Present any steps that are proposed to enhance the institutional capacity of agencies and NGOs responsible for resettlement implementation.

Assess formal and informal institutions at local, regional and national levels that are relevant to the project, the inter-relationships between these institutions, availability of any legal and political framework for interaction among key stakeholders and beneficiaries of the project, any alternative mechanisms for delivery of services or project benefits, existing sectoral policies related to beneficiaries and affected people.

2.18.3 Socio-economic Survey: Execute a socio-economic survey covering the following issues:

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Revised Final EIA Report -------- ---------- ----

Current occupants of the right-of-way to avoid inflow of new people seeking eligibility for compensation;

Standard characteristics of displaced households (baseline information on livelihood, economic and social information, etc), occupations of the PAP, likely socio-economic impacts of the project both in rural and urban areas;

The magnitude of the expected loss (totallfull or partial), the impacts on agricultural and grazing lands with the names of owners/users of the individual farmers, presumably in size (m2), exact locations of land sites for construction camps, quarries and borrow pits;

Information on vulnerable groups or persons (for whom special provision may have to be made), number of project affected persons: name of partially and fully affected persons, their locations, sizes, and types of property affected. Types of properties to be affected i.e., houses and croplands, trees (fruit and permanent), cash crops (Coffee and Chat plants) shall be assessed;

Provisions to update information on the displaced people's livelihoods and standards of living at regular intervals so that the latest information is available at the time of their displacement;

The existing national and regional land use related policies and regulations, land tenure and transfer systems, average land holding per household, number of households to be affected and also show the exact number of families that will relocate to new proposed sites and that will relocate to their own land;

The patterns of social interaction in the affected communities, including social networks and social support systems, and how they will be affected by the project;

Public infrastructure and social services that will be affected;

Social and cultural characteristics of displaced communities in terms of gender, migrants and settlers and professions and describe to the extent feasible, their preferences as regards to assisted resettlement or self-resettlement),

The conditions of kebele house renters (tenants), if any, and squatters (illegally built houses in the ROW), people who will lose their income, number and names of these persons, and number of houses (with types), locations (locality), size, status & conditions of these people, and how they are going to be treated and compensated, and income restoration mechanisms shall also be indicated.

Conduct public consultation with PAPS and concerned local administrative bodies along the project road and note the outcome and include minutes of government officials' commitment to fully assist the resettlement action plan processes before andlor after the completion of the road project.

The market value of buildings & trees, in general terms, should be split into the following sub-divisions: Type of buildings (new or old) to be demolished: - number, locations, size (in m2), and list of the owners of both fully and partially demolished houses and similarly for trees (fruit or permanent), species type, location; names and number of persons whose trees are going to be affected and the number trees to be affected or removed shall be indicated.

2.18.4 Eligibility: Provide a definition of displaced persons and criteria for determining their eligibility for compensation and other resettlement assistance, including relevant cut- 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

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and levels of compensation proposed under local law and supplementary measures considered necessary to achieve replacement cost for lost assets.

2.18.6 Public Consultation: The Consultant shall conduct public consultations at major townslvillages all along the road, in as many as are to be affected by the project road. Interviews with individuals belonging to different social andlor economic categories shall be made. Questionnaires shall also be administered to NGOs for their opinions on the construction works in relation to the adverse effects. The outcome of these consultations shall be indicated, as well as local initiatives to participate in the road development project.

The consultant shall also assess the key roles to be played by the different stakeholders in terms of delivering services, goods, works, or other elements in the project, mechanisms used for consultation and participation in the project, main outcome and recommendations of the consultation process, and how these recommendations are to be incorporated into the project.

2.18.7 Resettlement Measures: Provide a description of the packages of compensation and other resettlement measures that will assist each category of eligible displaced persons to achieve the objectives of the policy (see OP 4.12, Para. 6). In addition to being technically and economically feasible, the resettlement packages should be compatible with the cultural preferences of the displaced persons, and prepared in consultation with them.

2.18.8 Site Selection, Site Preparation, and Relocation: Identify and present if available, in urban areas, where the relocation would be in clusters from which to select one considering:

Institutional and technical arrangements for identifying and preparing relocation sites for which a combination of productive potential, location advantages, and other factors is, at least, comparable to the advantages of the old sites, with an estimate of the time needed to acquire and transfer land and ancillary resources; Any measures necessary to prevent land speculation or influx of ineligible persons at the selected sites; Productive potential, location advantages, and other factors; Procedures for physical relocation under the project, including timetables for site preparation and transfer; and legal arrangements for regularizing tenure and transferring titles to resettle; Prevention of land speculation or influx of ineligible persons to the selected sites.

2.18.9 Housing Infrastructure, and Social Services: Prepare plans to provide (or to finance resettlers' provision of) housing, infrastructure (e.g., water supply, feeder roads), and social services (e.g., schools, health services); plans to ensure comparable services to host populations; any necessary site development, engineering, and architectural designs for these facilities.

2.18.10 Environmental Protection and Management: Describe the boundaries of the relocation area, and assess the environmental impacts of the proposed resettlement and identify the role of the different stakeholders in regard to the protection of the environment and the execution of the resettlement plan.

2.18.11 Implementation Schedule: Prepare an implementation schedule covering all resettlementlrehabilitation activities from preparation through implementation,

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Mekenajo - Dembidolo Road Upgrading Project

including target dates for the achievement of expected benefits to the resettled and hosts and define the various forms of assistance. The schedule should indicate how the resettlementlrehabilitation activities are linked to the implementation of the overall project.

2.18.12 Costs and Budget: Prepare tables showing itemized cost estimates for all resettlement activities, including allowances for inflation, compensation for loss of different properties and lands, population growth, and other contingencies; timetables for expenditures; sources of funds; and arrangements for timely flow of funds, and funding for resettlementhehabilitation, if any, in areas outside the jurisdiction of the implementing agencies.

.18.13 Monitoring And Evaluation: Describe arrangements for monitoring of resettlement/rehabilitation activities by the implementing agency, supplemented by independent monitors as considered appropriate by the Bank, to ensure complete and objective information; performance monitoring indicators to measure inputs, outputs, and outcomes for resettlement activities; involvement of the displaced persons in the monitoring process; evaluation of the impact of resettlement for a reasonable period after all resettlement and related development activities have been completed; using the results of resettlement monitoring to guide subsequent implementation.

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Annex 1.211 -

7 Mekenajo-Dembidolo Road Upgrading Project Check list for Environmental Scoping

-

Evaluation Basis

EEGT--

II

L

3.3 Effect on public a n d v a t e services X X X X

3.6 Cultural religious and historical areas X I 3.7 Damage to Aesthetic sites X

3.8 Impact on local and national economy X

No.

1 I

1.1.1 Soil Erosion

Ill

-

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Potential Impact Areas

Physical Environment 1.1 Soil and Bedrock

lmpact Type

Natural Environment 2.1 Biological and Ecological Changes 2.1.1 Impact on Vegetation 2.1.2 Impact on Important.Flora and Fauna 2.1.3 Degradation of Ecosystem

1 X

[1p4-

X X X

Human and Social Environment -p-p--

3.1 Social I s s ~ I 3.1.1 Social Acceptability 3.1.2 Resettlement1 Displacement

m r a p h i c Changes

Beneficial Impact

No impact

1 .1.2 stability of slopes 1.1.3 Soil Contamination by Spills of Hazardous Material 1.1.4 Material Use 1.1.5 Ground subcidence 1.2 Water Resources and Quality 1.2.1 Change in S u r f a m d r o l o g y 1.2.2 Change in Ground Water Hydrology -- 1.2.3 Sedimentation1 Siltation

judgment

X ----

X

-

Adverse Impact

---

-

X

X

1.2.5 Highway Water Pollution

1.3.1 Air Pollution due to Dust Particle 1.3.2 Air Pollution due to Traffic

2.1.5 Impairment of Fisheries Ecology ------ 2.1.6 Encroachment in to Precious Ecology

X

X X

3.1.4 Changes in Way of Life ~~~~~~

3.1.5 Impact on Women 3.1.6 Impact on Indigenous people 3.1.7 Induced Development 3.1.8 Conflicts between Locals and Immigrants 3.2 Economic Issues 3.2.1 Loss of Agricultural Land 3.2.2 Loss of Prope 3.2.3 Employment Opportunities

1

X

X

X

X X

X X X

X

X X

X X

X X ---

X X X X

X

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report ._ ---- _____--___

Annex 1.212 Mekenajo-Dembidolo Road Upgrading Project

Temporal Distribution Impacts

Construction Phase

No.

1 2 3 4 5 6 7 8 9

I I 1 Water resources and water 1 1 1 I 1

Valued Environmental Components

Water resources and water I

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Operation Phase

I X X X

1 I 2 3 4 5 6 7 8 9

1 Project Phases1 Type of Impacts

X --

X X X

2 3 4 5 6 7 8 9

X

No impact

Pre-Construction Phase

X

quality Soil erosion and land resources Local air quality Economic issues Health issues socio- cultural issues Gender issues Induced development Tourism and investment

Water resources and water quality Soil erosion and land resources Local air quality

1 Economic issues Health issues socio- cultural issues Gender issues Induced development Tourism and investment

1

Soil Erosion and land resources Local air quality Economic issues

Positive Impact

X X X X X

-- X X X X

1 -

-

Health issues socio- cultural issues Gender issues Induced development Tourism and investment

X X X X X X

Significant 1 Insignificant

X

x I

X X

X X

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Mekenajo - Dembidolo Road Upgrading Project

Annex 4.2

I. List of Some of the Flora Species in the Project Area

1 5 1 Cornrniphora Africana I Ankaa I

No Botanical Name Amharic Name

1 Acacia Spp. Girar ziria

1 6 / Coria Africana / Wanza 1

- 2

3

4

/ I I Cupressus Lusitaninica

I I Yeferenji tid

m ~ r i t h r i n a abyssinica I Korch I

Azadirachata

Cajanus cajan I

Casuarina equisetifolia

9 I

/ Eucaliptus spps. I

/ Yebahir zaf ziria 1

Nirn

Yewof Ater

S haw S hewe

1 10 1 Grevilliea Robusta I Gerevila I 1 11 1 Haaenia Abvssinica 1 Kosso 1

Lusinia

Mango

Psidiurn guajava Zeitun

Schinus rnolle Berbere Zaf

Sesbania sesban Girangir

Ficus sun Shola

Croton rnacrostachys Bissana

1 20 1 Ekebergia capeniis 1 Lul 1 2 1 Eupherbia abyssinica Kulkwal I

22 Syzygiurn guinnense Dokrna

1 33 1 Juniperus procera I Ye abasha tid 1

- 24

25

26 Ficus gnapholocarpa

27 Phytolacca dodecanra Endod

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28

Prunus percica

Vernonia arnygdalina

Kok

Girawa

Olea welwitschii Beha

30

3 1

Stereospermurn kunthianurn

Combreturn gbasalense

7 1

Botoro (ororno)

Danensa(ororno)

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Revised Final EIA Report ...............

2. Endemic Plant Species to Ethiopia

Accacia Abyssinica

Hagenia Abyssinica

Juniperus procera

Euphorbia abyssinica

Podocarpus gracilar

3. Plant Spp. Of medicinal value

Cornrniphor Africana.. ........... Used as insecticides

Hagenia abyssinica

.............. Phytolacca dodecadra.. Used to control Bilharziasis

4. Endangered plant species in the project area

Cordia Africana

Hagenia abysinica

Podocarpus gracilar

Juniperus procera

Aningeria adolfi- friecerici

5. List of some of wildlife species in the project area

Elephant

Lion

Tiger

Buffalo

Monkey

Ape

Bush back

Hyena

Pig

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+

s 3 c 0 .-

.-a

.; g 0 a 3 .c 2% E UJ m .C = 2 5 3 3 (I) (I) C C

S S r m m N a a, UY m * 2

- -

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Mekenajo - Dernbidolo Road Upgrading Project Revised Final EIA Report ---------.-------------- ----- --

FIGURE 1.1 : PROJECT LOCATION MAP

Dembido Elld of

Mekenaj o Start of

f thc Project

Realignment

Scale 1 :600,000

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report . - -. .. . . . -. . . . . . .. . . -. . -. --. - - -. - -. - - - -- - - ..- - -.. - - -.. . - - .. - - -.- - - - .- - - - .- - -.- - -. -. -. . - -- --- - -. --. -- - - -. . - - - - .-. -- .. - - -.. - - - -.- - - -. .- - .. . .- --. . -- -. . . . - - -. . -. -. .. - - - .. . - -.. . - --. .- - -.

Fig 1.3 Realigned Town Sections

Ayra Re-alignment

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report

ANNEX 4 GIs Environmental Map

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Revised Final EIA Report Mekenajo - Dembidolo Road Upgrad!?g-P?!j~!

Photographs

Photo 1 : Hawa Wolel Worda

Photo 3: Gawo Dale Woreda Health staffs (Chanka Health center)

Photo 2:.Dale Sedi Worda Education office during EIA consultation

Photo 4: A sick person being carried to a Health Pn..tn-

1. ... -..

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Mekenajo - Dembidolo Road Upgrading Project Revised Final EIA Report ------ -- ------------------- -------- ------------ -

Photo 5: Dale Sedi Woreda Coffee plantations under Shade (Sensitive forests their destructions has sustained impact against the coffee production)

Photo 6: Gawo Dale Woreda Chanka Town road side mango trees

L. ...

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Revised Final EIA Report .~erCe~~io.~~eem~~~o!~.~pad~U~s!adi~sSp!4~c!

Photo 7: Dale Sedi Woreda Banana and fruit trees along the road side

Photo 8: Dale Sedi Woreda Banana and fruit trees along the road side

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Photo 9: A bridge with badly eroded slopes and silted channel

Photo 10: Sayo Woreda -Dembidolo Town just at the road side (Electric Transformer)

Photo 1 1 : Consultation with Ayra Guliso Woreda women's Affairs Head

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L.

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Mekenajo .... _ _ _ .... - _ _ _ Dembidolo Road Upgrading Project Revised Final EIA Report

Photo 12: Dense mango plantation at Lalo Photo 13: Mango trees along the project road with heavy ASABI Woreda (In the right of way) dust cover

Photo 14: Eroded slope Photo 15: Developments along the Project Road at Inango Town

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Photo 18: Mid Way between Dale Sedi and Gawo Dale Woredas

Photo 19: Rob Gebeya Town Water supply problem (The develo~ed s ~ r i n e and the reservoir fall Within ROW of the new

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Revised Final EIA Report M e k e n a ~ o ~ ~ ~ ~ ~ ~ ~ ~ ! ~ . ~ ~ ~ ~ ~ U ~ 9 1 a d ! ! 4 ~ P : O ! e C ! . . . - - -. . - - - ...................................................................................................................

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