N D A R DEBARK ROAD PROJECT - World Bank · 2016. 7. 17. · BoA Bureau of Agriculture BoQ Bill of Quantities COWI-T-97/99 Gondar-Mereb Road Upgrading Project, Detailed Engineering

THE FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

E T H I O P I A N ROADS AUTHORITY

q41 114i

9

G O N D A R - DEBARKROAD PROJECT

GRANT NO. H049-ET

REVIEW OF

ENVIRONMENTAL IMPACT ASSESSMENTFEBRUARY 2007

a-

JOINT VENTUREso A Kocks Consult GmbH Metaferia Consulting

E1546v 3

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

GONDAR -DEBARK KOCKSROAD PROJECT C N G E N I E U R E

TABLE OF CONTENTS

Page

TABLE OF CONTENTS

PROJECT LOCATION MAP

PROJECT PHOTOGRAPHS

ABBREVIATIONS AND ACRONYMS

EXCECUTIVE SUMMARY ........................................... i1. INTRODUCTION ....................................................... 11.1 Background to the Project ............................................ 11.2 Contractual Background .............................................................. 21.3 Scope of Services ............................................................. 21.4 Objectives of the Review of the Environmental Impact Assessment ...............31.5. Study Approach and Methodology ........................................ 4

1.5.1 General .................................................... 41.5.2 Collection and Review of available existing Documentation and Data ........ 51.5.3 Review of the Existing Environmental Impact Assessment Study ........... 61.5.4 Update of Environmental Impact Assessment (EIA) .................... 71.5.5 Checklist of the Valued Environmental Components ................... 121.5.6 Environmental Field Surveys and Inventories ........................ 13

1.6 Alternatives ........................................................... 131.6.1 Available Information on Study of Alternatives ....................... 131.6.2 Start and End Points of the Gondar - Debark Road Project .............. 131.6.3 Engineering and Environmental Alignment Study ....................................... 14

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK .................. 192.1 National Policy and Strategies .........................................19

2.1.1 The Constitution ............................................. 192.1.2 Conservation Strategy of Ethiopia (CSE) ........................... 192.1.3 The Environmental Policy of Ethiopia .............................. 202.1.4 Sectoral Environmental Policies .................................. 202.1.5 Land Tenure ................................................ 21

2.2 Environmental Legislation Framework ...................................... 222.2.1 Proclamation on Establishment of Environmental Protection Organs ....... 222.2.2 Proclamation on Environmental Impact Assessment ................... 222.2.3 Proclamation on Environmental Pollution Control ..................... 23

2.3 Institutional and Administrative Framework .................................. 232.3.1 Federal and Regional Administration .............................. 232.3.2 Environmental Protection Authority (EPA) .......................... 232.3.3 Ethiopian Roads Authority (ERA) ................................. 232.3.4 Regional and Local Government Bodies ............................ 242.3.5 Environmental Protection Unit ................................... 24

2.4 Ethiopian Roads Authority's Policy Framework ................................ 242.4.1 ERA Environmental Procedures Manual ............................ 242.4.2 ERA ResettlementI Rehabilitation Policy Framework .................. 242.4.3 Sectoral Policy for HIV/AIDS in Workplaces of ERA .................... 252.4.4 ERA Road Safety Audit Manual .................................. 25

2.5 World Bank Safeguard Polices ............................. ......... 262.6 Multilateral Agreement ..............................................26

/ G O NGONDAR -DEBARK KOCKS >ROAD N G E N I E U R E

Table of Contents, continued

Pa e3. ENVIRONMENTAL CONDITION OF THE PROJECT AREA ................. 273.1 Physical Environment ........................................................................ 27

3.1.1 The Project Road ............................................ 273.1.2 Topography ................................................ 273.1.3 Geology ................................................... 283.1.4 Soils, Erosion and Sedimentation .................................. 293.1.5 Climate ................................................... 293.1.6 Hydrology and Water Resources ................................. 303.1.7 Land Use and Land Cover ...................................... 31

3.2 Biological Environment .............................................. 313.2.1 Flora and Fauna ............................................. 313.2.2 Protected Areas and Sensitive Habitats ............................ 31

3.3 Socio-economic / socio-cultural Environment .......................................................... 313.3.1 General sociological Characteristic of the Project Area ................. 313.3.2 Population ................................................. 323.3.3 Economic Activities ........................................... 333.3.4 Environmental Health and occupational Diseases ...................... 333.3.5 Aesthetic Values, cultural and natural Heritage ....................... 343.3.6 Public Attitude towards the Project ............................... 363.3.6 Public Attitude towards the Project ............................... 373.3.7 Traffic Safety ............................................... 37

4. ENVIRONMENTAL IMPACTS, AVOIDANCE AND MITIGATION MEASURES .. 384.1 General Considerations of Impact Assessment and Impact Analysis .......................... 38

4.1.1 Road Upgrading Requirements .................................. 384.1.2 Field Surveys for Assessment of potential Impacts .................... 384.1.3 Emphasis on Avoidance of negative Impacts ........................ 394.1.4 The Site of the permanent Works ("New" Right-of-Way) ................ 394.1.5 Embankment Fills of the existing Design ........................... 414.1.6 Typical Road Cross Section ..................................... 424.1.7 Influence of Geography and Farming System ........................ 43

4.2 Potential Impacts on the Physical Environment, Determination of Avoidance andMitigation Measures .................................................... 44

4.2.1 Land Take, Soil and Erosion .................................... 444.2.2 Exploitation of Materials Sources ................................. 454.2.3 Noise, Air and Water Pollution ................................... 454.2.4 Road in Operation ............................................ 47

4.3 Potential Impacts on the Biological Environment, Determination of Avoidance andMitigation Measures .................................................... 47

4.3.1 Grazing Land, Irrigation ....................................... 474.3.2 Vegetation ................................................. 484.3.3 Protected Areas and Sensitive Habitats ............................ 494.3.4 Road in Operation ............................................ 50

4.4 Potential Impacts on the Socio - economic / socio - cultural Environment, Determinationof Avoidance, Mitigation and Benefit Enhancement Measures ....................... 50

4.4.1 Houses and public Services / Utilities .............................. 504.4.2 Change in Land Use .......................................... 514.4.3 Gender Issues .............................................. 524.4.4 Economic Situation ........................................... 534.4.5 Environmental Health and occupational Diseases ..................... 544.4.6 Aesthetic Values. cultural and natural Hpritanp ---------

{_'N GO N DAR - DEBARK KOCKS j,Q@, R O A D P R OJ E C T I N G E N I E U R E

Table of Contents, continued

Page

4.4.7 Local Community Issues ........................................................ 564.4.8 Resettlement Action Plan (RAP) ....................................................... 574.4.9 Traffic Safety during Construction and Safety of Works ................. 574.4.10 Benefit Enhancement Measures ........................................................ 584.4.11 Road in Operation ........................................................ 58

4.5 Summary of identified Potential Environmental Impacts ...................... 624.6 Estimating Mitigation Cost ........................................... 63

5. ENVIRONMENTAL AVOIDANCE / MITIGATION PLANNING AND MONITORING64

5.1 Introductory Notes ................................................. 645.2 Land Requirement ................................................. 645.3 Establishment, Set-up and Operation of the Work Camp ...................... 655.4 Construction Activities .............................................. 655.5 Material Extraction and Transport ...................................... 675.6 Road in Operation ................................................. 68

6. ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP) ............. 696.1 Overall Views of the Environmental Management Plan ....................... 696.2 Details for Engineering Design and Tender Document Preparation Phase .......... 69

6.2.1 Engineering Designs .......................................... 696.2.2 Planning for Relocation and Compensation .......................... 696.2.3 Tender/Bidding Documents ..................................... 696.2.4 Conservation of cultural Heritage Sites ............................. 70

6.3 Details for Implementation Preparation Phase ............................. 706.3.1 Implementation of the RAP (Land Compensation/Relocation) ............ 706.3.2 Tendering/Bidding Period ...................................... 70

6.4 Details for Implementation/Construction Period ............................ 716.4.1 Compensation for temporary Dispossession of Land ................... 716.4.2 Supervision of Construction ..................................... 71

6.5 Details for Road in Operation/Service and Maintenance Phase ..................716.5.1 Pre-operation Activities ........................................ 716.5.2 Upkeep of the Road .......................................... 71

6.6 The Environmental and Social Management Plan Matrix ...................... 71

7. INSTITUTIONAL CAPACITY AND RECOMMENDED STRENGTHENING ........ 767.1 General Requirements on Institutional Capacity ............................ 767.2 ERA's Environmental Framework ....................................... 767.3 Recommended Strengthening of Institutional Capacity ....................... 79

8. CONCLUSION AND RECOMMENDATION ................................ 838.1 Preparation of Project Implementation ................................... 838.2 Project Implementation ............................................. 838.3 Road in Operation ................................................. 83APPENDIX

1 Terms of Reference (TOR) for EIA and RAP2 Baseline References3 Organisations and Individuals contacted during the environmental Field Surveys,

and Minutes of Meetings4 Erosion Protection of Embankments5 Yields and Prices for Cost Estimation of Compensation6 Plans of the Alignment Study (Drawings A to G)

) O N DAR - D E BARK KOKCKKSI RO AD PR OJECT INGENIEURE

PROJECT LOCATION MAPnular ER tTREAQ ., Y;E - - AI UO Yd. -

d DuwaymtJ>AI --- I o -i

-- ' - . - -- XA<'

-;------- -; I ' ' & ---0

1G F,w..) r-z 2Ck'0A

I -- i

W° tR .---- --- --Bahr -O - -. w vjshen - .- ,

o T t 4413 t4!

-endi -- ii tvt,Pr i ; E NVP L A 'Ta! - - Addis

- t- ;-*- .*-. ------- - - -Dat

E. T DI HIDle jr }G 0 m arnw

a--.

-- ti Nerl f.y - _4rr__ ;- - '- "' _-_F_S

I ~~ ~IG ETHICPIA' GAE

p - C l^ff oa W

Fkr- - _ iG F __Sh e - - 71T.-,

-th' -A-X Q;,L * t -LebreTDehor 'f--- ,,1

4 ~Ar be ncli DA~M~ ~ * 3)

.9',-

-^ t , ? ui. r-=

3-fi1 ;4|v1nq,11. - *A'-7?¶,i4;:-QffJj *S -

yak ay L Ks-hanb . ogt FIW

a-GqA'j - A 30k.

- -~

~~1 Gondar, Ar

- . LhIbZ[ap

-a ibe.-,r?;,.

4' (I L

',WhMr1 t GUd&MahcMa MISurf. -. fr tarih0rflTr L

a- Baguur. ' ~~~~r , 0 ><i# 1 -..

G O N DA R - D E BARK KOKCCKSROAD PROJECT I N G E N I E U R E

PROJECT PHOTOGRAPHS, GONDAR - DEBARK ROAD

Nusr at'' f' Anee ier m5

Aff W a l

Sebk ArvV

IA

! is .J , -',, 1 -

-h;i Nusr t Anee ie,k .1 4Afece Well at lef Rad Sie, km 9. -Shebki Alentv (Ve to South)s --

^ , t Z J [-~-

((P GONDAR -DEBARK KOCKS CROAD PROJECT I N G E N I E U R E

PROJECT PHOTOGRAPHS, GONDAR - DEBARK ROAD:. 4- Treshing in the Gondar - Dabat Area

Severe Erosion at Semeta River, km 96.8

,.;. - - *

alia - -

-- =

|||=I- -D

V R S Tr n P . f - ar-

Daba, km75;

. I-Y ,- _1

Valuable Plouhin Sid scarce nerandkm7

+ Irrigation Channel at Chira River, km 83.4; 4 S Town Meeting in Debark

noR11

,= q[4*

' GO NDAR -DEBARK KOCKS ,\ ROAD PROJECT I N G E N I E U R E

ABBREVIATIONS AND ACRONYMS

AADT Average Annual Daily Traffic

ADLI Agricultural Development-Led Industrialisation

AIDS Acquired Immune Deficiency Syndrome

APL Adapted Program Lending

a.s.l. above sea level

BoA Bureau of Agriculture

BoQ Bill of Quantities

COWI-T-97/99 Gondar-Mereb Road Upgrading Project, Detailed Engineering Designand Tender Document Preparation, 1997/1999, COWI-TCDE JointVenture of Lyngby/Denmark in association with G. Teare + M. Tedros.

CSA Central Statistical Authority

CSE Conservation Strategy of Ethiopia

DBSD Double Bituminous Surface Dressing

°C Degree Celsius

DS Design Standard

e.g. exempli gratia = for instance / for example

EIA Environmental Impact Assessment

EMP Environmental Management Plan

EMSB Environmental Monitoring and Safety Branch

EPA Environmental Protection Authority

EPE Environmental Policy of Ethiopia

ERA Ethiopian Roads Authority

ESMP Environmental and Social Management Plan

ETB Ethiopian Birr, the national currency

etc. et cetera

FIDIC F6deration Internationale des Ingenieurs-Conseils

FDRE Federal Democratic Republic of Ethiopia

4-WD Four-wheel-drive

ha Hectar

HH Household

HIV Human Immunodeficiency Virus

hr Hour

ICB International Competitive Bidding

IDA International Development Association

i.e. id est = that is to say

km/h Kilometres per Hour

km Kilometre(s)

m Metre(s)m 2 Square Metre(s)

MFFlI(r Minictrv nf Frnnnmir flAx,MnnmPnt ::nrl rnnnor;irinn

/(;) GONDAR -DEBARK KOCKS >Kt' ROAD PROJECT I N G E N I E U R E

ABBREVIATIONS AND ACRONYMS, continued

NB nota bene = note well

NRD Natural Resource Development

OD Operational Directives

PA Peasant Association (Kebele Administration)

PAP Project Affected Person

qt Quintal (= 100 kg)

RAP Resettlement Action Plan

ref. Reference (to)

ROW Right-of-Way

RSA Road Safety Audit

RSDP Road Sector Development Program

SCS Speed Calming System

SIA Social Impact Assessment

SMNP Simien Mountains National Park

STIs Sexually Transmitted Infections

Systra-MayO3 Feasibility Study and Environmental Impact Assessment of EighteenRoads (Package B Road Project), Road No. 2 Gondar-Shire, FinalReport, May 2003, Systra Sotecni in association with SPT and PanafConsult

TOR Terms of Reference

USD United States of America Dollar (US$)

UNESCO United Nations Educational, Scientific, and Cultural Organisation

VEC Valued Environmental Components

GONDAR-DEBARK KO CKS 3i\t, ROAD PROJECT I N G E N I E U R E

EXCECUTIVE SUMMARY

1. Introduction

Background to the ProjectThe Government of the Federal Democratic Republic of Ethiopia represented by theEthiopian Roads Authority (ERA) endeavours to upgrade theGondar - Debark Roadin order to meet the requirements of the increased socio-economic activities along theproject road corridor. The proposed upgrading and construction of the Project Road willhave essential benefits to the Nation's economy as well as to the environment including:* promotion and enhancement of social and economic development along the Project Road

corridor and its catchment area respectively;- significant improvement of the general condition of Ethiopia's road network;* reduced vehicle operating cost (e.g. fuel consumption, maintenance cost);* increased road safety;* reduced travel time and greater comfort to motorists;* reduced noise and air pollution

Scope of ServicesThe Terms of Reference (TOR) and the Contract Agreement respectively define in detail thescope of services of the present Project, which shall be carried out in two phases:Phasel: Review of Feasibility Study, Review of Environmental Impact Assessment (EIA)

and Preparation of Resettlement Action Plan (RAP).Phase 2: Review of Detailed Design and Tender Document Preparation.

Objectives of the Review of the Environmental Impact Assessment (EIA)The prime objective of the Environmental Impact Assessment (EIA) is to allow shaping ofthe Project so as to improve the overall environmental performance. Subsidiary objectivesaimed at meeting the primary objective are:- identification and, as far as possible, quantification of the potential beneficial and adverse

environmental impacts arising from project implementation and subsequent operation;- identification/determination of appropriate/suitable avoidance measures to protect as far

as possible the environment from adverse impacts;- identification/determination of appropriate as well as cost-effective measures to

minimise, offset or compensate for adverse impacts, which cannot be avoided, and toenhance beneficial impacts;

- review of the existing policy, institutional and administrative capability; and- identification of the most appropriate environmental management and monitoring

framework, which will ensure that benefit enhancement and adverse impact mitigationmeasures are fully adopted.

Review of the Existing Environmental Impact Assessment StudyThe existing feasibility and environmental impact assessment study has recently beenprepared under the 'Eighteen Roads Project' in 2002/2003 and the review shows that it:- sufficiently covers information on the Ethiopian Policy, Legal and Administrative

Framework;- provides lengthy sections with overviews, descriptions, statistical data, etc. for the whole

of Ethiopia;- includes sections with information on the regional context of Tigray and Amhara;- includes description of the terrestrial fauna, flora, land use/cover and the socio-economic

characteristics of the project corridor; andhas considerable shortcomings since the alignment improvements and realignments of

the existing design were completely disregarded leading to false conclusions on1A4----I I--- . -- I L -- L -- - - - - - - -- - -

a> GONDAR-DEBARK KOCKS 3\./ ROAD PROJECT I N G E N I E U R E

Update of Environmental Impact Assessment (EIA)Apart from tailoring and updating of the available general information, the presentupdate/review of the EIA does not refer further to the existing environmental study due tothe above mentioned shortcomings concerning alignment improvements/realignments andhas been prepared newly and in accordance with the ERA Standard EnvironmentalMethodologies and Procedures Manual - 2002.

AlternativesThere is no reasonable alternative to the proposed upgrading of the existing road fromGondar to Debark. However, during the highway engineering review of the existing designand in an inter-active process with the environmental review/studies, improvements wereinvestigated, studied, analysed/compared concerning their potential environmental and/orsocial impacts (e.g. land requirement) and possible benefits (increased road safety, shorterlength of upgraded road, etc.), and finally optimised seventeen locations/sections weredetermined on-the-spot.In summary there is an urgent need to improve the infrastructure as part of the Federalroad network to serve the population of all the Woredas along the Project Road directly andby extension the Nation at large. As further outlined in this Report, there are noenvironmental grounds for not proceeding to the implementation of the Gondar - DebarkRoad Upgrading Project provided that the recommended environmental avoidance andmitigation measures are strictly implemented.

Environmental Field Surveys and InventoriesIn order to assess the general environmental and socio-economic condition and possibleimpacts of the proposed road project, a comprehensive field survey was carried outincluding discussions on the benefits and possible discomfort during the road constructionwith the appropriate stakeholders and community members at different locations along theProject Road. In particular all locations of the proposed improvements of alignment andrealignments respectively were investigated in order to assess potential impacts.To assess the potential impacts and the resulting changes of the environment caused by theimplementation of the Project, a check list with Valued Environmental Components (VEC)has been used.

2. Policy. leaal and administrative Framework

National Policy and StrategiesAs the major binding document for all other derivative national and regional policies, lawsand regulations, the Constitution of the Federal Democratic Republic of Ethiopia,Proclamation 1/1995, has several provisions, which have direct policy, legal and institutionalrelevance for the appropriate implementation of the resettlement action plans, which arebeing prepared by the Ethiopian Roads Authority.Since the early 1990s, the Federal Government has undertaken a number of initiatives todevelop regional, national and sectoral strategies for environmental conservation andprotection. Paramount amongst these was the Conservation Strategy of Ethiopia (CSE,1996), which provided a strategic framework for integrating environmental planning intonew and existing policies programs and projects.The Environmental Policy of Ethiopia (EPE) has provisions quite relevant to road andtransportation projects concerning impact assessment, resettlement and rehabilitationissues.Several detailed Sectoral Environmental Policies are currently in various stages ofpreparation and of particular note are the following:- The Ministry of Water Resources' Federal Water Resource Policy;- The Wildlife Policy of the Ministry of Agriculture;- The Proclamation on Conservation, Development and Utilisation of Forests;- The National Population Policy;- The National Policy on Women.

' G O N D A R - D E B A R K KOCKS >') ROAD PROJECT I N G E N I E U R E

Land TenureThe land proclamations 31/1975 of rural land and 47/1975 of urban land state that theGovernment holds the ownership of land, it is the property of the Ethiopian People, thestate/public and does not require compensation. Article 7(72) of proclamation 4/1975 statesthat the Government shall pay fair compensation for property found on the land, but theamount of compensation shall not take any value of the land into account, because land isowned by state.

Environmental Legislation FrameworkAs a framework building on the policies and strategies set out in the Conservation Strategyof Ethiopia (CSE) and the Environmental Policy of Ethiopia (EPE) the Federal Governmenthas been approved the following three Proclamations:- Proclamation No. 298/2002 for re-establishment of the Environmental Protection

Authority (EPA), Sectoral and Regional environmental units and agencies;- Proclamation No. 299/2002 to make an EIA mandatory for specified activities and as the

legal tool for environmental planning, management and monitoring; and- Proclamation No. 300/2002 as the basis from which the relevant ambient environmental

standards applicable to Ethiopia can be developed.- Proclamation No.455/2005 is addressing the procedures and the responsibilities for the

expropriation of land holdings for public purposes.

Institutional and Administrative FrameworkThe Federal Government acts from the centre to the regions and localities, and itsrespective duties and authority include fiscal matters at the different levels. The duties andresponsibilities of the Regional States include planning, directing and developing social andeconomic programs as well as the administration, development and protection of naturalresources of their respective regions.The duty of the Environmental Protection Authority (EPA) is to protect and rehabilitate thefundamental causes that lead to degradation, adverse effects and determine mitigationmeasures.The responsibility of the Ethiopian Roads Authority (ERA) is the construction, improvementand maintenance of the Country's road network with its Environmental Monitoring andSafety Branch (EMSB) for setting and implementing ERA's environmental guidelines insupport of the national level requirements, and its Legal Division and Right-of-Way Branchfor making available the required land.

Ethiopian Roads Authority's Policy FrameworkIn order to standardise environmental procedures the ERA has prepared an EnvironmentalProcedures Manual.Apart from the policy frameworks at national level, ERA's guiding principles for preparationof a RAP are stipulated in its Resettlement and Rehabilitation Policy Framework.Further road project related issues are addressed in ERA's Road Safety Audit Manual andthe Sectoral Policy for HIV/AIDS in Workplaces of ERA.

3. Environmental Condition of the Proiect Area

Physical EnvironmentThe Gondar - Debark Road is located in Amahra National Regional State in the northernpart of Ethiopia and is part of one of the major south-north links in the Country. AmahraState has an international border with the Sudan in the west and the national boundariesare with Tigray in the north-east, with Afar in the east, with Oromiya in the south and withBenishangul-Gumuz in the south-west.The about 103 km long Gondar - Debark road was originally built with a Telford base andpenetration macadam during the Italian occupation between 1936 and 1940. The initialbituminous surface has completely deteriorated with a few patches of it remaining only andthr Pyict-inn rnnri h;c rax/grF-rl Fi. nr=i,0I Cf=nrl-A i^ - - - - -1 -_-

GO N DAR- DEBARK KOCKS ,\. ROAD PROJECT I N G E N I E U R E

The Project Road is a major link providing access to a large part of Amahra Region and ashort cut to important agricultural and tourist areas in the Simien Mountains. At present,the poor state of most sections of the road imposes difficulties and heavy costs in themovement of goods and people. As a result, the road's condition hinders national and sub-regional development and integration.The Topography along the Gondar - Debark road section is predominantly rolling with somehilly and mountainous sections with altitudes of about 2,300 m at Gondar, slightly above3,000 m at chainage km 34.1 ("peak"), 2,9600m at Amba Georgis and 2,8500m at Debark.The Geology along the Project Road consists of two rock groups, the Ashangi groupvolcanics and the Shield group both belonging to the same series, the Trap Series.Observations were made on Soils, Erosion and Sedimentation. The nearly completelydeforested landscape along the Project Road associated with high intensity of rain and theduration of the rainy season of up to six months have resulted in severe erosion problemsparticularly in the black cotton soil areas. Control of soil erosion is presently lacking and thesoil conservation and other rehabilitation Programs integrated into afforestation schemes isinadequate.The Climate in the project area can be described as temperate with average temperatureranges from 120C to 26°C in the Gondar area and from about 70C to 170C in the Debarkarea. The mean annual rainfall in the project area is in the range of 980 to 1,100 mm.The Hydrology and Water Resources of the Gondar - Debark region can described asfollows: The road corridor is located in the upper catchment areas of two river basins,namely the Abbay (Blue Nile) and Tekeze drainage basins covering catchment areas ofapproximately 172,254 km2and 88,800 km2 respectively.The Land Use and Land Cover is dominated by intensive rainfed agricultural use of 95%with about 65% crop cultivation, 20% grassland, 10% tree plantations and bush & shrubland and a remaining approximately 5% portion which cannot be utilised (e.g. rocky areas).Small scale traditional Irrigation exists only at a few locations.

Biological EnvironmentFrom the primarily highland Flora of the region, only a few remains have been left. Most ofthe flora along the road corridor has been transformed into intensively cultivated farmlandand grazing areas for livestock. This includes the natural forests of the area which had beenreduced to more or less smaller islands. Thus the Fauna of the region is restricted to some"general" species (porcupine, lammergeyer, red kites, white-collared crow, wattled ibis).The specially adapted, endemic or/and rare species of the region can be observed in theSimien Mountains National Park e.g. Walia ibex, Simien fox, gelada baboon, grey duiker andklipspringerProtected Areas and Sensitive Habitats are not existing along the project road section fromGondar to Debark. At the end of the road section about 10km in the east of Debark townand the Project Road respectively is the Simien Mountains National Park (SMNP). The LemaLimo wildlife reserve is situated in the north of Debark.

Socio-economic / socio-cultural EnvironmentThe General sociological Characteristic of the Project Area can be described as highpopulation density associated with scarcity of cultivable land.The settlement pattern of the project area indicates that there is high concentration ofPopulation where intensive mixed agriculture is being practised. The main town centres andrespectively big settlements along the Project Road are: Gondar, Amba Georgis, Gedebeye,Dabat, Woken and Debark.Women in the project area and generally in the rural areas of Ethiopia have to carry a veryhigh portion of the communities' and respectively families' workload and their socialsituation is much restricted due to traditional feudal and patriarchal social norms.The Economic Activities in the project area are dominated by mixed type of agriculturalactivities with limited cash croD Droduction. The maior cereal crrnn nrnwn inriiiri whi,At

1(4) GO N DA R- DE BARK KOCKS, ROAD PROJECT I N G E N I E U R E

millet, barley and teff. The industrial activity is largely dominated by small scale metallurgy,wood and leather work and other small artesian activities. The major industrialestablishment is the Dashen brewery in Gondar.One of the major economic activities in the Gondar - Debark region is tourism: In Gondar,the Fasil Castle (17th century), the Debre Berhan Selassie church and the town itself; in theDebark region the Simien Mountains National Park and the Lema Limo wildlife reserve.Environmental Health and occupational Diseases: The most severe health problems/diseases of the region are pneumonia/respiratory diseases and the main cause of thesediseases is the omnipresent dust coming from the existing unsealed road. Especiallychildren in these rural regions are often affected by malnutrition, intestinal parasites anddiarrhoeal diseases.

Aesthetic Values, cultural and natural Heritage: Apart from the historical sites in/aroundGondar ruins/buildings originating from the time of the Italian occupation have beenencountered. Furthermore several other places of aesthetic value and interest have beenremarked e.g. fascinating scenic panoramas.The Simien Mountains National Park and Lema Limo wildlife reserve are the most popularplaces of the natural heritage in the wider project area.A series of discussions/interviews were conducted with community members as well asorganisations like Zonal & Woreda level agriculture (BOA), municipalities of the major townsand the ERA district office to get knowledge on the Public Attitude towards the Project.The Ethiopian road accident/casualties statistics as well as recent studies showed that thegeneral Road/Traffic Safety Situation in Ethiopia is one of the worst in the world. A generalproblem is the poor driving skills associated with lack of discipline as well as inadequatetechnical condition of the vehicles. In many respects the existing Gondar - Debark roadsection is lacking basic road/traffic safety requirements.

4. Environmental Impacts. Avoidance and Mitiaation Measures

General Considerations of Impact Assessment and Impact AnalysisThe function in the road network of Ethiopia and the traffic volume (AADT) define theclassification of the Project Road and the Road Upgrading Requirements respectively.According to the ERA Geometric Design Manual the following road classifications apply andthe resulting upgrading requirements entail potential environmental impacts:(i) Gondar - Weleka (Humera Junction) Road Section, Length 3.7 km

Under consideration of the the sum of Gondar - Humera and Gondar - Debark trafficwhich this section has to carry, the applicable design standard is DS3, which refers to atrunk road with >1,000 (to 5,000) AADT. This requires widening of the existing about8.0 m wide road to 11.00 m or 12.00 m width, 2 x 3.50 m = 7.00 m wide carriagewayand 2 x 2.00 m or 2 x 2.50 m wide kerbed pedestrian walkways or paved shoulders.

(ii) Weleka - Dabat - Debark Road Section, Length 96.2 kmFor the project road section past the Humera Junction the applicable design standard isDS4, which refers to a link road with >200 (to 1,000) AADT, requiring widening of theexisting about 8.0 m wide road to 9.70 m width in general (2 x 3.35 m = 6.70 m widecarriageway and shoulders 1.50 m wide each) as well as a number of improvements ofhorizontal and vertical alignment.

The Field Surveys for Assessment of potential Impacts were carried out by a check list ofthe Valued Environmental Components (VEC), including on-site, off-site, direct and indirectimpacts, both beneficial and adverse. The proposed Project will cause a number of negativeimpacts, but in summary there will be predominately positive impacts in form of animprovement of the general living condition in the project area.The Consultant's approach put Emphasis on the Avoidance of negative Impacts rather thanto tolerate negative impacts and to mitigate/compensate them afterwards.

GO N DA R- DE BARK KOCKS\ RO A D P R OJ E C T I N G E N I E U R E

Potential Impacts on the Physical Environment, Determination of Avoidance andMitigation MeasuresLand Take, Soil and ErosionAny kind of earthworks or earthmoving will cause very serious impacts by the loss orimpairment of natural soils. The fertile topsoil will be removed and heavy machinery willcause soil compaction, which will harm the soil's potential for future agricultural use or othervegetation. The Project Road is partly in a rather difficult area both from topography andheavy rain in aggravating erosion and gullies.The impact due to the land required for the construction of the road can be avoided and/orconsiderably reduced by careful and appropriate engineering designs. In this Report anumber of possible modifications/optimisations of the existing design are described, whichshall be considered in Project Phase 2, the review/update of the detailed design.The impairment of soils by access or temporary roads or detours can be considerablyreduced or even be avoided when works are carried out as half-way construction. Formitigation of soil impairment the contractor shall fully reinstate access roads and detours.To stop existing and/or to prevent soil erosion, an efficient drainage system with welldesigned ditches and culverts has to be provided. Slopes in cut or fill sections have to becovered with grass and other vegetation directly after completion of works.Exploitation of Materials SourcesIn general material extraction from existing quarries and borrow pits is not expected tocreate serious additional adverse or new impacts. However, the proposed avoidance andmitigation measures take into consideration newly opened materials sources as well as thenewly used/extension areas of existing sources, which shall be restored after completion ofworks to their initial state.Noise, Air and Water PollutionInstallation of plant/equipment, unloading of materials, construction work/equipment,exploitation of borrow pits/quarries and the transport of construction material will causenoise and dust. Pollution of soils, ground and surface water may result from waste waters,sewage and cleaning of equipment. Storage and handling of hazardous substances likebitumen, oil, paraffin oil, detergents, fuels, paint, lubricants, etc. can be a considerablesource of pollution of groundwater or soil.In order to prevent impacts on soils, surface/ground water and landscape, obligatory safetyprovisions, a detailed waste management plan and a plan for the treatment of sewage needto be established by the contractor. Pollution of soil and groundwater by oil and fuelspillages can be avoided by proper handling and adequate equipment. The cleaning/washingof cars, vehicles and equipment in and near to rivers, lakes, ponds etc. shall not bepermitted for the contractor as well as for the supervising engineer and their staff. To avoidtransport-related disturbances, transport through towns/villages should be avoided andunpaved roads shall be periodically watered.Road in OperationThe potential impacts on the physical environment during the road in operation are waterquality degradation (spillages of petroleum products and chemicals) caused by leakages,accidents or careless handling and increased emissions / air pollution due to an increasedtraffic flow.

Potential Impacts on the Biological Environment, Determination of Avoidance andMitigation MeasuresGrazing Land, IrrigationAgricultural land including grazing land will be permanently required for the upgrading ofthe Project Road. Some few traditional irrigation near the realignment sections may beaffected.The impact can be avoided and/or considerably reduced by careful and appropriateengineering designs.VegetationThe establishment of the site facilities (contractor's camp) will cause the loss/damage ofveaetation. The buvina of firewnnol antl rhArrnAl frnm thn In rnl m=rL-,Dic hii Fho r4-F*J^r

GO NDAR-DEBARK KOCKS. R ROAD PROJECT I N G E N I E U R E

staff may contribute to the deforestation process by increased cutting of indigenous treevegetation. During construction activities extensive damage or destruction of roadside andriparian vegetation is rather likely to occur.The position of the site establishment shall be carefully selected. Vegetation should bephysically protected against damage by suitable measures and removed vegetation has tobe compensated by appropriate replanting. The contractor and his employees shall not buyany charcoal or wood from the local market. The loss of vegetation can be considerablyreduced or even be avoided when the works are carried out as half-way construction (nodetours). Trees/bushes which have been removed shall be replaced.Protected Areas and Sensitive HabitatsSince there are no sensitive habitats or protected areas within the project road corridorpotential impacts will not occur. Thus environmental avoidance or mitigation measures arenot necessary.Road in OperationAn increased number of vehicles operating on the road may result in wildlife loss due toincreased accidental killings and disturbance of wildlife due to noise.Provision of traffic signs and reflective matters/features is recommended.

Potential Impacts on the Socio - economic / socio - cultural Environment,Determination of Avoidance, Mitigation and Benefit Enhancement MeasuresHouses and public Services / UtilitiesThe existing design for the proposed Gondar - Debark Road Project has given due attentionfor not disturbing the urban sections and not to cause relocation of houses and the existingsocio-economic facilities. However, the field surveys revealed that in some locations housesand utilities seem to be within and/or quite close to the existing ROW and vulnerable fordamage during the construction phase.The impact due to the relocation of houses/households can be avoided and/or considerablyreduced by careful engineering designs. The present engineering & environmental fieldsurveys identified six locations/sections, where a modification of the existing design isrequired to avoid 37 houses to be removed and relocated. Permanent constructions as wellas services/utilities shall be avoided when land is required for temporary use (e.g. detours).Based on the major provisions in the Ethiopian Constitution and the Environmental Policythe relocation/dispossession issues will have to be addressed in detail and appropriatecompensation has to be provided. Protection or relocation of existing services (utilities) shallbe done in a careful manner in order to avoid damages and unnecessary disruption.Change in Land UseWith regards to the dense population and the scarcity of cultivable land (0.5 to 1.5 ha/HH),the major potential impact on the socio-economic environment and on the livelihood of thecommunities respectively is due to the land needed for widening/realigning the existing road(permanent land requirement) and for other purposes like temporary roads, materialssources and camp sites (temporary land requirement) affecting cultivated (teff, maize,sorghum, millet, wheat cropland) and grazing land as well as trees.The impact due to the permanent dispossession of land can be avoided and/or considerablyreduced by careful and appropriate engineering designs. Permanent crops, trees, etc. shallbe avoided when land is required for temporary use (e.g. detours). The temporary land usecan be considerably reduced or even be avoided when works are carried out as half-wayconstruction and, therefore, the contractor has to prepare a detailed traffic managementplan. Based on the major provisions in the Ethiopian Constitution and the EnvironmentalPolicy the dispossession issues will have to be addressed in detail and appropriatecompensation has to be provided. The preferred compensation for the permanentdispossession of land is the replacement of land utilising reinstated/recultivated areas ofexisting road sections which will be abandoned due to improvements or realignments of theroad. All land that has been temporarily used shall be restored to its original condition uponcompletion of works.Gender Issues

ROAD PROJECT I N G E N I E U R E

to have significant negative impacts on women. However, potentially negative effects andmore risks for women are anticipated from sexually transmitted infections and unwantedpregnancies.Apart from short-term benefits of employment opportunities during the time of constructionthe main benefits for women from the road upgrading will be better access to transport,education and medical services for themselves and their families. Concerning exposure tosexually transmitted infections including HIV/AIDS and unwanted pregnancies, avoidancelessons can be given through awareness raising education as major preventive measure toconstruction workers and local communities.Economic SituationThe project area is densely populated and cultivable land is very scarce (e.g. 1.25 ha/HH inthe Amba Georgis area, 0.5 ha/HH in the Dabat area and 1.5 ha/HH in the Debark area)and any land taken for the construction will aggravate the land situation and affect fuel andfood security. A positive effect of the implementation of the Project will be the creation oftemporary income opportunities for the residents in the area during the time ofconstruction.The impact due to the permanent dispossession of agricultural land and the livelihood of thepeople can be avoided and/or considerably reduced by careful and appropriate engineeringdesigns. The present Report includes descriptions of particular environmentalavoidance/minimisation measures to be considered during the 'Review of the DetailedDesign' (Project Phase 2).Environmental Health and occupational DiseasesThe influx of people by the contractor's work force may create an impact on the communityhealth as well as on the construction workers themselves through communicable diseasesand sexually transmitted infections. Stagnant waters caused by uncompleted constructionactivities in/near housing areas could bother people and create hygienic problems.Concerning general health problems in the project area and sexually transmitted infectionsincluding HIV/AIDS, the contractor's Safety/Health Officer shall liaise with the local healthauthorities and provide the necessary information on precautionary measures to the workforce through educational lesson(s). According to the nature of work and with regards to theclimatic conditions in the project area the workers need to be provided with appropriateprotective clothing. First aid facilities have to be on site as well as a first aid station in thecamp.Aesthetic Values, cultural and natural HeritageLocations of aesthetic value and interest (e.g. scenic panoramic views) have been identifiedat a number of other locations. Ruins/buildings originating from the time of the Italianoccupation were found close to the existing road at chainage km 13.1 and km 25.4. Theimprovement of a narrow curve will require the removal of the ruins at the first location andanother improvement of curve could affect the building/ruins at the second location.Preliminary conclusion/recommendation was made for removal of the ruins at the firstlocation (km 13.1) and preservation of the location/structures at the second location(km 25.4), and the Centre for Research and Conservation of Cultural Heritage in AddisAbaba was contacted for review and comment. The Chira river bridge, a stone masonry archbridge at km 83.4 will be abandoned due to an alignment improvement and shall bemaintained as a historical technical monumentLocal Community IssuesThe land required for the camp site(s) is in conflict with the existing land use and theeconomic activities at locations in or close to towns/villages. The influx of people by thecontractor's work force may create social disruption, controversies with the local communityor local labour.To determine the location for the site establishment needs close liaison of the ERA (EMSM &supervising engineer) and the contractor with local authorities, Woreda council and otherrepresentatives of the community. For a sound social interaction a labour and communityinteraction committee should be established to function as the linking body between thecommunity & local labour and the contractor & the ERA/supervising engineer to

G O N D A R - D E B A R K KOCKS ,ROAD PROJECT I N G E N I E U R E

communicate requirements/norms, moral ethics and, if necessary, to settle controversies.Resettlement Action Plan (RAP)The upgrading of the Gondar - Debark road will entail the relocation of some houses, whichnumber is much lesser than 40 households in a single location. This is leading to theconclusion that the relocation and dispossession issue does not call for a full-scaleResettlement Action Plan (RAP) according to ERA's Resettlement / Rehabilitation PolicyFramework - 2002.

In line with this and according to the TOR an "abbreviated" RAP and a detailed LandCompensation Planning will be prepared for the present Project.Traffic Safety durina Construction and Safety of WorksSince construction works will take place during the road is in operation, road hazards mayarise from partial closure of lanes and the movement of heavy construction equipment,which may affect both road workers as well as road users (drivers, pedestrians, road sidemerchants, etc.).Potential risks on traffic safety can be avoided if the contractor provides a well designedwork and traffic management plan.Benefit Enhancement MeasuresWith reference to the master plans of the major towns (Gondar, Dabat, Amba Georgis andDebark) and also for the other small towns/villages appropriate benefit enhancementmeasures will be incorporated in the engineering design including:- Widening and paving of shoulders in/near towns/villages for non-motorised traffic.- Provision of kerbed pedestrian walkways, where required.- Provision of speed calming measures.- Lay-byes and parking bays/lanes.- An appropriate drainage system.- Paving of access roads to health centres, clinics and market places.In compensating the land take and to enhance benefits, the camp complex should behanded over to the local community once the construction work is completed to be used forservices like school, health centre/clinic, co-operatives, vocational training centre, etc.Road in OperationDuring the road in operation there will be a great number of positive impacts on the socio-economic/socio-cultural environment (e.g. comfortable riding in shorter time, better accessto medical facilities & trading centres, lower or at least stabilised transport cost, improveddrainage systems in the towns/villages) but also negative impacts are expected, mainly anincreasing number of accidents since the upgrading project will provide a smooth roadwhich may lead to the tendency of drivers using a too high speed.In order to avoid/control such potential problems maximum attention has to be paid to anadequate road & traffic safety, which is a complex process where dynamic, visual, geo-metrical, drainage and psychological requirements need to be optimised under the three 'E':

Engineering: Determination of appropriate standards for road/highway design and trafficengineering for motorised and non-motorised traffic, quality control duringimplementation, maintenance of a good/safe road condition.

Education: Education/training, public promotion/information Programs for the moredifficult factor, the so-called human factor, comprising all traffic participants,vehicle drivers to pedestrians.

Enforcement: The County's general problem in lack of discipline of road users (drivers aswell as pedestrians) and their common negligence of traffic regulationsresulting in risky behaviour and being a threat to the other road user's lifeand limb has undoubtedly to be controlled by appropriate enforcement toolsbased on the legislation as well as by strengthening of the traffic police.

j G N D A R - D E B A R K KOCKS\@J ROAD PROJECT I N G E N I E U R E

IDENTIFIED POTENTIAL ENVIRONMENTAL IMPACTS DEGREE OF

OF THE GONDAR - DEBARK ROAD PROJECT INFLUENCE

Physical Environment

Land take XXX

Soil & gully erosion XXX

Construction of wide ditches and drainage structures XXX

Likely spot sliding XX

Detours (dust, soil compaction) XXX

Exploitation of materials sources (access roads, noise, pollution) X

Disused materials sources (stagnant water, reinstatement) XX

Drainage in towns and villages X

Air and water pollution, watershed X

Biological and Socioeconomic Environment

Shift in land use XX

Affection of crop & grazing lands XXX

Irrigation diversion X

Cutting of indigenous trees X

Cutting of Eucalyptus trees along realignments XX

Disturbance of biodiversity (wildlife) XX

Likely relocation of houses XX

Houses within or close to ROW XX

Permanent and temporary land requirement (change in land use) XXXX

Gender Issues XX

Cultural value sites X

Natural heritage sites X

Watering points & quality X

Public services and markets XX

Influx of people X

Occupational diseases XX

Road/traffic safety, education/awareness XXX

Legend:o = no significanceX = less significant, but requires observation

XX = significantXXX = requires particular attention & mitigation

XXXX = very significant requires mitigationXXXXX = extremely difficult & risky, requires other solution/alternative.

(t) GONDAR-DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

5. Environmental Avoidance/Mitigation Planning and MonitoringPotential impacts on the environment caused by the proposed upgrading of the Gondar -Debark road have been identified and corresponding avoidance and mitigation measures aredescribed. The detailed Chapter 5 of the present Report includes tables summarising themajor environmental issues and potential impacts respectively together with thecorresponding avoidance and mitigation measures for which corresponding details have tobe prepared/specified during the engineering design (review) & tender/bidding documentpreparation and which have to be closely monitored. These major environmental issues areas follows.

The Land Requirement: With regards to the dense population and the scarcity of cultivableland, the land requirement is an important and crucial issue of theProject.

The Establishment, Set-up and Operation of the Work Camp: The location and operation ofthe contractor's and the supervising engineers' site facilities is akey environmental issue with potential impacts on the physical,biological and socio-economic environment.

The Construction Activities: A great number of potential impacts on the physical, biologicaland socio-economic environment have been identified which maybe caused by the various construction activities during theimplementation of the Project.

The Material Extraction and Transport: The exploitation of borrow pits and quarries withheavy machinery, and the transport of the construction materialmay cause a number of potential impacts on the physical,biological and socio-economic environment.

The Road in Operation: The upgrading of the Project Road will lead to a great number ofpositive effects. However, in order to avoid and control potentialproblems in the operation of the road maximum attention has tobe paid to an adequate road and traffic safety.

6. Environmental and Social Management Plan (ESMP)An Environmental and Social Management Plan (ESMP) has been prepared outliningmitigation and monitoring activities/responsibilities that acts as a guide to those planning,preparing, constructing and operating the proposed Project. The cost component of theEMSB are indicative due to the fact that most of the mitigation measures proposed areexpected to be bill items and hence included in the BoQ. That is, the contract wouldimplement these measures with a more realistic cost that he quotes in his bid proposal.

G O N D A R - D E B A R K KOCKS :ROAD P ROJ E CT INGENIEURE

imary of Environmental and Social Management Plan for the Gondar - Debark Road Project

ivironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,(Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB

Organization Organization

aineerina Design and Tender / Biddina Document PreDa ratIon Phasemmendations / requirements of the Development/determination of appropriate/ Design consultant ERA / EMSB Design phase N/A*onmental impact assessment (EIA) suitable cost effective avoidance, mitigation, and

benefit enhancement measuresRelocation and Land Compensation Planning Design consultant ERA / EMSB Design phase N/ASufficiently detailed environmental articles and Design consultant ERA / EMSB Design phase N/Aclauses of the tender documents includingrequirement for a security (bank guarantee) for

,protection of the environment

pIementation PreDaration Phase-ation and land compensation to make Implementation of the Land Compensation Plan Land ERA / EMSB Implementation N/Aable the "Site" for the contractor Compensation preparationE: Compensation by 'replacement of Committee (ERA, phasewill become available during the Woredas, Kebeles)

zmentation/construction period) .--ering Clarification, evaluation and comparison of the ERA / EMSB, ERA / EMSB Implementation N/A

environmental relevant sections of the tenders Consultant preparationI_ I_ I_ lphase

DIementation / Construction Periodilation of site facilities Reasonable siting of the site facilities Contractor ERA / EMSB, Mobilization N/A

supervising periodengineer, Woredacouncil,communityrepresentatives

ation of site and site facilities Waste management and sewage treatment Contractor ERA / EMSB, Duration of 500.00supervising contractengineer

rnunicable diseases and sexually Information on health problems and sexually Contractor Health Authority, Commencement 750.00mitted infections (STIs) transmitted infections (e.g. HIV/AIDS) and ERA / EMSB, of contract

precautionary measures through educational supervisinglesson(s) engineer

February 2007 EXECUTUVE SUMMARY Page (xii)

G O N DA R - D E BA R K KOCKSROAD PROJ E CT INGENIEURE

vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,(Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB

Organization Organization

y and health of work force Protective clothing, first aid facilities Contractor ERA / EMSB, Duration of 750.00supervising contractengineer

I disruption, controversies with Establishment of a labour and community inter- Contractor, ERA / ERA / EMSB Duration of N/Anunity or local labour action committee EMSB, supervising contract

engineer, Woredacouncil, communi-ty representatives

ral heritage Proper marking and/or protection in order to Contractor ERA / EMSB, Duration of N/Aavoid unintentional disturbance supervising contract

engineerestation The Contractor's work forces shall not buy any Contractor ERA / EMSB, Duration of 1,000.00

firewood nor charcoal and shall bring their own supervising contractfuel requirements (kerosene, gas etc.) engineer

als killed by vehicles Installation of reflectors/reflective strips Contractor ERA / EMSB, Duration of N/Asupervising contractengineer

rbance of traditional irrigation systems Installation of crossing pipes and other measures Contractor ERA / EMSB, Duration of 500.00for an uninterrupted flow of water supervising contract

engineeriorary dispossession of land, e.g. No detours or access roads where permanent Contractor, Land ERA / EMSB, Duration of 3,000.00irs, access roads, materials sources crops, trees, houses or buildings or structures, Compensation supervising contract

services utilities would be affected, compensation Committee engineerof affected persons, reinstatement of landimmediately upon end of use

cement of land for compensation of per- Reinstatement / recultivation of abandoned road Contractor, Land ERA / EMSB, After comple- 500.00nt dispossession of land sections Compensation supervising tion of each

Committee engineer realignmentng services (utilities) Relocation and or /protection Contractor and ERA / EMSB, Duration of 3,000.00

public utility supervising contractauthorities engineer

and air pollution Repair / maintenance of equipment and vehicles, Contractor ERA / EMSB, Duration of 1,000.00avoidance of town/village passages supervising contract

engineer

February 2007 EXECUTUVE SUMMARY Page (xiii)

G O N DA R - D E BA R K KOCKS KRGOAD PROJECT INGENIEURE

ivironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,(Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB

Organisation Organisation

Watering of unpaved roads and road sections, Contractor ERA / EMSB, Duration of 800.00avoidance of town/village passages supervising contract

engineerty risk for road users and residents from Traffic management plan, traffic-control and Contractor ERA / EMSB, Duration of 250.00truction activities traffic-safety devices supervising eng., contract

..- traffic policeruction / damage of roadside vegetation Minimum distance, protection, repair or replace- Contractor ERA / EMSB, Duration of 100.00

ment of injured trees supervising contractengineer

3irment/loss/erosion of natural soils Minimise the extent of ground clearing, Contractor ERA / EMSB, Duration of 200.00construction of drainage and erosion/scour supervising contract

.protection, re-vegetation of barren earth surface engineertion of soils, ground water, rivers or Proper storage and handling of hazardous sub- Contractor ERA / EMSB, Duration of 750.00from/during construction activities stances, contractor's yard/workshop area to be supervising contract

surfaced and water drained through fuel/oil sepa- engineerrator, maintenance of vehicles and constructionplant, proper stockpiling of topsoil. No washing ofcars/machinery in/nearby rivers/ lakes

rials extraction/exploitation and Reuse of existing construction materials Contractor ERA / EMSB, Duration of N/Asport supervising contract

engineerDitation of materials sources Reinstatement of exploited areas including proper Contractor ERA / EMSB, On respective 300.00

grading and draining of terrain supervising completion ofengineer exploitation

gurement of the landscape, landscape Removal of waste, debris, scrap metal, etc.; if not Contractor ERA / EMSB, On completion 150.00hetics handed over, restoration of work areas, work super-vising of a particular

depots and material storage sites to original engineer road sectioncondition (taking into

operation) andend of contractrespectively

i/village passages Construction of benefit enhancement measures Contractor ERA / EMSB, Duration of 1,000.00supervising contractengineer

February 2007 EXECUTUVE SUMMARY Page (xiv)

I I I -I I I I I I II I I

G O N D A R - D E B A R K KO CKS ,0 R O A D P R E C TB INGENIEU RE

nvironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,(Tasks, Action) / Executing / Monitoring Schedule 'ooo ETB

Organisation Organisationire / Non-compliance of the contractor Contractor's environmental and safety/health ERA / EMSB, ERA / EMSB, Duration of N/A;erning environmental obligations officers, forfeiting of security (bank guarantee) for supervising supervising contract

protection of the environment engineer engineer .faclities/camp site Handing over of the camp complex to the local Contractor ERA / EMSB, End / N/AA- -

community supervising completion ofengineer contract

ad in Operation / Service and Maintenance Phase-ic safety for pedestrians Lessons/lectures in schools and in towns/villages Contractor / ERA / ERA / EMSB Well ahead of N/A

concerning traffic safety EMSB / Local the completion/Authorities taking into

operation ofany section ofupgraded road

ic safety for motorised traffic General speed limit of max. 50 km/h (Contractor) / ERA ERA / EMSB / The first two to N/A/ Traffic Police Traffic Police three weeks

after opening ofan improved/upgraded roadsection

ty of road users Maintenance of traffic safety facilities (e.g. traffic ERA regional ERA / EMSB Operation of N/Asigns, road marking) and the road in general offices the road

ion, impairment/loss/erosion of soils, Maintenance of drainage, erosion/scour protection ERA regional ERA / EMSB Operation of N/AB and air pollution facilities, etc., and the road in general offices the roadic traffic safety promotion/information Nationwide Program for improvement of traffic FDRE, ERA / EMSB ERA / EMSB As soon as N/Arams safety (school education, media: TV, radio, possible and

newspapers, etc.) unlimitedduration

rcement of traffic regulations Regular traffic controls, and provision of training FDRE, Police FDRE, As above N/Aand adequate equipment to the police forces Forces ERA / EMSB

ite/modernization of traffic regulations Establishment of a traffic safety council/audit FDRE, ERA / EMSB, FDRE, As above N/Alaws Police Forces, etc. ERA / EMSB l

Total 14,550.0010% Contingency 1,455.00

Grand Total 16,005.00

February 2007 EXECUTUVE SUMMARY Page (xv)

G O N D A R - D E B A R K KOCKS ,4-- ROAD PROJECT I N G E N I E U R E

7. Institutional CaDacity and recommended StrengtheningGeneral RemarksEnvironmental mitigation and monitoring measures/activities can only be as good as themanagement and monitoring capacity and the environmental sensitivity of the agenciesresponsible for the implementation of the respective project phases.ERA's Environmental FrameworkERA's environmental responsibilities (comprising ecology as well as socio-economy) arecarried out through the Environmental Monitoring and Safety Branch (EMSB) and theConstruction Contacts Implementation Division's Right-of-Way (ROW) Branch.After discussions and a study of the existing environmental activities and procedures it canbe concluded that the required expertise is very well available with the above mentionedbranches of the ERA. However, there are also very obvious gaps in the ERA's organisationalstructure in the form of discontinued and uncoordinated environmental responsibilities inthe projects' cycle, which may be the cause of the many environmental/socio-economicproblems of present and past road construction projects in Ethiopia.Recommended Strengthening of Institutional CapacityA successful implementation of environmental measures and the overall Projects' goalrespectively require a considerably improved coordination during the various project phasesas well as the involvement of the EMSB in ALL project phases:- Study Phase (pre-feasibility/feasibility study) with environmental studies (EIAs);- Engineering Design and Tender/Bidding Document Preparation Phase;- Implementation Preparation Phase (implementation of the RAP, tendering/bidding);- Implementation/Construction Phase (supervision).For the above listed extended responsibilities and in order to get the environmental branchout of its present kind of niche role, it is deemed appropriate to position the EMSB as staffmanagement branch which has been indicated in a proposed "New" Organizational Chart.Staff RequirementsPresently the EMBS' key staff comprises of six professionals, which is already for thepresent amount of work by far not adequate.To meet an extended scope of responsibilities and activities the key staff of the EMSBshould not be less than 10 professionals. Part of the additionally required staff may originfrom the ROW branch. Expertise in, for example, engineering and contractual matters canbe obtained from the relevant ERA divisions and branches respectively.TrainingComprehensive training of staff is required (e.g. advanced or on the job/site training) aswell as provision and training of additional / supplementary facilities / equipment etc. (e.g.an advanced 'Data and Document Management System').

8. Cost Estimate for Environmental and Social SafeauardsThe briefly estimated cost for environmental avoidance/mitigation and benefit enhancementmeasures is about ETB 16 Million.Further costs may also arise from:- required capacity building (see also chapter 7 of this Report) including for example short

term and long term training in Ethiopia and abroad as well as additionalfacilities/equipment (e.g. data and document management system); and

- the monitoring and control of the implementation/works of the specifiedavoidance/mitigation and benefit enhancement measures;

which result in an estimated cost of ETB 500,000 and ETB 250,000 respectively.Therefore, the total estimated costs for the implementation of the environmentalavoidance/mitigation and benefit enhancement measures, and associated training andmonitoring are ETB 16.75 Million.

GO NDAR-DEBARK KOCKSROAD PROJECT INGENIEURE

9. Conclusions and Recommendations

Preparation of Project ImplementationGreat care has to be taken during the various phases/activities prior to the start of theconstruction works. The two key activities laying the foundation for the subsequentimplementation are:* Engineering Designs/Design Review and Tender/Bidding Documents Preparation: The

respective engineering and bio-engineering details for avoidance and mitigation ofpotential negative impacts, and for the benefit enhancement measures have to bedesigned and quantified as well as to be specified in the conditions of contract and thetechnical specifications respectively.

* RAP/Land Compensation: Detailed plans have to be prepared comprising all data of therelocation/dispossession and corresponding appropriate compensation measures for lostassets, for lost income basis as well as logistical support for moving, relocation grant andother requirements. Further, the RAP (land compensation plan) has to be implementedwell ahead of the start of the construction activities.

Project ImplementationIn summary the potential negative impacts on the environment (the term environment isused in its wider meaning and comprises the physical, biological and social aspects) to beexpected from the proposed upgrading of the Gondar - Debark Road will occur mainly inconnection with the land requirement and the execution of the construction works.With a proper implementation of the land compensation plan existing livelihood means willnot be disrupted as stipulated in the ERA Resettlement / Rehabilitation Policy Framework:"focus ... on restoring the income earning capacity of the project-affected persons".

Other potential negative impacts may be avoided or, at least, reduced to an acceptable levelby the implementation of the determined mitigation measures as outlined in this Report.Provided that the mitigation and benefit enhancement measures will be strictlyimplemented, positive impacts will outweigh the negative ones.

Road in OperationOnce the upgrading of the Project Road will be completed, it will be provided with adequateroad and traffic safety measures/features and the benefits can easily be achieve as theyhave been planned and implemented. However, the considerable upgrading of the physicalprovisions/conditions may fail if the so-called human factor comprising all trafficparticipants, vehicle drivers to pedestrians, is not adequately improved as well.The County's general problem of poor driving skills and lack of discipline of road users,drivers as well as pedestrians, has undoubtedly to be controlled by appropriate enforcementtools based on the legislation as well as by strengthening of the police forces in order toraise standards of road user behavior and to fully achieve the benefits of the Project.

GONDA R -DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

1. INTRODUCTION

1.1 Backaround to the Proiect

The Government of the Federal Democratic Republic of Ethiopia (FDRE) formulatedin 1996 a ten-year Road Sector Development Program (RSDP) for the arterial roadnetwork to address one of Ethiopia's main problems hindering economicdevelopment.

In 1997 the RSDP was launched with the understanding that the situation of the roadnetwork was limited and the state of the roads was in a deplorable condition. Themajor objective of the RSDP was the improvement of the efficiency of transportoperation through the reduction of road transport costs, the provision of accessibilityto rural areas and the development of institutional capacity of the road sub-sector atcentral and regional levels.

Since its implementation, road investments are being realized within the frameworkof this program. The first phase of RSDP (1997-2002) represented a significant effortto restore the arterial road network to acceptable conditions, while the second phase(2002-2007) aims to increase the network connectivity and provide a sustainableroad infrastructure to rural areas.

As the RSDP is extending up to June 2007 and as there will be a need for developingsubsequent Programs in future, the FDRE is preparing more projects for funding bydonors or own resources. Individual road projects are selected for inclusion in theRSDP on the basis of need assessment and taking into account traffic levels, roadcondition, access problems and others.

The Federal Democratic Republic of Ethiopia represented by the Ethiopian RoadsAuthority (ERA) endeavors to upgrade theGondar - Debark Roadin order to meet the requirements of the increased socio-economic activities alongthe project road corridor. The proposed upgrading and construction of the ProjectRoad will have essential benefits to the Nation's economy as well as to theenvironment including:* promotion and enhancement of social and economic (in particular tourism)

development along the project road corridor and its catchment area respectively;* significant improvement of the general condition of Ethiopia's road network;* reduced vehicle operating cost (e.g. fuel consumption, maintenance cost);. increased road safety;* reduced travel time and greater comfort to motorists;

reduced noise and air pollution as well as dust nuisance.

Prior to a final decision for realisation, a detailed feasibility study includingenvironmental and social impact analysis as well as a Resettlement Action Plan willbe needed to establish a fully substantiated detailed economic justification foralternate types and levels of upgrading measures and investment strategiesappropriate for the Project.

The FDRE has received a grant from the International Development Association (IDA)towards the cost of consultancy services for the present Project comprisingthe REVIEW OF FEASIBILITY STUDY, REVIEW OF ENVIRONMENTAL IMPACTASSESSMENT, PREPARATION OF RESETTLEMENT ACTION PLAN, REVIEW OFDETAILED ENGINEERING DESIGN AND TENDER DOCUMENTS for the GONDAR -DEBARK ROAD PROJECT under the Second Phase of the Road Sector DevelopmentPrnnram (RSf;lP TT - API 3).

GO N DAR - DEBARK KOCKS 4JCiZ>ROAD PROJECT INGENIEURE

1.2 Contractual Backaround

The Contract for the consulting services for the 'Review of Feasibility Study, Reviewof Environmental Impact Assessment, Preparation of Resettlement ActionPlan, Review of Detailed Engineering Design and Tender Documents for theGondar - Debark Road Project' between the Ethiopian Roads Authority (ERA) and theJoint Venture of KOCKS Consult GmbH - Metaferia Consulting Engineers P.L.C. wassigned by the parties on 29 November 2005, which is the date the Contract becameeffective according to Article 2.1 of the General Conditions of Contract.

According to Article 2.3 of the Special Conditions of Contract the period forcompletion of the services shall be twelve (12) months with six (6) months forProject Phase 1 including one (1) month mobilization. Accordingly the contractualperiod for completion ends on Tuesday the 28 November 2006.

However, with regards to the urgency for completion of the present Project and inclose liaison with the ERA a number of steps have been taken in order toconsiderably shorten the required time period. In summary the shorten time framefor Project Phase 1 is aiming the submission of the 'Draft Review of EnvironmentalImpact Assessment' in March 2006.

With reference to the present level of information gathered from the review ofdocuments and data it is planned to complete also 'Project Phase 2: Review ofDetailed Design and Tender Document Preparation' in a reduced period of time, inabout 3 to 4 months.

1.3 Scope of Services

The Terms of Reference (TOR) and the Contract Agreement respectively define indetail the scope of services of the present Project, which shall be carried out in twophases (the TOR for EIA and RAP are attached in APPENDIX 1):

Phase 1:Review of Feasibility Study, Review of Environmental ImpactAssessment (EIA) and Preparation of Resettlement Action Plan(RAP)(i) Review of Feasibility Study and Review of Environmental Impact

Assessment (EIA)Recently, in 2003, a detailed Feasibility Study and an EnvironmentalImpact Assessment Study were prepared for the Gondar - Shire Road'of which the present Project concerns the first approximately 100 kmlong section.A review and assessment of the existing data and information isrequired, which will be amended/supplemented and updated by fieldinvestigations/surveys and subsequent analysis for the formulation offinalized detailed recommendation, both economical and environmental.

(ii) Preparation of Resettlement Action Plan (RAP)The land acquisition/compensation and resettlement requirements inthe Right-of-Way (ROW) for the proposed upgrading of the ProjectRoad shall be assessed in accordance with the World Bank'sOperational Directive OD 4.12 on Involuntary Resettlement and theERA Resettlement / Rehabilitation Policy Framework respectively. As aresult a full Resettlement Action Plan (RAP) or an "abbreviated" RAPshall be prepared.

Feasibility Study and Environmental Impact Assessment of Eighteen Roads (Package B Roadn-- n-- - ki- , -- u-. - - . ... ----. - . . .. . .

GONDAR -DEBARK KOCKSz8 ROAD PROJECT I N G E N I E U R E

Phase 2: Review of Detailed Design and Tender Document PreparationAccording to the TOR and the Contract respectively, Project Phase 2 shallonly commence on the written authorization of the ERA which will becontingent upon satisfactory, technical, environmental, financial andeconomic results in Project Phase 1.Previously, in 1997 to 1999, Detailed Engineering Designs and TenderDocuments were prepared for the Gondar - Mereb Road2. These designsand documents were sub-divided into 3 Lots with Lot 1 covering the first140 km long Gondar - Zarima section, of which the present Projectconcerns the first approximately 100 km up to Debark town.With regards to the results and findings of the above-mentioned ProjectPhase 1 a review and assessment of the existing designs is required andnecessary amendments/supplements will be made based on fieldinvestigations and surveys under the present Project for the subsequentpreparation of the finalised detailed design documents.Based on these finalized detailed design documents and therecommendation arising from Project Phase 1 (e.g. EIA, RAP) as well asunder consideration of the most recent World Bank and ERA requirements(e.g. ERA Standard Technical Specifications - 2002) the existing tenderdocuments will be reviewed and updated to prepare the finaltender/bidding documents for the Project to be executed through theprocess of International Competitive Bidding (ICB).

TrainingUpon completion of Project Phase 1 and as mutually agreed with the ERA an externaltraining, inter alia, on environmental monitoring procedures, for one month, will bearranged and provided for two relevant professionals of the Client.

Equipment

According to the specifications of the TOR and as included in the Consultant'sproposal respectively, the following equipment shall be provided for the execution ofthe services and which shall be handed over to the Client upon completion of theservices:* 1 no. photo copier;. 2 nos. personal computers;* 2 nos. HP laser jet printers for A4/A3 paper size;* 1 no. 4-WD station wagon.

1.4 Obiectives of the Review of the Environmental Impact Assessment

The review of the existing environmental study (ref. Systra-MayO3) shall provide anupdated study and analysis of potential environmental impacts, and recommendationfor avoidance and mitigation measures including:- identification and, as far as possible, quantification of the potential beneficial and

adverse environmental impacts arising from project implementation andsubsequent operation;

- identification/determination of appropriate/suitable avoidance measures to protectas far as possible the environment from adverse impacts;

- identification/determination of appropriate as well as cost-effective measures tominimise, offset or compensate for adverse impacts, which cannot be avoided,and to enhance beneficial impacts;

2 Gondar-Mereb Road Upgrading Project, Detailed Engineering Design and Tender Document

GO N DAR - DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

- review of the existing policy, institutional and administrative capability; and- identification of the most appropriate environmental management and monitoring

framework, which will ensure that benefit enhancement and adverse impactmitigation measures are fully adopted.

In this context it should be noted that the term "environment" and its derivativeshave been used in this Report in a wide sense, which covers not only physical andbiological aspects, but also the human dimension.

1.5. Study ApDroach and Methodoloav

1.5.1 General

The findings of this review of Environmental Impact Assessment (EIA) are based onthe review of the available data and information, comprehensive field surveys, andconsultations with the local authorities and local community members which areconcerned with the proposed upgrading of the Gondar - Debark road.

Data collection included the review of available environmental guidelines, policies,studies and the comparison of different environmental standards concerninginstitutional capacities as regards the enforcement and monitoring of requiredenvironmental avoidance and mitigation measures.

Environmental Condition of the Project AreaTo specify the nature and dimensions of the physical, biological socio-economic andsocio-cultural aspects of the environment of the project corridor which could bepotentially affected by the implementation of the Project a description of the currentenvironment was conducted. In order to verify the baseline environmental conditionsand to identify possible impacts various field visits/surveys were carried out.

Scoping and Evaluation of potential ImpactsThe identification of potential significant impacts associated with the implementationof the Project was done by a check list of the Valued Environmental Components(VEC). The assessment of expected environmental and socio-economic impactsincludes short- and long-term, direct and indirect, permanent and temporary as wellas positive and negative impacts.

The significance, and hence acceptability, of potential impacts has been determinedby the evaluation of the assessed impacts against environmental standards, publicopinion and expert judgment. Criteria for identifying the significance of impactsinclude compliance with any relevant laws or regulations, environmental standards orguidelines, and if any long term or permanent damage to ecological systems occur.

Benefit Enhancement and Mitigation MeasuresThe baseline environmental conditions have been put against the impact assessmentfor identification of practical and cost effective benefit enhancement measures aswell as preventive and mitigating measures, the majority of which could be adoptedinto the design (such as improvement of alignment, width of the road, town andvillage passages, erosion control measures, type and location of drainage facilities,road safety, etc.).

It should be mentioned that, wherever possible, emphasis was put on a preventiveapproach in order to avoid or reduce potential impacts already during the design(review) phase of the present Project.

GONDAR -DEBARK KOCKS, ROAD PROJEBCR INGENIEUR E

1.5.2 Collection and Review of available existing Documentation and Data

The Consultant's initial activities comprised the collection of existing available data

and information which was carried out in four basic parts:

> Review of available project related reports and documents;

= Discussions with ERA representatives;= Purchase of maps and other publications;> On-site surveys, observations and measurements.

Project related reports and documents were made available by the Ethiopian Roads

Authority already at the very early stage of the Project which is gratefullyacknowledged. Investigations and data collection:. have been completed for Project Phase 1 to prepare the inventories required for

the review of the Feasibility Study and the EIA as well as for the preparation of

the RAP;* for Project Phase 2, Review of Detailed Design and Tender Document Preparation,

will start without delay after the ERA's written authorization for commencement of

this second phase.

The following data and information were collected and subsequently studied andreviewed:(i) Existing Feasibility Study and Environmental Impact Assessment (as hardcopy

and in electronic form):Feasibility Study and Environmental Impact Assessment of Eighteen Roads(Package B Road Project), Road No. 2 Gonder - Shire, Final Report, May 2003,Systra Sotecni in association with SPT and Panaf Consult.

(ii) Existing Design and Tender/Bidding Documents:

Design Project Title: Gondar - Mereb Road Upgrading Project, DetailedEngineering Design and Tender Document Preparation.

Design Consultant: COWI-TCDE Joint Venture of Lyngby/Denmark inassociation with G. Teare + M. Tedros.

Documents available as hardcopies:- Materials Report, July 1997;- Final Engineering Report, December 1997- Report on Environmental Aspects, March 1999;- Bidding Documents, Volume A, January 1999 (including Invitation for Bid,

Instructions to Bidders, Bidding Data, Conditions of Contract);- Bidding Documents, Volume B, January 1999 (including Technical

Specifications);- Bidding Documents, Volume C (including Form of Bid + Appendix, Bid

Security, Bill of Quantities, etc.);- Bidding Documents, Volume D (Lot 1), December 1998 (including

Plan/Longitudinal Profiles, Standard Drawings, Setting-out Data, etc. on A3paper size);

- Bidding Documents, Volume E (Lot 1), December 1998 (including CrossSection Drawings km 80+550 to km 139+925 on A3 paper size).

Documents made available in electronic form (softcopies) by the designconsultant (COWI):- Hydrological / Hydraulic & Structural Report, Draft, July 1997, with several

Annexes- Design Standard Report, June 1997- Materials Report, July 1997;- Standard Prequalification Documents, Draft, July 1997;- Bidding Documents, Volume A+B+C, January 1999;- Report on Environmental Aspects, March 1999;

GO N DAR - DEBARK KOCKSROAD PROJECT I N G E N I E U R E

(iii) Maps and other relevant documents:- Topographical maps scale 1:50,000 and 1:250,000 of the project area

(purchased from the Ethiopian Mapping Authority);- Geological Map of Ethiopia scale 1:2,000,000 (Ministry of Mines and Energy);- National and sectoral policies (Environment Policy), Proclamations and other

related policy documents;- FDRE's Proclamation (No. 401/2004) on Appropriation of Land for Govt.

Works;- FDRE's Proclamation (No. 455/2006) on Expropriation of Landholdings for

Public Purposes and Payment of Compensation;- Feasibility Study of RSDPSP II, Seven Road Projects (Nekempte-Assosa,

Dembi-Gambela, Nazareth-Dodola-Goba, Woreta-Woldiya, Gondar-MerebRiver, Adigrat-Adiabun-Adwa, Dera-Mechara Roads), November 1999, KocksConsult GmbH of Koblenz/Germany in association with Metaferia ConsultingEngineers of Addis Ababa/Ethiopia;

- Addendum 1 to Feasibility Study of RSDPSP II, Seven Road Projects, FinalReport June 2000, Kocks Consult GmbH of Koblenz/Germany in associationwith Metaferia Consulting Engineers of Addis Ababa/Ethiopia.

(iv) ERA Manuals and Standard Documents are available with the Consultant fromprevious projects:- Site Investigation Manual - 2002;- Geometric Design Manual - 2002;- Standard Environmental Methodologies and Procedures Manual - 2002;- Resettlement/Rehabilitation Policy Framework - 2002;- Standard Technical Specifications - 2002;- Standard Detail Drawings - 2002;- Sectoral Policy for HIV/AIDS in Workplaces of ERA, June 2004;- Draft Road Safety Audit Manual, September 2004.

Further baseline references (policy papers, legislative, guidelines and studies relatedto road activities) are listed in the table in APPENDIX 2.

1.5.3 Review of the Existing Environmental Impact Assessment Study

The existing feasibility and environmental impact assessment study has recentlybeen prepared under the 'Eighteen Roads Project' in 2002/2003 (ref. Systra-MayO3).The review of the existing environmental study shows that it:

sufficiently covers information on the Ethiopian Policy, Legal and AdministrativeFramework including:- national policy and sectoral strategy background regarding environmental

protection in Ethiopia;- Proclamations which are currently in force or being developed (e.g.

Environmental Protection, Environmental Impact Assessment, EnvironmentalPollution Control);

- Government Institutions (Environmental Protection Authority, Regional andLocal Government Bodies, Environmental Protection Unit, ERA - EnvironmentalManagement Branch);

- related policies, strategies and support Programs for health, education, socialand training issues as well as institutional strengthening;

and, consequently, a few updates and supplements respectively are needed. Further,the existing study:* provides lengthy sections with overviews, descriptions, statistical data, etc. for the

whole of Ethiopia, which are only be partially required for the present Project;* includes sections with information on the regional context of Tigray and Amhara,

of which the relevant parts concerning the Amhara Region, where the present

GO N DAR - DEBARK KOCKS 4, R ROAD PROJECT I N G E N I E U R E

. includes description of the terrestrial fauna, flora, land use/cover and thesocio-economic characteristics of the "previous" project corridor, which wasthe Gondar - Shire road section, of which the relevant parts concerning thepresent Project, the Gondar - Debark road, have been extracted for review andupdate/supplement respectively.

Further, it was found that, however, a major shortcoming of the existingenvironmental study is that alignment improvements and realignments of theexisting design were completely disregarded, which has led to the following falseconclusions:- Sub-chapter '6.3.1 Population and Settlement Structure' of the existingenvironmental study (ref. Systra-MayO3):

'quote' Resettlement / Displacement of People: The settlements along theroad have respected the Right of Way of the present road and if new design willfollow the present alignment, the project will not have an impact makingnecessary resettlement or replacement of people. However, the detours andquarry sites will require temporary realignments and eventually temporaryresettlement/displacement of people living at the roadside. 'unquote'- Sub-chapter '6.3.4 Property Values' of the existing environmental study (ref.Systra-MayO3):

'quote' Loss of Agricultural Land and Natural Resources: Because the upgradingmainly follows the old road, not very much agricultural land will be permanentlylost. 'unquote'- Sub-chapter '6.3.8 Cultural Heritage, Archaeological Sites and Aesthetic ofLandscape' of the existing environmental study (ref. Systra-MayO3):

'quote' The road will not significantly degrade the cultural and aesthetic resourcesof the area, if mitigative measures towards excavations and other aspects areimplemented. Most monuments and areas will be off the road, but detour roadsfor example must be planned carefully to bypass (possible) excavation sites andno quarry sites can be located in this area. 'unquote'

Concerning resettlement requirements/displacement of people the existing design(ref. sub-chapter 3.7 of the Report on Environmental Aspects, COWI-T-97/99)already provides a list with a number of 15 buildings and 34 huts, which will beaffected by the proposed road upgrading. Further, the existing design for the roadupgrading includes a great number of alignment improvements, which will requirethe permanent dispossession of agricultural land.

Concerning cultural heritage/archaeological sites, ruins/buildings originating from thetime of the Italian occupation were found very close to the existing road and possiblyaffected by the existing design at existing road chainage km 13.1 and km 25.4,which is at design chainage km 12+500 and km 24+150 respectively (NOTE: TheTelecom building at the centre of Gondar is used as origin for the project stationing,i.e. chainage km 0.0).

1.5.4 Update of Environmental Impact Assessment (EIA)

Due to the above mentioned shortcomings of the engineering part of the existingfeasibility study (ref. Systra-MayO3), which does not include any details ofrealignments or required alignment improvements, the existing environmentalimpact assessment could neither deal with associated impacts on the physical,biological and socio-economic environment nor with the benefits.

In consequence, apart from tailoring and updating of the available generalinformation on the road section under the present Project, i.e. from Gondar toDebark, the present update/review of the EIA does not refer further to the existingenvironmental study and has been prepared newly and in accordance with the ERA

G NDAR -DEBARKKOC SG O NDAR-DEBARKKOCKS >4a ROAD PROJECT I N G E N I E U R E

AlternativesThere is no reasonable alternative to the proposed upgrading of the existing road

section from Gondar to Debark. However, during the review of the existing feasibilitystudy and the highway engineering studies respectively possible alternativealignments, i.e. realignments or alignment improvements, were investigated, studied

and analyzed/compared concerning their potential environmental and/or social

impacts (e.g. land requirement) and possible benefits (increased road safety, shorter

length of upgraded road, etc.). These highway engineering review/studies of the

present Project were undertaken parallel to the environmental review/studies andthe results achieved introduced to the evaluations in an inter-active process (see

sub-chapter 1.6).

Potential Impacts and Avoidance

During the afore-mentioned highway engineering and environmental review/studies

further optimisation of the existing design has been achieved since our philosophy is

to put EMPHASIS ON THE AVOIDANCE OF NEGATIVE IMPACTS rather than to tolerate

negative impacts and to mitigate/compensate them afterwards.

In summary it can be expected that the implementation of the proposed Project will

predominately have positive impacts outweighing the negative impacts.

Land RequirementThe major potential impact of the proposed road upgrading project on the

socio-economic environment and on the livelihood of the communities respectively is

due to the area(s) of land needed for widening/realigning the existing road and for

other purposes like temporary roads (detours, access roads), quarrying, borrow pit

and camping/camp sites. The land requirement will affect cultivated and grazing land

as well as trees. With regards to the dense population and the scarcity of cultivable

land, the land requirement is an important and crucial issue of the present Project.

Resettlement RequirementThe existing design for the proposed upgrading of the Gondar - Debark Road has

given due attention for not disturbing the urban sections with new realignment sites

so as not to cause relocation of houses and the existing socio-economic facilities. In

the rural sections the upgrading of the Gondar - Debark Road will entail the

relocation of a number of road side houses and fences due to increasing the width of

the carriageway and at some locations, due to horizontal and vertical alignment

improvement, construction of drainage structures, etc., which is assumed to be

contained with local level means and with modest outside support. However, the field

surveys also revealed that in some villages and the towns crossed by the Project

Road a number of houses and fences as well as utility lines seem to be quite close to

the existing Right-of-Way (ROW) and vulnerable for damage during the construction

phase.

Resettlement Action Plan (RAP)According to the assessment during the field investigations, the Gondar - Debark

Road Project is expected not to cause significant disruption to the inhabitants

residing along the Project Road and that, consequently, there is no need for

preparing a full-scale Resettlement Action Plan (RAP) as specified in ERA's

Resettlement / Rehabilitation Policy Framework - 2002.

This guideline states that 'quote' where only a few people (e.g., less than 100-200

individuals) are to be relocated, appropriate compensation for assets, logistical

support for moving, and relocation grant may be the only requirements (which

means not the preparation of full scale resettlement action plan). However, the

principles on which compensation is to be based are the same as for larger groups'iint,m--o' (co icv-n ciih-rhantpr 2.4.2). The Framework's threshold has been set to

()GO N DAR -D EBARKK CK\a' ROAD PROJECT I N G E N I E U R E

done on any proposed road development project. Road developments that entail therelocation of more than 200 individuals or about 40 households are expected to drawup a resettlement action plan. Those road projects that would displace less than 200individuals are not expected to come up with a detailed/full-scale RAP and insteadappropriate compensation measures for lost assets, arrangements for logisticalsupport and a relocation grant have to be determined.

In line with this and according to the TOR an "abbreviated" RAP and a detailed LandCompensation Planning will be prepared for the present Project.

Environmental Impact AssessmentUnder consideration of the 'ERA Standard Environmental Methodologies andProcedures Manual - 2002' and on the basis of information arising from the fieldsurveys, the documentation review and discussions with the key environmentalorganisations, potential impacts associated with project implementation andsubsequent operation have been reviewed/reassessed:(i) Flora and Fauna

The (relatively short) realignments of the Gondar - Debark road need carefulconsideration of key construction phase potentially adverse impacts. Otherenvisaged improvements/upgradings will be within the existing road corridor andadditional/new adverse impacts will be rather minor. Adverse impacts includepollution by construction plant and equipment, inducement of land sliding, arange of impacts associated with material exploitation and earthworks spoildisposal, and operational phase impacts arising from inadequate arrangementsfor road drainage discharge. These can be reduced to an acceptable level byincorporating suitable measures in the designs, and/or by ensuring thatadequate environmental protection clauses are included in the constructioncontract and that these are fully enforced during construction, through effectiveconstruction supervision.

(ii) Social AspectsAs mentioned above, the land acquisition/requirement to accommodate the newconstruction sections is expected to raise a number of social issues. Although thealignment through towns and villages will not be changed and a rather smallnumber of houses/buildings will be affected by the upgrading of the Gondar -Debark road, the resettlement of a number of households will be required. Theways in which the Project is expected to impact on each category (bothbeneficially and adversely) has been outlined, and is based on brief informalinterviews carried out in the communities along the project routes addressingindividual households, business entities, community leaders, governmentauthorities/administrators and relevant organizations.

(iii) Cultural Heritage/Archaeological SitesConcerning the above mentioned two locations where ruins/buildings from thetime of the Italian occupation were encountered, information on the historicalbackground has been collected and site surveys were performed to investigatethe extent of the location as basis for a (preliminary) assessment andcorresponding (preliminary) recommendation. All information has beenforwarded to the Centre for Research and Conservation of Cultural Heritage inAddis Ababa for review and comment.

For the update of the environmental impact assessment a comprehensive checklisthas been used covering the range of potential impacts which might be anticipated inconnection with any type of road construction projects. On-site, off-site, direct andindirect impacts, both beneficial and adverse, are considered. The significance ofpotential impacts is assessed subjectively, taking into account extent, duration,reversibility, likelihood of occurrence and severity: The latter referring to the degreeof change from the baseline state (existing/present condition).

_ GO NDAR -DEBARK KOCKS >K4_ R ROAD PROJECT INGENIEURE

Public Consultation / Town Meetings

During the field study different governmental bodies were contacted to discuss a

range of issues around the proposed road development. The discussions focused on

the benefits and possible discomfort during the road construction and other possible

implications. The various bodies that were contacted include:

- Zonal level administration (Gondar);

- Zone and Woreda level agriculture (BoA) & Natural Resource Development offices;

- ERA district office (Gondar);- Traffic police offices;- Municipality authorities, Woreda and Kebele administration officials of the towns

and Kebeles along the Project Road.

Discussions were also conducted at community level e.g. with Kebele administration

officials and groups/individuals who were met along the Project Road so as to get

their impression on the proposed road upgrading. The discussion at this level mainly

focused on knowing the general attitudes of the public towards the proposed road

project, its implication on the livelihood of the communities, and to identify possible

negative and positive socio-economic impacts.

Joint session town meetinQs (ERA, Consultant, town administration officials,

officials/representatives from Woreda and Kebele) were held in order to have a

common understanding of the town's future development plans and the proposed

benefit enhancement measures of the envisaged Project. In general the purpose of

the town meetings is:- to provide information on the objectives of the proposed/planned Gondar - Debark

Road Project in general and in particular for the town passages;

- to discuss about possible impacts on public/social facilities, pedestrians and

housing units in the towns located along the Project; and

- to obtain first hand information on possible problems (e.g. drainage, parking,

accident/traffic safety issues) and planned developments, which solutions and

requirements may be considered in the subsequent review/update of the

engineering designs (Project Phase 2), and the planning of mitigation and benefit

enhancement measures respectively.

Traffic Safety

The Ethiopian road accident/casualties statistics as well as recent studies show that

the road/traffic safety situation in Ethiopia is one of the worst in the world. A general

problem is the poor driving skills (e.g. speeding, cutting curves, risky overtaking)

associated with lack of discipline (e.g. neglecting traffic regulations) as well as

inadequate technical condition of the vehicles (e.g. non functioning brakes). More

than 90% of the fatalities of road accidents are pedestrians and (bus) passenger.

The above described road/traffic safety problems could also be observed during the

field surveys and in many respects the existing road from Gondar to Debark is

lacking basic road/traffic safety requirements.

Chaotic situations prevail in the town and village passages and in particular at and

around market/business places, where apart from the existing carriageway no other

facilities exist (e.g. spaces for parking, bus stop) and due to the badly disciplined

pedestrians as well as motorists, the road is crowded with people, vehicles and

livestock through which heavy vehicles, busses, etc. have to force their way with an

extremely high risk of accident, since drivers show very little consideration for

pedestrians, the most vulnerable to traffic accidents.

A thorough review of the existing design including tender documents concerning

traffic safety measures has to be done and recommendation to be prepared for

required modifications or supplements in order to provide an adequate road and- ----- M--

GO N DAR - DEBARK KOCKS ,ROAD PROJECT I N G E N I E U R E

Mitigation Planning / Benefit Enhancement MeasuresPrinciple ObjectiveBased on the results of the above described environmental impact assessment theConsultant has updated and/or developed:- appropriate/suitable avoidance measures to protect as far as possible the

environment from adverse impacts; and- cost effective mitigation measures to minimise adverse impacts for those

negative impacts which cannot be avoided;for consideration in the review of the engineering designs as well as thetender/bidding documents for the works contract (Project Phase 2).

Avoidance, Mitigation and Benefit Enhancement Measures of the DesignUnder consideration of possible site constraints a number of environmentalavoidance and mitigation measures were checked whether they are already part ofthe existing design or have been recommended for, as far as possible, considerationin the review of the engineering design (Project Phase 2):- Widening of the road to one side of the existing road.- Existing alignment through towns and villages not to be changed and the most

appropriate location of the new centre line to be determined in order to avoidexisting houses as much as possible.

- Special erosion protection measures of embankment slopes.- An appropriate drainage system with adequate erosion protection.

Further, with reference to the respective town development master plans, if any, orthe results of the town meetings, benefit enhancement measures have beenrecommended for, as far as possible, consideration in the review of the engineeringdesign (Project Phase 2) including:- Widening and paving of shoulders (e.g. 2.0 to 2.5 m) in towns/villages and their

vicinity for non-motorised traffic.- Provision of kerbed pedestrian walkways, where adequate/required.- Provision of speed calming measures at the entrance of towns/villages and, where

required, in addition at long straight sections of town/village passages.- Lay-byes and parking bays/lanes in towns/villages.- An appropriate drainage system for the town/village passages.- Lay-byes/stopping points at touristic interesting locations (e.g. scenic viewpoints

and the mentioned Italian ruins).

Avoidance and Mitigation Measures of the Tender / Contract DocumentsIn order to reflect the particular project requirements, recommendation has beenprepared for relevant articles and clauses concerning protection of the environmentas well as health and safety issues for inclusion in the conditions of contract,technical specifications and bill of quantities (Project Phase 2, tender/biddingdocument preparation), as for example:- Safety, security and protection of the environment;- Security of the site;- Waste management plan (e.g. waste and sewage treatment);- Accommodation of traffic during construction (e.g. traffic-control and traffic-safety

devices, reinstatement of deviations);- Treatment/reinstatement of quarries, borrow pits, stockpile and spoil areas;- Handling, transportation, storage and use of harmful substances and explosives;- Reinstatement/recultivation of abandoned road sections in realignments;- etc.

GONDAR -DEBARK KOCKS\' ROAD PROJECT I N G E N I E U R E

Environmental Management and Monitoring Plan, Institutional CapacityEnvironmental management and training is required to support the successfulimplementation of the recommendations of the Mitigation Planning.

An Environmental Management Plan (EMP) has been prepared outlining mitigationand monitoring activities/responsibilities and which acts as a guide to those planning,preparing, constructing and operating the proposed Project. Environmentalmanagement activities will be required for the following subsequent project phases:- Review of engineering design and tender document preparation;- Implementation preparation phase;- Implementation/construction period; and- Road in operation/service and maintenance phase.

Finally, environmental mitigation measures can only be as good as the managementand monitoring capacity and environmental sensitivity of the agencies responsiblefor the implementation of projects. Required environmental expertise is alreadyavailable with ERA's EMSB and ROW branches. However, a brief evaluation of theexistence, function and experience of environmental monitoring and managementunits / departments at the various administrative levels has been prepared and, asfar as deemed necessary, recommendations are made concerning the requiredstrengthening of such units / departments and the training of staff in order to assurethat the construction and operation of the Gondar - Debark road and other roads inthe Country will be environmentally sustainable in the long run (see chapter 7).

1.5.5 Checklist of the Valued Environmental Components

To assessment potential impacts and the resulting changes of the environmentcaused by the implementation of the Project, the following check list with ValuedEnvironmental Components (VEC) has been used.

Table: 1: Valued Environmental Components (VEC)

Main VEC Potential Impacts Changes due to the Impacts

Indigenous vegetation; Deforestation; Affected Biodiversity (In situ imbalance);Wildlife & birds; Ecological imbalance; Noise, disturbance; migration & loss ofLand degradation; Soil erosion & compaction; wildlife;Soil moving; Stability, texture & More gullies and high cost of maintenance;

drainage; Compaction & water logging, affecting farms;Run off; Erosion; Loss of fertile top soil;Land sliding; Rolling stones & clipping Life and property damage;Borrow pit/quarry; off; Breeding place for pest & noise disturbance;Quarry pollution; Stagnant water; Disturb, farm compaction, land for access

Dust & noise, land taking; road;

Watershed area; Water head disturbance; Affected water quantity & quality;Occupational diseases; Water borne vectors; Reduce labour efficiency & work, medicalWater diversion; Hindering crossing of land; cost;Land tenure; Slow operation/progress; Reduced water flow to down stream;

Delay in relocation & land compensation;On Farm Assets; Relocate to proper places; Delay in construction/compensation;Grazing land; Livestock feed; Reduced grazinglands, income decline;Cultural values; Grave yards/worship; Community complain and delay construction;Biodiversity pockets Conservation Affected gene pool & rare species,

archaeological sites;Camping; Sanitation, disease Waste disposal, exotic pollution;Local employment; outbreak; Conflict & dispute and affect work outputs;Marketing. Influx of people, equity; High price & industrial products scarcities.

Limited resource conflict.

GO N DAR - DEBARK KOCKS(00 ROAD PROJECT INGENIEURE

1.5.6 Environmental Field Surveys and Inventories

InventoriesIn order to assess the general socio-environmental condition and possible impacts ofthe proposed road project, a comprehensive field survey was carried out includingdiscussions with the appropriate stakeholders and community members at differentlocations along the Project Road. All sections of alignment improvements andrealignments respectively as included in the existing design of the Gondar - Debarkroad were investigated in order to assess potential impacts. Furthermore potentialadverse environmental impacts arising from project design (existing and the laterreview), implementation and subsequent operation have been identified.

Discussion with Different StakeholdersDuring the field study different governmental bodies were contacted to discuss arange of issues around the proposed road development. The discussions focused onthe benefits and possible discomfort during the road construction and other possibleimplications. The various bodies contacted include:- Woreda administration Amba Giorgis;- Woreda administration Dabat;- Woreda administration Debark;- Municipality authorities of the major towns along the Project Road (Gondar, Amba

Giorgis, Dabat, Debark).- ERA district office (Gondar);

A list of organisations and individuals contacted during the field surveys is presentedin APPENDIX 3.

Community Level DiscussionA series of discussions were conducted with groups of individuals met along theProject Road so as to get their impression on the proposed road upgrading. Thediscussion at this level was focused on knowing the general attitude of the publictowards the proposed road project, its implication on the livelihood of thecommunities, and to identify possible negative and positive socio-economic impacts.

1.6 Alternatives

1.6.1 Available Information on Study of Alternatives

Apart from a brief statement 'quote' to provide geometry and ... pavement adequateto the expected AADT during the years 'unquote' the existing feasibility andenvironmental study of the Gondar - Shire road (ref. Systra-FS-MayO3) does notinclude any details of studied and analyzed alternative road corridors, alternativealignments, realignments or required alignment improvements nor their potentialenvironmental impacts (e.g. land requirement) and possible benefits (increased roadsafety, shorter length of upgraded road, etc.).

1.6.2 Start and End Points of the Gondar - Debark Road Project

History of existing Project Starting PointAccording to the existing Design Standard Report (ref. COWI-T-97/99) the Telecombuilding at the center of Gondar was used as origin for the project stationing, i.e.chainage km 0.0, and the original starting point of the Road Upgrading Project wasdefined where the gravel road begins, which is at chainage km 2.3. Following a siteinspection of representatives of the ERA and the design consultant in April 1997, theERA intended that the starting point should be at the Gondar Telecom building.

Since the mapping by photogrammetric method and field surveys were already

GONDAR -DEBARK KOCKS 3ROAD PROJECT I N G E N I E U R E

field works, it was agreed by the parties to start the design project as far as therewas available photo flight/mapping coverage, i.e. at design chainage km 1+570,which is shortly before the Town Gate located at the junction of the access road tothe Goha Hotel.

Present Project Starting PointThe existing starting point, which was decided upon by the afore-mentionedunfortunate circumstances, is located just somewhere in the end section of theGondar town passage where it cannot provide a proper connection/transition to theexisting road. With regards to the existing congested situation there, this isconsidered as extremely hazardous with particular concerns about the densenon-motorized traffic (i.e. pedestrians, horse carts) including a great number ofstudents going/coming from the nearby high school. Therefore, as the logical andappropriate starting point of the present Project the Martyrs Square in Gondar hasbeen recommended, the big roundabout 720m from the Gondar Telecom building. On27 January 2006 this issue was discussed in the town meeting with the Gondar TownCity Services Manager, where it was learned that the improvement of this roadsection is also part of the Gondar Town Development Master plan.

The congested and extremely hazardous situation in Gondar, where the total trafficvolume of both roads, the Gondar - Humera road and the Gondar - Debark road,has to pass as well as other technical requirements for the above describedrecommendation of the Project Starting Point were discussed with the ERA. As aresult the start at the Martyrs Square in Gondar has been approved with letter ref.no. ACHI/50/11-722 dated 16 February 2006.

Consequently, the 850m long road section from the Martyrs Square to the start ofthe existing design is to be included in the 'Review of Feasibility Study' (presentProject Phase 1) as well as in the 'Review of Detailed Design' (Project Phase 2).

Present Project End PointUnder consideration of environmental/social and technical aspects the end of theGondar - Debark Road Project has been determined at design chainage km 99+900(existing road chainage km 102.9) in order to provide a bitumen surfaced roadthroughout the Debark town passage including the complete drainage system and tohave a location where smooth/safe connection/transition to the continuation of theexisting gravel road can be provided.

1.6.3 Engineering and Environmental Alignment Study

The highway engineering and environmental study of the proposed road alignment ofthe existing design (ref. COWI-T-97/99) has identified seventeen locations whereimprovement/modification is recommended with regards to more appropriate designelements aiming increased traffic safety and/or the reduction of environmentalimpacts as well as construction cost. In order to determine the most appropriatetechnical and environmental solution the final investigation, study andanalysis/comparison for optimization of these seventeen locations/sections werecompleted in an inter-active process with the environmental field studies in January2006 as described below.

Six of these locations have been identified, where an improvement/modificationof the existing design is required in order to avoid/minimise potential severeimpacts particularly on the socio-economic environment, i.e. houses and smallsettlements/hamlets which may not have existed during the preparation of theexisting design in 1997. As part of the highway engineering study the requiredrealignments at these locations/sections were studied and determined on the spot.In summary the Engineering and the Environmental Alignment Study achieves aconsiderable reduction of land take as well as the avoidance of 37 houses (30

GO N DAR - DEBARK KOCKS40 ROAD PROJECT I N G E N I E U R E

Chainage km 0+720m to km 0+950As the new project starting point lies in the town area of Gondar most of the naturalsoils are already sealed by the existing asphalt road surface. Hence potential impactsare expected mainly on socio-economic issues.Along the first about 100m from the Martyrs Square there are 23 kiosks located onthe right hand side of the road. These kiosks were erected with the assistance of theGondar municipality. In interviews with the people running these kiosks it waslearned that they have spend up to 3,275 Birr for the construction/erection of a kioskand that the kiosk business is in most cases the only income for their families.Therefore, these kiosks have to be maintained and the area required for them to beconsidered in the detailed engineering designs (Project Phase 2).In the continuation of the road there is a row of 17 houses on the left hand side ofthe road and the majority of which will need to be relocated due to the requiredwidening of the Project Road. In the meeting with the Gondar municipality it waslearned that these houses were provided by the Kebele and their relocation is alreadyconsidered in the town's development master plan. Since this road section in Gondaris not part of the existing design, the exact extend of the required relocation ofhouses can, however, only be determined after the detailed engineering designshave been prepared (Project Phase 2).

Chainage km 2+400 to km 3+400Dense local traffic can be observed on this road section between Gondar and Welekawith the majority of non-motorised traffic (i.e. pedestrians, horse carts). With theaim to increase the traffic safety the existing design speed of 85 km/h and thehorizontal curve radii respectively are reduced referring to a design speed of 50 to60 km/h, appropriate for this section of the road.The new/alternative alignment follows more closely the existing road which alsoconsiderably reduces the required land take, the loss of natural soils and vegetationfor this section.

Chainage km 10+000 to km 11+600 (Shembekit Alternative)The existing design follows the loop of the existing road alignment from chainagekm 10+000 to km 11+600 indicating a possible short cut (see Drawing A inAPPENDIX 6). The Shembekit alternative achieves a reduction of length of about600m, but, however, requires substantial earthworks with a cut section of up to 20mdepth.A final conclusion on this alternative can only be made on a comparison of the resultsof the economic analysis and under consideration of environmental requirements.A preliminary estimate shows a loss of agricultural land of about 15,000m2 on thesouthern slope of the hill to be crossed. The northern slope is more or less degradedby severe soil erosion. Replacement of about 6,000 to 7,000m2 land could beprovided by renaturation of an abandoned existing road section north of the said hill,but the quality of this land would be not comparable to the lost portion. Thereforeand in case of a positive result/recommendation of the economic analysis, aprecondition for the Shembekit alternative is to fully replace the lost agriculturalland, for which the area of the nearly abandoned ERA sub-camp in Shembekit shouldbe used and to provide appropriate prevention/protection measures for theremaining land.

Chainage km 17+450 to km 18+100 and km 17+150 to km 18+350A single radius of R=160m has been determined for the horizontal curve to replacethe combined radius R=280m/145m/230m with the aim to increase the traffic safetyand driving comfort respectively.The vertical alignment/gradient has been modified from chainage km 17+150 tokm 18+350, which will improve the traffic safety (sight distance) and reduce the

. - |. .- - --- - - -L- . .- .1 __ I I . . - - _ -- -- -I 1 - .- - - - - -I

gj GONDAR -DEBARK KOCKSROAD PROJECT I N G E N I E U R E

The modified horizontal and vertical alignments are contributing to a reduction of the

environmental impact (i.e. less fill sections and, consequently, less impact onagricultural land and natural soils).

Chainage km 26+750 to km 27+850

The alignment of the existing design is crossing with a 10m deep cut the smallsettlement/hamlet (Abi Nuara Village) from chainage km 27+300 to km 27+400 andanother 2 houses at km 27+500. In order to avoid the removal and relocation ofthese 10 houses and 7 households respectively, the alignment has to bemodified/amended (see Drawing B in APPENDIX 6)

In addition to the avoidance of the afore-mentioned houses, the modified alignmentresults in a reduction of the land take (less impacts on soils) as well as of theearthworks quantities and construction cost respectively.

Abi Nuara ViIkM s *

a- -.

4 - 4


The alignment of the existing design is crossing with an 8m deep cut a row of 3

houses (3 households) from chainage km 32+150 to km 32+350 in Chiginu village.In order to avoid the removal and relocation of these houses as well as the deep cut

section in the village passage, the alignment has to be modified/amended.

For the required modification/amendment of the alignment horizontal curve with

R=230m is extended at chainage km 32+074 and an appropriate sequence of twocurves follows to join the existing design at chainage km 32+500 (see Drawing C in

APPENDIX 6).In addition to the avoidance of the afore-mentioned houses, the modified alignmentresults in a reduction of the impacts on soil and natural vegetation as well as of the

earthworks quantities.


From chainage km 33+250 to km 33+440 the alignment of the existing design is

crossing the periphery of Amba Ras. In order to avoid the removal and relocation of

4 houses (4 households) at this location, the alignment has to be shifted about 25mto the south-west (see Drawing C in APPENDIX 6), from the left side of the existingroad to the right side of it.


Just south-east of Amba Ras the alignment of the existing design is crossing with a

fill section an agricultural area from chainage km 33+750 to km 33+900 followed byr; 1-n 7m Hrlon riit from rhninanp km 33+950 to km 34+150, which would require

GO N DAR - DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

In order to avoid the rather large area of agricultural land (approximately 4,000 m2 )

as well as the removal and relocation of the above mentioned houses, the alignmenthas to be modified/amended as follows (see Drawing C in APPENDIX 6). Fromchainage km 33+600 on the alignment follows for a length of about 350m theexisting road and has a new alignment section north of the elevated area with theabove described 4 houses, which is a rocky area with limited agricultural use.

The modified/amended horizontal alignment will also provide an appropriateratio/sequence of curves to the following curve improvement from chainagekm 34+550 to km 34+950, which will increase traffic safety and driving comfortrespectively.

Chainage km 34+550 to km 34+950With regards to the 1.9 km long straight section from chainage km 34+900 tokm 35+800, where vehicles may build up speed, the horizontal curve radius atkm 34+700 was increased from R=230m to R=350m in order to increase the trafficsafety and driving comfort respectively (see Drawing C in APPENDIX 6).

The determined improvement of the alignment results in a moderate increase of landtake (grasing land), which is deemed tolerable with regards to the achieved increasein traffic safety.

Chainage km 37+974 to km 38+640The elimination of two vertical curves at chainage km 38+550 (crest curve) andkm 38+620 (sag curve) will improve the traffic safety (sight distance) and reducethe construction cost (earthworks/fill quantities, lengths of culverts no. C-160A andC-1061A).The modified vertical alignment is contributing to a reduction of the environmentalimpact (i.e. loss of soil).

Chainage km 47+700 to km 49+100The "broken back" left hand curve (R=180m/R=145m) and the following combinedradius right hand curve (R=160m & R=400m) are replaced by single radiushorizontal curves with R=180m and R=150m respectively to increase the trafficsafety and driving comfort respectively (see Drawing D in APPENDIX 6).

With regards to traffic safety additionally the horizontal curve with radius R=145mfrom chainage km 48+860 to km 49+091 is replaced by a R=200m in order toprovide an appropriate ratio to the following curve radius R=285m.The determined improvement of the alignment results in a moderate increase of landtake, which is deemed tolerable with regards to the achieved increase in trafficsafety.

Chainage km 51+800 to km 52+200With regards to the smooth horizontal alignment and in order to provide appropriatesight distance (traffic safety) respectively the vertical curve radius has to beincreased, which will lower the road level by 0.77m resulting in a moderate increaseof the earthworks quantities.The determined improvement of the vertical alignment results in a minimal increaseof land take, which is deemed tolerable with regards to the achieved increase intraffic safety.

Chainage km 77+450 to km 77+900The existing design includes a very generous vertical curve involving an about 5mdeep cut in rock material. A reduced vertical curve radius has been determined withthe aim to reduce the earthworks quantities (approximate 11,000m3) andconstruction cost respectively.The determined improvement of the vertical alignment results in a reduction of land

G O NDAR-DEBARK KOCKSROAD PROJECT INGENIEUR E


In order to maintain the existing arch bridge across the Chira river, the existingdesign includes a horizontal right hand curve with radius R=145m from chainagekm 80+567 to km 80+841. With regards to traffic safety and driving comfortrespectively this radius is replaced by a R=250m in order to provide a reasonableratio to the neighbouring curve radii (see Drawing E in APPENDIX 6).

The existing arch bridge shall be maintained as a monument and a box culvert in thenew alignment will be adequate to discharge the design flood of 10.4 m3/s.


The existing design shows a vertical alignment with an about 4m deep cut for alength of 250 to 300m in the Arbatensa village passage. In order to avoid acut profile in the village area the vertical alignment/gradient has been modified tofollow closely the existing ground level, which will also reduce earthworksquantities/construction cost.Further, the existing design shows an improvement of the horizontal alignment in theArbatensa village passage with the consequence that the horizontal alignment,chainage km 89+747 to km 90+533, is shifting the new road towards the houses atthe northern side of the existing road. In order to avoid those houses the horizontalalignment needs to be modified slightly to follow more closely the existing shape ofroad.With this modification/amendment of the new road alignment (see Drawing F inAPPENDIX 6) a severe social impact can be avoided, i.e. the removal and relocationof 9 houses and 7 household respectively can be avoided, and in addition the villagewill not be divided by a deep cut.


With regards to the smooth horizontal alignment and in order to provide appropriatesight distance (traffic safety) respectively the vertical curve radius has to beincreased, which will result in a 0.9m deeper cut for about 150m length and whichcan be further optimised/reduced by modification of the approaching gradientsection.The determined improvement of the vertical alignment results in a minimal increaseof land take, which is deemed tolerable with regards to the achieved increase intraffic safety or may be compensated by the above mentioned optimisation of theapproaching gradient section.


In the end section of the Debark town passage the existing design includes animprovement of the existing road by a series of horizontal curves with radii in therange of R=lOOm to R=150m, which refer to a design speed of 60 to 70 km/h. Thisalignment improvement is considered to be beyond the requirement of this aboutone kilometre long section since it entails with high fills (up to 9m) and deep cuts (upto 6m) a considerable land take (including removal of about 7 houses) in thiscongested area.Consequently, the new/alternative alignment follows more closely the existing road(see Drawing G in APPENDIX 6) with horizontal curve radii referring to a designspeed of 50 to 65 km/h, which is deemed by far appropriate for this section of theroad to be considered as part of the Debark town passage. As a result the land take(including houses) can considerably be reduced associated with reduced earthworksquantities and an increased traffic safety due to the reduced design/vehicle speed.

GONDAR -DEBARK KOCKS G D RD A(4 ROAD PROJECT INGENIEURE

2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 National Policy and Strateaies

2.1.1 The Constitution

As the major binding document for all other derivative national and regional policies,

laws and regulations, the Constitution of the Federal Democratic Republic of Ethiopia,

Proclamation 1/1995, has several provisions, which have direct policy, legal and

institutional relevance for the appropriate implementation of the resettlement action

plans, which are being prepared by the Ethiopian Roads Authority.

Article 40.3 of the Constitution states the public ownership of both rural and urban

land as well as all natural resources. It further states that land is the common

property of the Ethiopian people and cannot be subject to sale or to other means of

exchange. Moreover, ownership of land is vested in the State and the people while

rural and urban dwellers have only use rights over land. A use right gives the user of

the land the right to use the land and the right to benefit from the fruits of her/his

labor which may be crops, trees, etc. found on the land or any permanent works

such as buildings etc.

Article 44 provides that all persons have the right to a clean healthy environmentand further emphasizes that the pollutant shall pay in violating the basic right. Article

92 states that all Ethiopians shall live in clean and health environment; no damageor destruction happened to those basic environmental rights. People have the right

to full consultation and the community has the right to express its views in the

planning and implementation of environment policies and deals with the projects that

directly affect them. The Government and citizens shall have the duty to protect the

environment and mitigate the affected parts. All those aspects have to be consideredin infrastructure development and road projects respectively as explicitly stated in

the Road Transport Guidelines (EPA, 1996, Environmental Law, 2003 and the

Conservation Strategies of Ethiopia I, II and III).

Further, Article 44.2 of the Constitution indicates that interventions for public goods

that cause the displacement of people or adversely affect the livelihood of the local

population shall give the right to commensurate monetary or other means of

compensation including relocation (resettlement) with adequate State assistance.

This provision has a strong relevance to the resettlement action plan that ERA

undertakes while involved in road projects. The provisions in the constitution clearlystates Government's obligation not only to compensate for the works on land createdby the labour and capital of land users but also to compensate for the lost land

through resettling the affected individuals/communities by the State programs withadequate assistance.

2.1.2 Conservation Strategy of Ethiopia (CSE)

Since the early 1990s, the Federal Government has undertaken a number of

initiatives to develop regional, national and sectoral strategies for environmentalconservation and protection. Paramount amongst these was the ConservationStrategy of Ethiopia (CSE, 1996), which provided a strategic framework forintegrating environmental planning into new and existing policies programs andprojects.

The CSE is an important policy document which views environmental managementfrom several perspectives, particularly recognizing the importance of incorporatingenvironmental factors into development activities from the outset, so that plannersmay take into account environmental protection as an essential component of

e) `GONDAR -DEBARK KOCKS ,) ROAD PROJECT I N G E N I E U R E

2.1.3 The Environmental Policy of Ethiopia

The Environmental Policy of Ethiopia (EPE) has provisions quite relevant to road and

transportation projects concerning impact assessment, resettlement and

rehabilitation issues. The major elements are:

* to ensure that environmental impact assessments (EIA) consider not only physical

and biological impacts but also address social, socio-economic, political and

cultural conditions;* to recognize that public consultation is an integral part of an EIA (Proclamation

299/2002, Part Five-Article 15, Public Participation) and ensure that EIA

procedures make provision for both an independent review and public comment

before consideration of decision makers;* to ensure that an environmental impact statement always includes mitigation

plans for environmental management problems and contingency plans in case of

accidents;. to ensure that, at specified intervals during the project implementation,

environmental audits regarding monitoring, inspection and record keeping take

place for activities where these have been required by the Environmental Impact

Statement (Proclamation 299/2002, Part Four-Articlel2, ImplementationMonitoring);

* to ensure that preliminary and full EIAs are undertaken by the relevant sectoral

ministries or departments, if in the public sector, and by the developer, if in the

private sector, in accordance with Proclamation No. 299/2002 in order to predict

and manage the environmental effects of proposed development activities and

resulting in modification or termination of its design or ongoing

construction/operation;* to create by law an EIA process which requires appropriate environmental impact

statements and environmental audits for private and state development projects;

* to establish the necessary institutional framework and determine the linkages of

its parts for undertaking, co-ordinating and approving EIAs and the subsequent

system of environmental audits required to ensure compliance with

conditionalities;* to develop detailed sectoral technical guidelines in EIAs and environmental audits;

. to ensure that social, socio-economic, political and cultural conditions are

considered in environmental impact assessment procedures and included in

sectoral guidelines; and* to develop EIA and environmental audit capacity and capability in the

Environmental Protection Authority, sectoral ministries and agencies as well as in

the regions.

2.1.4 Sectoral Environmental Policies

Several detailed sectoral environmental policies are currently in various stages of

preparation and of particular note are the following:

Water Resource Policy

The Ministry of Water Resources has formulated the Federal Water Resource Policy

for a comprehensive and integrated water resource management. The overall goal of

the water resources policy is to enhance and promote all national efforts towards the

efficient and optimum utilization of the available water resources for socio-economicdevelopment on sustainable bases. The policies are to establish and institutionaliseenvironment conservation and protection requirements as integral parts of water

resources planning and project development.

GONDA R -DEARKKO CKS >izi ROAD PROJECT INGENIEURE

Wildlife PolicyIt was developed by the Ministry of Agriculture whose prime objective is thepreservation, development and sustainable utilisation of Ethiopia's wildlife resourcesfor social and economic development and for the integrity of thebiosphere/biodiversity. This is at present in draft form, and covers a wide range ofpolicies and strategies relating, amongst others, to wildlife conservation andprotected areas with four categories from the highest protection ranking 'NationalPark', followed by 'Game Reserve' and 'Sanctuary' to 'Controlled Hunting Area'.

Proclamation on Conservation, Development and Utilization of ForestsThis Proclamation was issued in 1994 (Proclamation No. 94/1994) to provide for theConservation, Development and Utilization of Forests. The objective of thisProclamation is to provide the basis for sustainable utilization of the country's forestresources. The Proclamation categorizes types of forest ownership (State, regionaland private forests). It provides the power for designation, demarcation, andregistration of forests to the Ministry of Agriculture and Regional Governments. TheProclamation then goes on to give some specific direction for the utilization of Stateand Regional Forests, and lists prohibited activities within protected forests.

National Population PolicyThis Policy was issued in April 1993 and aims at closing the gap between highpopulation growth and low economic productivity through a planned reduction inpopulation growth combined with an increase in economic returns. With specificreference to natural resources, the main objectives National Population Policy are:- Making population and economic growth compatible and the over-exploitation of

natural resources unnecessary;- Ensuring spatially balanced population distribution patterns, with a view to

maintaining environmental security and extending the scope of developmentactivities;

- Improving productivity of agriculture and introducing off-farm non-agriculturalactivities for the purpose of employment diversification; and

- Maintaining and improving the carrying capacity of the environment by takingappropriate environmental protection and conservation measures.

National Policy on WomenThis Policy was issued in March 1993 emphasizing that all economic and socialprograms and activities should ensure equal access of men and women to theCountry's resources and in the decision making process so that they can benefitequally from all activities carried out by the Federal and Regional Institutions.

2.1.5 Land Tenure

Land is the property of the state/public and does not require compensation. Theland Proclamations 31/1975 of rural land and 47/1975 of urban land stated thatthe Government holds the ownership of land. The constitution of 1995 alsoretained land ownership under the Ethiopian people. Buying, selling or exchangingto other means is prohibited, however, tenure rights and leasing of use rights toor from others is ensured. Article 7(72) of proclamation 4/1975 states that theGovernment shall pay fair compensation for property found on the land, but theamount of compensation shall not take any value of the land into account,because land is owned by state.

Proclamations No. 80/1997, article 6.18 and No.55/1993, article 5, 2(k), statethat ERA shall use, free of charge, land and such other resources and quarrysubstances for the purpose of construction of highways, camp, storage ofequipment and other required services, provided, however, that it shall pay

GNDAR -DEBARKKOCS&G O NDAR-DEBARKKOCKS >Oa ROAD PROJECT INGENIEURE

Proclamation No.455/2005 is addressing the procedures and the responsibilities ofthe implementing agencies for the expropriation of land holdings for public purposes,and the procedures for valuation of properties and for the determination andpayment of appropriate compensation.

The Right-of-Way (ROW) is the land allocated and preserved by the law for the publicuse in road construction, rehabilitation and maintenance work. For example in theERA Geometric Design Manual - 2002 (Tables 2-3 through 2-7) 50m width on eitherside of the road centreline fall into the legal ROW for roads of Design Standards DS1to DS5. Thus, property within those limits could be removed/demolished by the roadauthority without public consultation.

2.2 Environmental Leaislation Framework

The Federal Government has recently approved three Proclamations. These representa framework building on the policies and strategies set out in the CSE and the EPE,which sets out basic and general provisions for the regulation of environmentalmatters and is proposed to be supplemented in due course by more sector-specificlegislation.

The following three proclamations are currently enforced by the EPA:- Proclamation No. 298/2002 on Establishment of Environmental Protection Organs;- Proclamation No. 299/2002 on Environmental Impact Assessment; and- Proclamation No. 300/2002 on Environmental Pollution Control.

2.2.1 Proclamation on Establishment of Environmental Protection Organs

This Proclamation No. 298/2002 re-established the Environmental ProtectionAuthority (EPA), Sectoral and Regional environmental units and agencies.

The objective of this Proclamation is to formally lay down the institutionalarrangements necessary to ensure environmentally sustainable management anddevelopment, both at Federal and at Regional level. A series of institutionalmandates, which extend the powers and duties of the EPA beyond those defined inthe enabling legislation, which established this body.

2.2.2 Proclamation on Environmental Impact Assessment

The aim of this Proclamation No. 299/2002 is to make an EIA mandatory forspecified categories of activities undertaken either by the public or private sectorsand is the legal tool for environmental planning, management and monitoring.

The Proclamation elaborates on considerations with respect to the assessment ofpositive and negative impacts and states that the impact of a project shall beassessed on the basis of the size, location, nature, cumulative effect with otherconcurrent impacts or phenomena, trans-regional context, duration, reversibility orirreversibility or other related effects of a project. Categories of projects that willrequire full EIA (given in an Annex to the Proclamation), not full EIA (some negativeimpacts expected but not too serious) or no EIA (for reasons of "special" or"overriding interests").

To affect the requirements of this Proclamation the EPA issued an 'EnvironmentalImpact Assessment Guideline Document (May 2000)', which provides in depth detailto the EIA process and its requirements. The Guideline follows the conventionalpattern adopted in many other countries and makes provision for screening,scooping, identification and evaluation of impacts, the development of environmental

GONDAR -DEBARK KOCKSROAD PROJECT INGENIEURE

2.2.3 Proclamation on Environmental Pollution Control

This Proclamation No. 300/2002 is mainly based on the right of each citizen to havea healthy environment, as well as on the obligation to protect the environment of theCountry and its primary objective is to provide the basis from which the relevantambient environmental standards applicable to Ethiopia can be developed, and tomake the violation of these standards a punishable act. The Proclamation states thatthe "polluter pays" principle will be applied to all persons. Under this proclamation,the EPA is given the mandate for the creation of the function of EnvironmentalInspectors. These inspectors (to be assigned by EPA or regional environmentalagencies) are given the authority to ensure implementation and enforcement ofenvironmental standards and related requirements. In addition to this, ProclamationNo. 200/2000 addresses public health issues.

2.3 Institutional and Administrative Framework

2.3.1 Federal and Regional Administration

The Federal Democratic Republic of Ethiopia comprises of the Federal states withnine Regional State members. The Federal Government acts from the centre to theregions and localities, and its respective duties and authority including fiscal mattersat the different levels (Federal, Regional and Local) have been defined by theConstitution.

The duties and responsibilities of the Regional States include planning, directing anddeveloping social and economic programs as well as the administration, developmentand protection of natural resources of their respective regions. The basicadministrative units in each Regional Government are the Woredas, which sub-unitsare the Kebeles in urban areas and farmers associations in rural areas. Further,based on their authority and responsibilities the regional governments haveestablished Sectoral Bureau, Commissions and Authorities.

2.3.2 Environmental Protection Authority (EPA)

One of the environmental policies of the EPA is to protect and rehabilitate thefundamental causes that lead to degradation, adverse effects and determinemitigation measures. The policy is usually integrated and compatible to fit to a longterm economic development strategy known as agricultural development-ledindustrialisation (ADLI) and other key policies. As per sub-article 2 of article 6 ofProclamation No.9 of 1995, environmental development and management as well asprotection in Ethiopia are designated. In this case the socio-environmentalassessment needs to be reviewed and incorporated into different road projectphases: at designing & planning, construction, monitoring, post-project evaluationand maintenance phases.

2.3.3 Ethiopian Roads Authority (ERA)

The Ethiopian Roads Authority (ERA) was established in 1951 through proclamationNo.63/1963 with responsibilities for the construction, improvement and maintenanceof the Country's road network. The highest body in the management hierarchy is theboard.

Environmental Monitoring and Safety Branch (EMSB)ERA's Environmental Monitoring and Safety Branch (EMSB) was established inJanuary 1998 as Environmental Management Branch (EMB) under the Planning andProgramming Division of the Engineering and Regulatory Department. EMSB majorresponsibilities are setting and implementing ERA's environmental guidelines insupport of the national level requirements. The EMSB holds the capacity of advisory,coordination and supervision aspects that are pertinent to the road environmental

;--- -- 1 :~.1:-l -- -~-- 11 --:--:- .. .:z1 .. ------:. -n A

GO NDAR -DEBARK KOCKS >4) ROAD PROJECT I N G E N I E U R E

Legal Division and Right-of-Way (ROW) BranchERA's Construction Contacts Implementation Division, and in particular its Right-of-Way Branch, is responsible for making available the required land for road/highwayconstruction and maintenance, the establishment of materials sources (borrow pitsand quarries) and camp sites and for implementation of Resettlement Action Plans(RAP).

Right-of-Way Branch in liaison with the respective regional/local authorities, Woredacouncils, Kebele administrations and community representatives establishes therequired compensation for structures, crop, vegetation and others, and effectspayments to the PAPs.

2.3.4 Regional and Local Government Bodies

In accordance with the principles of government decentralisation set out in theEthiopian Constitution, the Regional States shall establish their own independentregional environmental agencies or designate existing agencies that shall beresponsible for environmental monitoring, protection and regulation within theirrespective jurisdictions. These are expected to reflect the environmentalmanagement requirements at local level.

2.3.5 Environmental Protection Unit

The above-described Proclamation on Establishment of Environmental ProtectionOrgans requires at the Federal level each sectoral ministry to establish in-houseEnvironmental Protection Units to ensure harmony with respect to implementation ofthe environmental proclamations and other environmental protection requirements.These Units will form a lower level inter-sectoral co-ordination structure.

2.4 Ethiopian Roads Authority's Policy Framework

2.4.1 ERA Environmental Procedures Manual

In order to standardise environmental procedures for design of new roads andrehabilitation of existing roads the ERA, in consultation with the EthiopianEnvironmental Protection Authority (EPA), has prepared an EnvironmentalProcedures Manual for the use and technical guidance of design personnel of the ERAand consultants preparing projects for the Authority.

The Manual outlines standard methods and procedures for a step-by-step approachto environmental management activities to be conducted during each phase of theroad project cycle, including the preparation and supervision of works contracts aswell as the execution of road construction, rehabilitation and maintenance works.

2.4.2 ERA Resettlement / Rehabilitation Policy Framework

Apart from the broad policy frameworks at national level, the main reference behindthe preparation of a Resettlement Action Plan (RAP) is ERA's guiding principles asstipulated in its Resettlement and Rehabilitation Policy Framework. The principles inthe framework are adopted basically from the World Bank's policy on resettlementand rehabilitation. The following statement is quoted from the ERA's Resettlementand Rehabilitation Framework to show when and where a RAP is required or not.

At project identification, social screening/social impact assessment (SIA) of thesubprojects will be conducted with the aim to determine whether or not a subprojectwould require detailed resettlement action plans as specified in World Bank policy.

GONDAR -DEBARK KOCKSRO AD PROJECT INGENIEURE

that more than 200 persons are affected by a subproject, a resettlement action planwill have to be prepared. The World Bank OD 4.30 paragraph 4, states:

Where large-scale of population displacement is unavoidable, a detailedresettlement plan, timetable and budget are required. Resettlementplans should be built around a development strategy and package aimedat improving or at least restoring the economic base for those relocated.Experience indicates that cash compensation alone is normallyinadequate. Voluntary settlement may form part of a resettlement plan,provided measures to address the special circumstances of involuntaryresettlers are included. Preference should be given to land-basedresettlement strategies for people dislocated from agricultural settings.If suitable land is unavailable, nonland-based strategies built aroundopportunities for employment or self-employment may be used.

And in note 8, the OD 4.30 specifies:

Where only a few people (e.g. less than 100-200 individuals) are to berelocated, appropriate compensation for assets, logistical support formoving and relocation grant may be the only requirements. However,the principles on which compensation is to be based are the same as forlarger groups (ERA, 2002).

As per the Framework, a threshold has been set whether or not to proceed with adetail RAP once a social screening is done on any proposed road developmentproject. Road development that entails the relocation of more than 200 individuals orabout 40 households are expected to draw up a resettlement action plan. Those roadprojects that would displace less than 200 individuals are not expected to come upwith a detailed/full scale RAP and instead appropriate compensation measures forlost assets, arrangements for logistical support and a relocation grant have to bedetermined.

Concerning compensation of lost assets and properties current regulations/laws usedby the ERA need to be considered as well as the recent Proclamation No.455/2005'Expropriation of Land Holdings for Public Purposes and Payment of Compensation'which describes that compensation will be given for a 5 years period of lost income.

2.4.3 Sectoral Policy for HIV/AIDS in Workplaces of ERA

With the aim of a healthy working environment the ERA has issued an initiative forthe prevention and control of sexually transmitted infections (STIs) includingHIV/AIDS. The Policy operates within the legal framework created by the labourProclamation No. 377/2003, the Ethiopian Civil Code and HIV/AIDS National PolicyStatement.

The ERA Manual provides information on the legal framework, the ERA's generalpolicy on HIV/AIDS, and regulations/guidelines for the implementation andco-ordination of the Program for prevention and control.

2.4.4 ERA Road Safety Audit Manual

With regards to the general road/traffic safety situation in Ethiopia being one of theworst in the world, the ERA has issued a draft Road Safety Audit (RSA) Manual inSeptember 2004. The Manual focuses mainly on the engineering aspects of trafficsafety with the aim to identify and eliminate hazardous locations (traffic crashreduction), and to provide state of the art designs in order not to create hazardouslocations (traffic crash prevention). The Manual provides guidance for the use bypersonnel of the ERA and consultants preparing projects for the Authority.

GO N DAR - DE BARK KOCKS ,4 ROAD PROJECT INGENIEURE

2.5 World Bank Safeauard Polices

The OP 4.01 Environmental Assessment and the World Bank Disclosure policy are theBank's Safeguard Policies that are pertinent to the project under consideration.

OP 4.01 Environmental AssessmentThis World Bank Policy requires that screening should be done as early as possiblefor potential impacts and choice of proper instrument to assess, minimize andmitigate potentially adverse impacts.

Environmental Assessment (EA) ensures that appropriate levels of environmentaland social assessment are carried out as part of project design. It also deals with thepublic consultation process, and ensures that the views of PAPs and local NGOs areincorporated as early as possible for Category A and B projects. It is worth notingthat OP 4.01 applies to all components of a project with financing from the WorldBank, including co-financed components by the Borrower or by other fundingagencies.

The Bank's Policy on DisclosureIt is the requirement of the Bank that the peoples residing in the project areas havethe right to be informed of the proposed development project(s) in their respectiveareas. Therefore, prior to project appraisal, the summary of the EIA of the projectalong with other relevant (basic) project information should be disclosed at theBank's InfoShop as well as at national and project area (local) level.

2.6 Multilateral Aareement

The Federal Democratic Republic of Ethiopia has ratified several internationalconventions and protocols and these include:

Vienna Convention on Ozone Layer Protection (1990);* Montreal Protocol for Substances Depleting the Ozone Layer (1990);

Convention on Biodiversity (Rio convention) (1997);* Framework Convention of United Nations on Climate Change (1997);* Convention on the Control of Transboundary Movement of Hazardous Substance.

GO N DAR - DEBARK KOCKS ,i ROAD PROJECT I N G E N I E U R E

3. ENVIRONMENTAL CONDITION OF THE PROJECT AREA

3.1 Physical Environment

3.1.1 The Project Road

The Gondar - Debark road is located in Amahra National Regional State in thenorthern part of Ethiopia and is part of one of the major south-north links in theCountry. Amahra State has an international border with the Sudan in the west andthe national boundaries are with Tigray in the north-east, with Afar in the east, withOromiya in the south and with Benishangul-Gumuz in the south-west.

The existing road was originally built with a Telford base and penetration macadamduring the Italian occupation between 1936 and 1940. The road was constructedmainly by manual labor, and with the aim to limit the size/height of major drainagestructures as well as to minimise earthworks, its alignment follows closely thecontours of the natural ground, resulting in a horizontal alignment with narrowcurves in the mountainous and hilly sections on the one hand but also in relativelygentle gradients (vertical alignment) on the other hand.

The Project Road is a major link providing access to a large part of Amahra Regionand a short cut to important agricultural and tourist areas in the Simien Mountains.At present, the poor state of most sections of the road imposes difficulties and heavycosts in the movement of goods and people. As a result, the road's condition hindersnational and sub-regional development and integration.

The Project Road starts at the Martyrs Square in Gondar, the big roundabout 720mfrom the Gondar Telecom building at the centre of the Town, and it ends after103 km (existing road length) shortly after the Debark town passage.

Between Gondar and Debark the road passes through a number of villages andtowns which major locations are: Weleka, Amba Georgis, Gedebeye, Dabat andWoken.

The initial bituminous surface has completely deteriorated with a few patches of itremaining only and the existing road has reverted to gravel standard. The roadcondition can be described as generally POOR:- Although the first about 40km long section from Gondar to Amba Georgis hasreceived a regravelling in early 2005, the surface is very rough since natural

gravel material with a high amount of oversize particles was used.- In December 2005 the road section from Amba Georgis to Debark was found invery bad and extremely rough condition with an exposed Telford surface for mostof its length. However, end of December 2005 a major maintenance commenced,

but the road surface and the road condition respectively may be described as fairto poor only due to the coarse natural gravel materials used.

The width of the existing gravel/Telford carriageway is 5.5 to 6.0 m with shoulders ofabout 1.0 m each. In summary the existing rood condition causes hazard andextreme discomfort to the road users, and the dust development is a considerablyaffecting the health situation in the area.

3.1.2 Topography

The Project starts in Gondar at an altitude of about 2,300 m, it descends to 2,200 mnear Angereb river bridge (chainage km 5.0) north-west of Weleka (Humerajunction) and reaches its "peak" with an altitude of slightly above 3,000 m atchainage km 34.1, five kilometres before Amba Georgis (altitude of 2,960 m). From

GONDAR -DEBARK KOCKS >\^ ROAD PROJECT I N G E N I E U R E

altitude of 2,686 m. Then the terrain undulates between 2,775 m (chainagekm 60.2) and 2,565 m of the Alem Watch river bridge at Dabat (chainage km 73.1).For the next 30 kilometres the altitude varies between 2,635 m and 2,790 m(chainage km 75.9 and km 96.1) until the roads ends at an altitude of about2,850 m at Debark.

Figure 3.1: Longitudinal Profile of the Gondar - Debark Road

E3000 _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _

I 2900 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

2800 _ _ _ _ _ __ _ _ _ _ _ _ _ _

a 2700 ___

26000 2500n

(m) 2400

2100__ _ __ _ _

2000

0 10 20 30 40 50 60 70 80 90 100

Station (km)

The topography along the Gondar - Debark road section can be described aspredominantly rolling with some hilly and mountainous sections:- chainage km 1.6 to km 3.5 hilly;- chainage km 3.5 to km 12.0 rolling to hilly;- chainage km 12.0 to km 16.5 mountainous;- chainage km 16.5 to km 25.8 hilly;- chainage km 25.8 to km 27.6 mountainous;- chainage km 27.6 to km 103.0 rolling.

Table 3.1: Topography of the Gondar - Debark Road

Topography Per cent(%) Absolute (km)

mountainous 6.2 6.3

hilly 11.0 11.2

rolling to hilly 8.4 8.5

rolling 74.4 75.4

3.1.3 Geology

The geological situation along the Gondar - Debark road has been identified on thegeological map of Ethiopia and during an assessment of the road corridor. Thegeology along the Project Road consists of two rock groups, both of which belong tothe same series, the Trap Series:- Along the first about 85 kilometres, the geology predominantly consists of the

ROAD PROJECT I N G E N I E U R E

rare rhyolites that most probably origin from basaltic sills near Tikil Dingay on theGondar - Humera road. The basaltic flow varies in thickness, the thickest basalt isfound around km 20 and the thinnest around km 85.Between existing road chainage km 85 and Debark (chainage km 103) thegeology predominantly consists of the Shield group that mainly consists ofporphoritic amygdaloidal basalt.

3.1.4 Soils, Erosion and Sedimentation

Observations made on the existing/natural soils surface as well as on exposed soilsof cut slopes are indicating that well-drained reddish/brown soils, decomposed/highlyweathered basalt and black cotton soils are the predominant soils type along theProject Road. A description of the Soils Extension of Gondar - Debark Road is givenin Table 3.2 below.

The nearly completely deforested landscape along the Project Road associated withhigh intensity of rain and the duration of the rainy season of up to six months haveresulted in severe erosion problems particularly in the black cotton soil areas.Controlling soil erosion by means of various physical, engineering and biologicalmethods like check dams, micro basin, sufficient cross drainage, hill terracing &trenches, tree planting and grass strips for sediment trapping is lacking.

Presently the physical and biological soil conservation and other rehabilitationPrograms integrated into afforestation schemes are inadequate. The Woredas, BoAand NRD and the active participation of the communities in the process ofestablishing nursery, planting trees and grass strips along the sensitive part in theroad corridor is insufficient.

Table 3.2: Soils Extension of Gondar - Debark

Location,Chainage of existing Description of Subgrade Types

Road (km)

km 0.0 to km 17.4 Dominant subgrade type is decomposed volcanic rock,interrupted by highly weathered basalts at severalstretches.

km 17.4 to km 36.7 Dominant subgrade is decomposed volcanic interruptedoccasionally by highly weathered basalt and light reddishsoil. Rock stretch from km 26.2 to km 26.3.

km 36.7 to km 78.1 Black cotton soil occasionally interrupted by decomposedrock and highly weathered basalt that forms small hills andrises.

km 78.1 to km 91.3 Decomposed material occasionally interrupted by lightbrown soil, black cotton soil and rock stretches.

km 91.3 to km 100.7 Black cotton soil sometimes interrupted by decomposedrock.

km 100.7 to km 102.9 Decomposed material

3.1.5 Climate

Ethiopia has three climatic zones: a cool zone of the high plateaux above 2,400m, atemperate zone between 1,500 and 2,400m and the hot lowlands below 1,500m. Theclimate in the project area lies predominantly within the cool zone in a generallypleasant climate without extreme temperatures. In daytime temperatures rarelv rise

GO NDAR -DEBARK KOCKS >\, ROAD PROJECT I N G E N I E U R E

respectively; the average mean temperature is 210C in Gondar and 140C in Debark.Sharp drops in temperature occur in the late afternoon, and it is often chilly outdoorsin the evening. Night time temperatures are coldest from November throughJanuary, but rarely drop to freezing point.

There are two main seasons in the Ethiopian highlands. The dry season ("bega")lasts from October to June. The main rainy season ("meher" or "keremt") last fromJuly through September; these rains are often heavy and continuous. The meanannual rainfall in the project area varies between 980mm and 1,100mm.

Table 3.3: Average Minimum/Maximum Temperatures for theGondar - Debark Road Section

Location Jan Feb Mar Apr Mayl Jun Jul A Sep Oct Nov DocGondar, km 0 max 27 26 27 29 28 25 23 22 24 25 26 25

min 10 8 13 14 15 13 13 13 12 13 11 10Cherema, km 30 max 26 23 26 25 26 23 22 20 20 20 24 25

min 8 4 12 12 12 12 11 11 8 9 8 8Dabat, km 75 max 20 18 22 22 21 21 21 18 18 18 23 22

min 7 2 11 11 11 11 9 9 7 8 7 7Debark, km 103 max 19 20 18 17 15 16 16 14 13 15 20 17

min 5 2 8 11 8 9 7 8 7 8 7 6

Source: Meteorological Map of Ethiopia, 1979

Figure 3.2: Mean annual precipitation for the Gondar - Debark Road section

~350 O325300275250

225 [El Gondar200175 - .. i :- ~ . I150 U Debark125 --100175 --. .sr..;;50 .25

Jan Feb Mar Apr May Jun July Aug Sep Oct Nov Dec

3.1.6 Hydrology and Water Resources

The Gondar - Debark road is located in the upper catchment areas of two riverbasins, namely the Abbay and Tekeze drainage basins. The Blue Nile (Abbay) river isthe largest of all and covers a catchment area of approximately 172,254 km2 . Itstotal length to its junction with the White Nile in Khartoum is 1,450km, 800km ofwhich are within Ethiopia. The drainage basin of the Tekeze river has an area ofabout 88,800 km2 . In addition to these rivers Angereb river is among the majorrivers in the region. Lake Tana, the largest lake in Ethiopia is located further south of

X GONDAR -DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

Most of the rivers crossing the Project Road are originating from mountains whichare the divides between different watersheds. The highest is the Ras Dejen nearDebark at 4,620m a.s.l. The rivers and lakes of the region have immense potentialfor hydro-electricity, irrigation and fishery development.

3.1.7 Land Use and Land Cover

The Gondar to Debark road corridor shows intensive agricultural use of 95% withabout 65% crop cultivation, 20% grassland, 10% tree plantations and bush & shrubland and a remaining approximately 5% portion which cannot be utilised (e.g. rockyareas).

Main land use activities are related to rainfed peasant cultivation of grains, oil seeds,pulses, stimulants and spices. Livestock (i.e. cows, goats and donkeys) is relativelyhigh, especially in the vicinity of the villages/towns.

Traditional small scale irrigation of fields was encountered during the fieldinvestigations, for example at Chira and Arbatensa rivers (bridges) at existing roadchainage km 83.4 and km 92.0 respectively.

3.2 Biological Environment

3.2.1 Flora and Fauna

From the primarily highland Flora of the region, only a few remains are left. Most ofthe flora along the road corridor has been transformed into intensively cultivatedfarmland and grazing areas for livestock. This includes the natural forests of the areawhich had been reduced to more or less smaller islands.

As a result of the population density and the extensive agricultural activitiesassociated with it, the original biotopes have mainly been destroyed. Thus the faunaof the region is restricted to some "general" species. Along the road corridor very fewnon domestic animals were observed like the porcupine (hit/killed by vehicle), thelammergeyer, red kites, white-collared crow and wattled ibis. The specially adapted,endemic or/and rare species of the region can be observed in the Simien MountainsNational Park (SMNP) e.g. Walia ibex, Simien fox, gelada baboon, grey duiker andklipspringer.

3.2.2 Protected Areas and Sensitive Habitats

Within the road corridor from Gondar to Debark, no protected areas are existing. Atthe end of the road section approximately 10km east of Debark town and the ProjectRoad respectively is the Simien Mountains National Park (SMNP), which has wonworld wide appreciation/admiration. This SMNP is registered in the UNESCO list ofworld heritages. Also the Lema Limo wildlife reserve north of Debark has beenincluded in the gazetted National Park in 2003/2004 on the basis of the UNESCOrecommendation.

3.3 Socio-economic / socio-cultural Environment

3.3.1 General sociological Characteristic of the Project Area

From the agro-ecological and socio-ecological point of view the Gondar - Debarkarea is relatively homogenous. The area is situated in the Highland zone between2,200m and 3,000m a.s.l and falls in the agro-ecological category 'Dega zone'.

k-4A- -II AAW A.nnr -- A 'I cnn r/......................... - -- A -C I---. 4-... ....... ... A A-- 1- zct- :-

GO N DAR - DEBARK KOCKS 3\. ROAD PROJECT I N G E N I E U R E

is also relatively free from vector-borne diseases, particularly malaria. For thesereasons the highest concentration of population occurs in the Amhara region.

Agriculture is the main basis of livelihood (85 %) in the Amhara region. The highlandagriculture system is characterised by the integration of crop and livestockproduction and livestock husbandry is an important source of food, cash income andinsurance against crop failure. The main cereals produced in the area are wheat,millet, barley and teff. The soils are very susceptible to soil erosion with high rates ofsoil loss.

Administrative wise the road from Gondar to Debark passes through 4 Woredas fromGondar to Amba Georgis over Dabat to Debark. The entire road falls into NorthGondar Zone and into the Amhara Regional State.

3.3.2 Population

The settlement pattern of the project area indicates that there is high concentrationof people on the Gondar to Debark road section where intensive mixed agriculture isbeing practised. The population (year 2000 figures) of the Woredas falling in theproject area is shown in Table 3.4 below.

Table 3.4: Woreda Population

Region Zone Woreda Population Population Population Area DensityTOTAL MALE FEMALE (kM 2 ) (Persons

per

Amhara North Dabat 143,444 72,275 71,169 1,199.15 119.6Gonder Debark - 146,760 73,252 73,508 1,512.22 97

Gondar 156,087 78,670 77,417 40.27 3,876Special Zone

Gondar Zuria 232,329 117,826 114,503 1,286.76 180.6

Source: CSA, Ethiopia - Statistical Abstract 2000.

Table 3.5: Town Population along Gondar - Debark Road

Location Town Name Population(km existing Road)

0 Gondar Zonal Capital North Gonder 156,08738 Amba Giorgis, Woreda Town 6,833

59.4 Gedebeye 4,80573.2 Dabat, Woreda Town 12,13886.5 Woken 3,04599.3 Debark, Woreda Town 20,026

Source: CSA, Ethiopia - Statistical Abstract 2000.

Role and Status of WomenWomen in the project area and generally in the rural areas of Ethiopia have to carrya very high portion of the communities' and respectively families' workload. Theirmain activities are to haul water and fuel wood over long distances, preparing foodand to work in the fields. Further, the women are the majority of the vendors foundat the market places and many shops and restaurants/bars along the Project Roadare run by women.

GONDAR -DEBARK KOCKS >ROAD PROJECT INGENIEURE

In addition to the above described burden of workload the social situation of thewoman is much restricted due to traditional feudal and patriarchal social norms.Thus, only a minor portion of rural women is literate, they are often very youngwhen married, have an average of seven children.

3.3.3 Economic Activities

The project area is supposed to be a high potential cereal zone and agro-pastoralzone in the rugged area. It is dominated by a mixed type of agricultural activitieswith limited cash crop production. Most of the area is prone to erosion sinceappropriate protective measures are rare. The major cereal crops grown includewheat, millet, barley and teff. Small scale traditional irrigation is practised in limitedparts of the project area. In the hilly areas, along the roadside and in the vicinity ofvillages/towns, eucalyptus plantations can be found. Many parts of the area arestony and rugged, but nevertheless cultivated. Only small plots of land are left forlivestock grazing, but sheep and horse population is high especially in the Dabat andDebark areas. Main market centres are: Gondar, Amba Giorgis, Dabat and Debark.

Industrial activities are largely dominated by small scale metallurgy, wood andleather work and other small artesian activities. The major industrial establishment isthe Dashen brewery located in the southern part of Gondar town.

One of the major economic activities in the Gondar - Debark region is tourism. InGondar, the Fasil Castle ( 17 th century), the Debre Berhan Selassie church and thetown itself are famous tourist destinations. In the Debark region the SimienMountains National Park and the Lema Limo National Park are the most attractivespots of the region.

According to the road side interviews with local residents and business people, theproposed road upgrading is expected to trigger considerable development in theagro-industrial sector and primarily in the tourism sector as the project area isendowed with potential resources.

The Gondar - Debark road section has a more strategic significance in terms oflinking the Country with the whole of northern Ethiopia up to the border with Eritrea.It has a big potential for touristic (Gondar, Debark, Axum) and agriculturaldevelopment in addition to providing inter-connection between Addis Ababa andnorthern Ethiopia.

3.3.4 Environmental Health and occupational Diseases

Health services of different levels are found in the towns along the Gondar - Debarkroad:- Gondar Referral Hospital (University);- Amba Georgis Health Post;- Dabat Health Centre;- Debark District Hospital.

The Amba Georgis Health Post is not fully functioning since more serious cases areusually treated in Gondar. The Dabat Health Centre can provide basic healthservices. The Debark District Hospital was recently constructed and has 42 beds aswell as laboratory and nurse training facilities; it can (could) provide extended healthservices, but due to its "remoteness" mainly attributed to the poor road condition itis extremely difficult to find and to keep qualified staff there, especially doctors.

As shown in Table 3.6 below, the most severe health problems/diseases of the regionare pneumonia/respiratory diseases and the main cause of these diseases is the

GONDAR -DEBAR K KOCKS 3V./ ROAD PROJECT INGENIEURE

listed below the most vulnerable group are mothers and children. In particularchildren in these rural regions are often affected by malnutrition, intestinal parasitesand diarrhoeal diseases.

Table 3.6: Main Diseases in particular Areas along the Project Road (2003-2005)

Description Dabat Area Debark Area

Malaria =

Internal Parasites/Jardia V'/9 V//V

Tuberculosis v' vVV

Dysentery and Diarrhoea Diseases

Pneumonia/Respiratory Diseases 'vv9' V//yr

Gastritis V/V VV

Malnutrition vv VV

Eye Diseases v /VV

Skin Diseases V's"" V/V

Sun burn " V

HIV prevalence v V'

Source: Consultant, collected from the Health Centre in Dabat and the District Hospitalin Debark.

Legend: Severity Scale 'v = less severe' to 'V//V = very severe'.

3.3.5 Aesthetic Values, cultural and natural Heritage

Natural HeritageThe Simien Mountains National Park (SMNP) and Lema Limo close to Debark aredefinitely the mostpopular places of thenatural heritage in thevicinity of the projectarea. Some smallerforest areas whichexist in the vicinity ofthe road might-contain some valuablewildlife including Esensitive animals. --

Furthermore, several -- 4other locations ofaesthetic value andinterest have beennoted along the -

103 km long project -road section. Fasci-nating scenic pano- -

rama can be found at -

existing road chainage -km 27.6, km 33.0 and -a number of otherlocations.

G O N DA R - D E BARKOCKSROAD PROJECT

INGENIEU RE

Cultural HeritageAs described above (see sub-chapter 3.3.3) among others the Fasil Castle, the DebreBerhan Selassie church and Gondar town itself are the most famous historicalmonuments. However, during the environmental field investigation some other lessknown places of interest have been encountered in the project road corridor.Ruins/buildings originating from the time of the Italian occupation were found closeto the existing road at chainage km 13.1 and km 25.4, which is at design chainagekm 12+500 and km 24+150 respectively.

Figure 3.3 below shows photographs of the ruins at the first location, which is at theright hand side of the existing road, when going from Gondar to Amba Georgis. As itcan be seen on the photographs the ruins consist of a concrete foundation(approximately 3m x 5m) and some portions of stone masonry walls. Since onlythese remains are left, the preliminary conclusion is that preservation of these ruinsis deemed of minor importance.

Figure 3.3: Photographs of Ruins at Location 1

J1

Figure 3.4 below shows photographs of the "main" building at the second location,which is at the left hand side of the existing road, when going from Gondar to AmbaGeorgis. Apart from the "main" building with octagonal structure, masonry walls andconcrete foundations exist.

Our preliminary conclusion is that preservation of the location/structures ismandatory and that protection/strengthening against further deterioration should beprovided as soon as possible. As the scenic viewpoints, this location is believed tobecome a place of interest for tourists travelling on the Droiect road sectinn-

G N DAR - DEBARK KOCKSROAD PROJECT I N G E N I E U A E

Figure 3.4: Photographs of Ruin(s) at Location 2

=s iikl W" a

As described in sub-chapter 1.6.3, due to an improvement of the alignment fromchainage km 80+300 to km 81+000 the existing stone masonry arch bridgeconstructed during the Italian occupation will be abandoned. Since the newalignment will pass about 80m south of the existing bridge across the Chira river, thebridge shall be maintained as a historical technical monument.

It will be easy to incorporate this location as a resting place in the new road designand it is believed that also this location will become a place of interest for touriststravelling on the project road section.

-- -

- ----

GONDAR -DEBARK KOCKS >(9 ROAD PROJECT I N G E N I E U R E

3.3.6 Public Attitude towards the Project

A series of discussions/interviews were conducted with community members andtheir grass root level organizations met along the project road section so as to gettheir impression on the proposed road upgrading. The discussion at this level wasfocused on knowing the general attitudes of the public towards the proposed roadproject, its possible implication on the livelihood of the communities (See alsosub-chapter 1.5.4 and paragraph 'Public Consultation/Town Meetings', page 10).

The interviewed beneficiaries have emphasized that the proposed road project cancreate entry points for new innovation in introducing and adopting technologies tothe area. Easier access to medical, education and veterinary services is the majorityof expected benefits. Many school returnees voiced that they were unable tocomplete the senior high schools, because of the bad road and high transport cost.

The different stakeholders' (e.g. farmers, community leaders, Woreda officials,traders, hotel managers) view is that the implementation of the Project will enhanceand improve the economic well being of the society and the quality of life, andalthough aware of some inconvenience they welcome the implementation of thisRoad Project.

A list of organizations and individuals met/contacted during the field surveys ispresented in APPENDIX 3.

The various bodies contacted include:- ERA district maintenance office (Gondar);- Traffic police offices;- Municipality and Woreda authorities of the major towns/Woredas along the Project

Road.

3.3.7 Traffic Safety

The Ethiopian road accident/casualties statistics as well as recent studies showedthat the general road/traffic safety situation in Ethiopia is one of the worst in theworld. A general problem is the poor driving skills (e.g. speeding, cutting curves,risky overtaking) associated with lack of discipline (e.g. neglecting traffic regulations)as well as inadequate technical condition of the vehicles (e.g. non functioning brakes,tires without tread). More than 90% of the fatalities of road accidents arepedestrians and (bus) passengers.

In many respects the existing Gondar - Debark road section is lacking basicroad/traffic safety requirements. Improvement of sub-standard curves and bridgeapproaches according to the present and future traffic requirements are expected tohave a significant positive impact on traffic safety.

Further, there are not any provisions for the high proportion of non-motorized traffic,especially pedestrians. Not even in the project road section in Gondar (MartyrsSquare), the largest town along the Project Road, walkways are available forpedestrians and in particular for pupils/children, the most vulnerable to trafficaccidents.

Chaotic situations prevail at and around market places or town/village passages,where apart from the existing carriageway no other facilities exist (e.g. spaces forparking, bus stop) and due to the badly disciplined pedestrians as well as motorists,the road is crowded with people, vehicles and livestock through which heavyvehicles, busses, etc. have to force their way with an extremely high risk of accident.

GONDAR -DEBARK KOCKS ,4_ ROAD PROJECT INGENIEURE

4. ENVIRONMENTAL IMPACTS. AVOIDANCE AND MITIGATION MEASURES

4.1 General Considerations of ImDact Assessment and ImDact Analysis

4.1.1 Road Upgrading Requirements

The function in the road network of Ethiopia and the traffic volume (AADT) define theclassification of the Project Road and road sections respectively. With regards totraffic growth/forecast and according to the ERA Geometric Design Manual - 2002 thefollowing road classifications apply:(i) Gondar - Weleka (Humera Junction) Road Section

Under consideration of the requirements of the total traffic volume which thisabout 3.7 kilometer long section has to carry, the sum of Gondar - Humera andGondar - Debark traffic, the applicable design standard is DS3, which refers to atrunk road with >1,000 (to 5,000) AADT.

(ii) Weleka - Dabat - Debark Road SectionFor the project road section past the Humera Junction the applicable designstandard is DS4, which refers to a link road with >200 (to 1,000) AADT.

In order to meet the above requirements the following main measures for theproposed road upgrading need to be implemented entailing potential environmentalimpacts:* Gondar - Weleka (Humera Junction) Road Section, Length 3.7 km

Widening of the existing 8.0 m (about 6.0 m wide carriageway and 2 x 1.0 mshoulders) wide road to 11.00 m or 12.00 m width, which comprises of a2 x 3.50 m = 7.00 m wide carriageway and, with regards to the high proportion ofnon-motorised traffic, 2 x 2.00 m and/or 2 x 2.50 m wide kerbed pedestrianwalkways (in the Gondar town passage) and/or paved shoulders as well asprovision of bus stops/lay-bys.

* Weleka - Dabat - Debark Road Section, Length 96.2 kmWidening of the existing about 8.0 m wide road to 9.70 m width in generalcomprising of a 2 x 3.35 m = 6.70 m wide carriageway and shoulders 1.50 mwide each.Considerable improvement of horizontal and vertical alignments including a greatnumber of realignment (new construction) sections.In the vicinity of towns and villages and for the passages provision of pavedshoulders of 2 x 2.00 m or 2 x 2.50 m width and bus stops/lay-bys.

4.1.2 Field Surveys for Assessment of potential Impacts

As described in sub-chapters 1.5.5 and 1.5.6, during comprehensive field surveysthe identification of potential significant impacts associated with the implementationof the Project was done by a check list of the Valued Environmental Components(VEC), which might be anticipated in connection with any type of road constructionprojects. On-site, off-site, direct and indirect impacts, both beneficial and adverse,were considered.

The significance of potential impacts was assessed subjectively, taking into accountextent, duration, reversibility, likelihood of occurrence and severity: the latterreferring to the degree of change from the baseline state.

It should be noted that potential impact significance is based on the assumption thatnothing will be done to prevent an impact occurring, or to minimise occurrence. Inthis respect, the assessment presents a "worst case" scenario. Provided that thespecified mitigation/benefit enhancement measures are adopted, residual impact willh- ir- -rF -oe nF - rnnf nkin In,oni

GO NDAR -DEBARK KOCKKS S.J ROAD PROJECT I N G E N I E U R E

The proposed upgrading of the Gondar - Debark Road will cause a number ofnegative impacts, but in summary there will be predominately positive impacts inform of an improvement of the general living condition in the project area. Thefollowing matrix gives an overview of potential negative and positive impacts on theenvironment emerging during the different phases of the project implementation.The matrix also includes an overview of the present environmental situation (existingroad = baseline environmental conditions or Status Quo) in the project area.

Table 4.1: Potential Project related Impacts

Potential Project related ImpactsDrainage, Flr Road Lad Landscape Noise, ec'onoiProject Phases Hydrology Soils & Safety Require- Aesthetics Dust economicFauna___ment Situation

1 Existing Road - /

2 Establishment O 0O / +of the Site

Construction -O / - 0 / +Activities

MaterialExtraction and - - 0Transport

3 Road in + O 0 + 0* O 0 + +Operation

Legend: - negative x moderate 0 no effect + positive* Note: See also sub-chapters 4.4.11 and 8.3.

4.1.3 Emphasis on Avoidance of negative Impacts

As already mentioned in sub-chapters 1.5.1 and 1.5.4 emphasis was put onmeasures for avoidance of negative impacts rather than to tolerate negative impactsand to mitigate/compensate them afterwards. For those potential negative impactswhich cannot be avoided a concept of suitable mitigation measures was developed.In addition enhancement measures were identified for the positive environmentalimpacts.

4.1.4 The Site of the permanent Works ("New" Right-of-Way)

As described in sub-chapter 2.1.5, according to the ERA Geometric Design Manual(Tables 2-3 through 2-7) 50m width on either side of the road centreline fall into thelegal Right-of-Way (ROW) for roads of Design Standards DS1 to DS5. This rigidspecification is a major environmental concern and has led to the distortion of vastareas in the past, when contractors we "utilising the provided corridor" without anyenvironmental care. A reduction to another width is deemed rigid as well as notpracticable where high embankment fills or deep cuts have to be constructed.

Therefore, the following detailed specification for the so-called 'Site of the permanentWorks' has been developed:(a) The existing road with its boundaries on the left and the right side defined by

either of the following points and lines:- the intersection of the slope of an embankment fill with the natural ground;* the intersection of a cut slope with the natural ground;* the intersection of the slope of a road side ditch or drain with the natural

ground;

G ON P AROJ DECTA KOCKS ~ROAD -DEBARK INGENIEURE

(b) The new road corridor which may include in whole or in part, or not at all theexisting road and shall supersede the existing road, and the boundaries of thenew road corridor on the left and the right side are defined by either of thefollowing points and lines:* the intersection of the slope of an embankment fill with the natural ground

plus an additional parallel strip of two metres (2m) width;* the intersection of a cut slope exceeding one metre (1m) height with the

natural ground plus an additional parallel strip of three metres (3m) width;. the intersection of a cut slope of less than one metre (1m) height or of the

slope of a road side ditch or a drain with the natural ground plus an additionalparallel strip of one metre width;

* the logical continuation of the above lines at locations of structures.

Figure 4.1: Typical Cross Section for Upgrading/Widening with Embankment FillThe Site of the Permcinent Works

.2 .

.Mr Si r t OMrn y , lid.S

4CIM5 4X% 5 1 rd'..2.5 -847 +X 4% -149 1l d

--- ------dn r X n *d TlumiS SeteR

- rucnag

. Sto |. rnegrq | lohoid..

EdMg R-d

Figure 4.2: Typical Cross Section for upgraded Road in Cut

The SMte of the Permonent Worka

|_ % Srh [ I7

/- 14 W * O0

/ /o

~hd* 0 1 04 Be Sg¢N

1AD zas7 I I.ADl ,~

SH0 iw F W l his. s. UI.It p1..

Thacm - -ifini-i--nc- rorkiir.ir- i rir A.,inc ,k11 kArip n - , IIkA

R A D PRO JE CT KI Sposition for these definitions is sub-clause '42.1, Possession of Site and AccessThereto' of the Conditions of Particular Application which are amending the GeneralConditions of Contract (FIDIC).

4.1.5 Embankment Fills of the existing Design

Preliminary observations on the existing design showed that the existing designincludes a number of sections, particularly in the hilly and mountainous terrain of thefirst 28 kilometres, with what could be called "critical embankment fills".

An initial assessment revealed that with the aim of balancing the cut and fillquantities as much as possible, fill slopes were designed which may go to the limitsof what is reasonably technically possible to construct. With other words, forwidening the existing road by for example 0.5m to lm, a high embankment fill at thedown hill side has to be constructed involving heavy benching, earthworks andcompaction works, and requires extensive erosion protection as can be seen inFigures 4.3 and 4.4.

Figure 4.3: Design Cross Section at Design Chainage km 15+700

26 55

2655

2645

2640

26 35

2630

2625 _0-30 -20 -10 0 10 20rm 105+700

Figure 4.4: Design Cross Section at Design Chainage km 18+4002740

2735

2730

- ~~~~2725 _ _ _ _ _ _

2720

271 5_ _ _ _ _ _-30 -20 -10 0 10 20 30

km 1 2-vzLnn

GO NDAR -DEBARK KO CKSR/ PROJECT I N G E N I E U R E

At these locations/sections the height of the required fill and associated impact onthe existing overgrowth is up to 25m. A summary of the locations/sections withsevere potential impact is shown in Table 4.2 below. The table includes also acalculation of the affected area(s), assuming a slope of the existing terrain of1.75 1.00 (Horizontal:Vertical).

Table 4.2: Critical Embankment FillsLocation/Section Height AffectedDesign Chainage (vertical) Area

[from krn] [to km] [m] [M2]8+300 8+400 10 1,750

12+275 12+325 10 87514+000 14+100 10 to 15 2,18814+525 14+750 10 3,93814+825 14+875 10 87514+975 15+025 5 to 10 656--------------- ,--------------- -------------- ----------------

15+625 : 15+725 15 to 20 3,06316+700 16+800 10 1,75017+150 17+350 5 to 10 2,62518+380 18+425 15 to 20 1,37818+570 18+650 10 1,40019+900 20+040 5 to 10 1,83825+220 25+360 10 to 25 4,28845+575 45+700 5 to 10 1,641

Total Area 28,263

About 2.8 hectare of land is affected, which could be avoided by an optimised designof the horizontal and vertical alignment. In addition, this will also reduce the difficultand expensive benching and filling works for those locations/sections.

In order to avoid or at least to minimise the adverse impact on the environment, adetailed study of those sections with "critical embankment fills" and the subsequentmodification/optimisation of the existing design is required in Project Phase 2, thereview/update of the detailed design.

4.1.6 Typical Road Cross Section

A study of the typical cross sections of the existing design (ref. COWI-T-97/99)suggests that a potential for avoidance/reduction of negative environmental impactis with a modified typical road cross having a reduced overall road width, whichshould be used for mountainous and very hilly terrain.

As shown in Figure 4.5 the 6.70 m width of the carriageway will be maintained andthe shoulder on the hillside is provided as a minimum 1.00 m (maximum 1.50 m)wide gutter, which has the combined function of shoulder and longitudinal drainage.With this solution a roadside ditch will not be required and the road/constructionwidth can be reduced by 1.7 to 2.2 meters, reducing the land take as well asearthworks quantities and construction cost respectively. A disadvantage of thissolution may be the partly reduced sight distance, but which is deemed acceptableconsidering the achieved avoidance/reduction of negative environmental impact andwith regards to the in general lower vehicle speed along winding road sections inmountainous/hilly terrain.

(C GONDAR -DEBARK KOCKSROAD PROJECT INGENIEURE

Figure 4.5: Typical Road Cross Section for mountainous/very hilly Terrain

L 1/325 1t5 2.2 N

f- d

When applying the above described modified typical road cross with an average2.00 m reduction of construction width for the length of:* the mountainous section from design chainage km 11+400 to km 14+800; and* a very hilly section from design chainage km 49+800 to km 50+400;this brief estimate results in an area of nearly one hectare of land which could beavoided. The modified typical road cross may be also applicable for other cutsections, which will further contribute to the avoidance/reduction of impact.

In order to avoid or at least to minimise the adverse impact on the environment themodified typical road cross should as much as possible be considered in themodification/optimization of the existing design during Project Phase 2, thereview/update of the detailed design.

4.1.7 Influence of Geography and Farming System

As afore-mentioned in sub-chapter '3.1.2 Topography' the Gondar - Debark roadsection is located in an altitude in the range of 2,200 and 3,000m a.s.l. In theso-called Highlands (i.e. >1,800m a.s.l.) the highest concentration of population isfound, because of better living conditions like favorable climate for rained cropcultivation, relatively absence from vector-borne diseases, particularly malaria, etc.This density of population in combination with high rainfalls and soils, which arevulnerable to erosion leads to a scarcity of farmland. This can make theenvironmental situation more difficult in particular the compensation for landrequirement and the relocation process. Especially the intensive erosion and gullydevelopment along several sections of the Project Road requires extensive physicalenvironmental protection works as well as careful monitoring and post-projectactivities respectively.

) GO N DAR - DEBARK KOCKS ,<, ROAD PROJECT I N G E N I E U A E

4.2 Potential ImRacts on the Physical Environment, Determination of Avoidanceand Mitigation Measures

4.2.1 Land Take, Soil and Erosion

Identified potential ImpactsThe location of the contractor's and the supervising engineers' site facilities is a keyenvironmental issue with potential impacts on the physical environment. The clearingof the site will cause the loss of topsoil, moving of heavy machinery will cause soilcompaction.

A very serious impact will be the impairment of natural soils caused by earthworks.During these activities the fertile topsoil will be removed. Heavy machinery will causesoil compaction. Changing the physical conditions of the soil will harm its potentialfor future agricultural use, any higher natural vegetation or the soil boundedorganisms. Additional soil impairment will be caused by construction ofaccess/temporary roads or detours. The sealing of the soil surface by asphalt roadsleads to the destruction of natural soil and its various ecological functions. It will alsolead to an increased volume of surface water. Runoff waters from the road will leadto further soil erosion. The replacement of existing structures like bridges or culvertsmay require major excavation works. If no precautions are taken, soil erosion andwater pollution could be the consequence.

Soil erosion can be a major issue during the rehabilitation works, and will result fromearthworks, borrowing/quarrying and deviations. Heavy machinery used in borrow pitsand quarries often causes soil compaction. This will harm the soil's potential forfuture agricultural use as described above. Improper drainage of runoff from theroad to the lower catchment can also cause erosion, and lead to subsequentsediment loading in water bodies. Speed of road runoff is one of the majorcontributing factors to erosion and scouring along a road and on adjacent agriculturalfields situated downstream.

Avoidance and Mitigation of negative ImpactsThe impact due to the land required for the construction of the road can be avoidedand/or considerably reduced by careful and appropriate engineering designs. Theimpairment of soils by access or temporary roads or detours can be considerablyreduced or even be avoided when works are carried out as half-way construction.

For mitigation of soil impairment the contractor will be obligated to carefully selectand upon completion of the respective activity to reinstate access roads and detours.The reinstatement of access roads and detours shall be to a condition similar to thecondition prevailing to the commencement of construction of the access road ordetour. The reinstatement comprises the removal of existing pavement material,loosening/scarifying of compacted soils, spreading of previously stockpiled top soil,application of appropriate grass seeding, replanting of removed trees, watering andmaintenance. Previously taken photographs of the existing condition shall be used bythe supervising engineer to confirm that the reinstatement is satisfactory.

To stop existing and/or to prevent soil erosion an efficient drainage system with welldesigned ditches and culverts has to be provided. Slopes in cut or fill sections haveto be covered with grass and other appropriate vegetation directly after completionof works. Special protection measures are required for slopes exceeding 3m heightas shown on the drawing for an embankment fill in APPENDIX 4. In erosion proneareas appropriate bioengineering protection measures have to be considered foreroded road side areas and/or existing/new slopes of the road as for example jutecoverage of seeded areas/slopes or a Sisal plant grid (1.5m x 1.5m grid withminimum 4 nos. plants per metre grid).

GONDAR -DEBARK KOCKS ,ROAD PROJ ECT I N G E N I E U R E

To avoid compaction of soils existing tracks/roads should be used for the materialtransport as far as possible and works have to be limited to the imperative area forexploitation. Compacted soils shall be loosened by special ploughs after completionof works.

Provision should be made for directing road runoff away from the road by installingside drains and mitre drains. Introduction of check dams or scour checks in the sidedrains at specified intervals, depending on the gradient of the slope, will also help toreduce the speed of runoff and its impact. All drainage structures must be welldesigned, properly constructed and regularly maintained so that runoff does notaccumulate by the side of the road, water that is drained off the road does not creategullies, siltation of the structures does not occur and preventing accumulated runofffrom damaging adjacent farmlands.

Particular Avoidance/Minimisation Measures to be considered during theReview of the Detailed Design (Project Phase2)During comprehensive environmental field surveys and study of existing designdocuments a number of locations/sections were identified where potentialimprovement/modification of the existing design (COWI-T-97/99) is recommendablewith regards to minimization of environmental impact (e.g. land take, loss of soil),more appropriate design elements aiming increased traffic safety and as well asconstruction cost. These locations/sections are discussed in sub-chapter 1.6.

Other recommended technical improvements, and avoidance and minimisationmeasures respectively are outlined sub-chapters 4.1.4, 4.1.5 and 4.1.6.

4.2.2 Exploitation of Materials Sources

Identified potential ImpactsIn general material extraction from existing quarries and borrow pits is not expectedto create serious additional adverse or new impacts on the natural surroundings,animal or plant life, groundwater or landscape aesthetics. These locations havealready been seriously affected in the past. However, the proposed avoidance andmitigation measures take into consideration newly opened materials sources as wellas the newly used/extension areas of existing sources.

Avoidance and Mitigation of negative ImpactsNewly opened materials sources as well as the newly used areas of existing sourcesshall be restored after completion of works to their initial state as far as possible. Topsoil has to be removed and stockpiled, and upon completion of the works the sitesshall be graded, well drained, covered with top soil and replanted with grass seedingand appropriate vegetation. The contractor has to submit a re-cultivation plan for theborrow pits/quarries to the supervising engineer before starting exploitation.

4.2.3 Noise, Air and Water Pollution

Identified potential ImpactsA key environmental issue is the contractor's and the supervising engineers' sitefacilities with potential impacts on the physical environment. Pollution of soils andground water may result from wastewaters, sewage and cleaning of equipment.Storage and handling of hazardous substances like bitumen, oil, paraffin oil,detergents, fuels, paint, lubricants, etc. can be a considerable source of pollution ofgroundwater or soil. Also smoke from fires and burning waste could lead to nuisanceof the neighboring areas. The littering could disfigure the appearance of thelandscape.

The use of sand and qravel from riverbeds will cause water pollution and disturbance

f0G ON D AR -D EB A RK KO CKS ,ROAD PROJECT I N G E N I E U R E

The cleaning of cars and trucks equipment in and near to rivers, lakes, ponds etc. bythe contractor or others (as it was observed in a number of locations) causes waterpollution by oil, diesel, break fluids and other harmful/poisonous substances.

Depending on the determined location of the contractor's site facilities, installation ofplant/equipment and unloading of materials could cause noise and dust affectingneighbouring residential areas.

Storage, handling and uncontrolled disposal of waste of hazardous substances(bitumen, oil, fuels, paint, lubricants, etc.) including refuelling operations may, ifcarried out without precautionary measures or under inadequate technical conditions,entail accidental spills and hence cause the pollution of soil and groundwater.

Construction work and equipment will cause noise and dust development whichcreates nuisance for local residents or endangering of traffic and will disturbtraditional irrigation systems and nurseries.

The exploitation of borrow pits and quarries and the transport of constructionmaterial will create noise and dust, which finally leads to nuisance of local residents.

Avoidance and Mitigation of negative ImpactsIn order to avoid any form of nuisance of neighbouring areas the contractor's siteestablishment should be set up in a distance of about 500 m from towns/villages. Onthe other hand this 500 m distance will avoid long distance for the local people to getto work as well as an unwanted isolation of the camp from markets and publicfacilities (e.g. clinic/hospital, school, post office). However, the ERA requires aminimum distance of 3 km.

Working at night has to be restricted to minimise noise pollution.

The contractor's site establishment shall have a minimum distance of about 5 kmfrom wells or water pumping stations and in any case it shall be totally outside ofany watershed where a water point is found.

The cleaning/washing of cars, vehicles and equipment in and near to rivers, lakes,ponds, etc. shall not be permitted for the contractor as well as for the supervisingengineer and their staff. Cleaning/washing shall be done in the contractor's pavedwork shop yard where an oil separator is installed.

In order to prevent impacts on soils, surface/ground water and landscape, obligatorysafety provisions, a detailed waste management plan and a sewage treatment planneed to be prepared for the site establishment by the contractor. On completion ofthe Project the Contractor has to remove all machines and waste material includingscrap metal from the site.

The contractor shall be fully responsible for the disposal of all waste material fromthe site and has to establish a detailed overall waste management plan. Pollution ofsoil and groundwater by oil and fuel spillages shall be avoided by proper handlingand adequate equipment. Dispensing points of fuels and lubricants should have drippans and for dispensing of petroleum products e.g. fuel funnels shall be used.Leakages of vehicles and construction plant shall be avoided by regular and effectivemaintenance. Accidental spills (bitumen, oil, fuels, paint, lubricants, etc.) shall beavoided through good practice.

Within or close to settlements noise related nuisance shall be minimised by therestriction of working hours at night.

Equipment and vehicles that show excessive emissions of exhaust gases and noiserfn -Fr% i nnffiri--* r r l i_ v :a .

(^¢AGO N DAR - DEBARK KOCKS >@,7~ ~ ~ ~~~~K C KS CTIGNER

To avoid transport-related disturbances for local residents as well as road users, itshould be analyzed how far transport through towns/villages can be avoided. Shouldthis not be feasible, unpaved roads shall be periodically watered. The use of coveredtrucks will also minimise dust development. In both cases a well designed trafficmanagement plan shall consider traffic safety and make statements on workinghours for material transport.

4.2.4 Road in Operation

Identified potential ImpactsThe potential impacts on the physical environment during the road in operation canbe summarized as follows:(i) Impacts on Water Resources

Due to an increased number of vehicles more spillages of petroleum productsand chemicals (oil, fuel, lubricants, hydraulic liquids) caused by leakages,accidents and careless handling can lead to water quality degradation.(ii) Impacts on Air Quality

Due to an increased traffic flow increased emissions / air pollution will affect theair quality. The main pollutants emanating from vehicle emissions are nitrogenoxides (NOJ), hydrocarbons, carbon monoxides (CO), sulphur dioxides (SO2),particulates, aldehydes and lead.The level of pollution caused by these emissions is dependent on the trafficvolume, traffic composition, speed of traffic, technical condition of vehicles andthe road surface.

Avoidance and Mitigation of negative ImpactsThe proposed road upgrading will include also an improvement of the drainagesystem which was encountered in a generally poor condition.

The road upgrading will also reduce the vehicle operating cost (e.g. less fuelconsumption), which will reduce the individual vehicle's air and noise pollution.

4.3 Potential ImDacts on the Bioloaical Environment, Determination ofAvoidance and Mitigation Measures

4.3.1 Grazing Land, Irrigation

Identified potential ImpactsLand including grazing land will be permanently required for the upgrading of theProject Road including widening of road, realignments (new construction),improvements of alignment, construction of structures and associated drainage andprotection works. Further land will be required for camping/camp sites, access roadsto the same and for materials sources (quarries, borrow pits).

Avoidance and Mitigation of negative ImpactsThe impact on grazing spots and irrigation systems can be avoided and/orconsiderably reduced by a careful and appropriate engineering design. Particularavoidance/minimization measures to be considered during the 'Review of theDetailed Design' (Project Phase2) are discussed in sub-chapters 1.6, 4.1.4, 4.1.5 and4.1.6.

The irrigation aspect has been discussed with Woreda officials and they request thatthe Project has to preserve the irrigation systems by the provision of crossing pipesand other measures for an uninterrupted flow of water.

_ GO NDAR -DEBARK KOCKS >, R ROAD PROJECT I N G E N I E U R E

required for such land, because it is considered as undeveloped (no inputs of financeor labor). This is also in accordance with the recent Proclamation No.455/2005'Expropriation of Land Holdings for Public Purposes and Payment of Compensation',which specifies in Article 7 that compensation is to be provided for property onexpropriated land and for permanent improvements made to that land. However, asfar as possible compensation of permanently lost open grazing land should beprovided in form of a reinstated area of an abandoned section of the existing road inrealignments and the reinstatement of a temporarily dispossessed area has to be acompulsory measure of the works contract.

4.3.2 Vegetation

Identified potential ImpactsIn the area required for the upgrading of the Project Road including widening of road,realignments (new construction), improvements of alignment, construction ofstructures and associated drainage and protection works the vegetation will be lost.

The location of the contractor's and the supervising engineers' site facilities is a keyenvironmental issue with potential impacts on the biological environment. Dependingon the determined location the clearing of the site will cause the loss or damage ofvegetation.

The buying of firewood and charcoal from the local markets by the staff maycontribute to the deforestation process by increased cutting of indigenous treevegetation. Apart from the increased need for fuel by the staff and migrantworkforce, the increased traffic as a result of the road rehabilitation will contribute tothe deforestation.

If appropriate protection measures are not taken into consideration duringconstruction activities, extensive damage or destruction of vegetation is rather likelyto occur. Cutting of the indigenous higher trees (e.g. chainage 72+500 to 72+600)then may occur.

The developing of new borrow pits/quarries or extension of existing materialssources results in the damage of vegetation by clearing of the area and the removalof the covering top soil and soil.

Avoidance and Mitigation of negative ImpactsThe position of installations of the site facilities (e.g. building, access roads,drainage, and other structures) within the determined location/area of the siteestablishment shall carefully be selected and prepared to avoid the removal of treesand shrubs growing in the immediate vicinity of or within a selected site. Vegetationshould be physically protected against damage by suitable measures (e.g. fences).All removed vegetation has to be compensated by appropriate replanting at suitablelocations.

The contractor and his employees or sub-contractors shall not buy any charcoalor wood from the local market, the contractor has to provide his staff with fuelrequirements (gas, paraffin oil, etc.) and the same shall also apply for theERA/supervising engineer.

The loss of vegetation by access or temporary roads or detours can be considerablyreduced or even be avoided when the works are carried out as half-way construction.

Another avoidance measure is the widening of the road to one side only. Even theslight shifting of the alignment can avoid the loss of valuable roadside vegetation. Allroadside trees and other veaetation. which are not sDecificaliv reauired to be cleared

- GONDAR -DEBARKKOC S'? ROAD PROJECT I N G E N I E U A E

construction equipment, excavating, chemical damage or other operation damage byappropriate means. The contractor shall adequately protect such trees by protectivebarriers, by keeping minimum distances (e.g. >2.50 m) from trees or other methodsapproved by the supervising engineer. Trees shall not be used for anchorage. Wheresuch use is approved, the trunk shall be wrapped with a sufficiently thick protectivematerial (tires, etc.) before any rope, cable or wire is placed.

The contractor shall be responsible for injuries of trees caused by his constructionoperations and equipment. The term "injury" shall include without limitation,bruising, tearing and breaking of roots, trunk or branches. All injured trees shall berepaired or treated without delay, at the contractor's expense. If any damage occurs,the supervising engineer will determine the method of repair or treatment to be usedfor injured trees or roots as recommended and supervised by an experiencedhorticulturist or a licensed tree surgeon, all at the expense of the contractor.

Trees/bushes which have been removed shall be replaced early in the next plantingseason. In any case the removal of trees will be permitted only after prior approvalby the supervising engineer and shall be done in the presence of the supervisingengineer and, if available, the local Forestry Department, and the supervisingengineer shall take or keep record of the number, type and size of trees to beaffected or removed for the purpose of replanting/replacement. Each removed treeshall be replaced by a ratio of 'two seedlings of at least 0.5 m height' per '0.1 m girthof removed tree', with the girth measured at the tree or stump at the first meter ofits height above ground level. The replacements shall be of the same species, orother approved indigenous species, and of the maximum size that is practicable toplant and sustain growth in the particular environment. The selection of appropriatetree species and locations of planting shall only be done in close consultation withthe local Forestry Department. Replanted vegetation shall be stayed, watered andmaintained for a period of two years. Any replacement tree that dies shall beremoved and replaced, as instructed by the supervising engineer, with suchreplacements being maintained for a period of another two years from the date ofreplacement.

Wherever possible, processing and reuse of existing materials (pavement material ormaterial from demolished structures) should be considered. This would help to avoidor minimise the need for new construction material, which causes adverse impactsresulting from material extraction and transport.

To avoid the damage of vegetation existing tracks/roads should be used for thematerial transport as far as possible and works have to be limited to the imperativearea for exploitation. Where this is unavoidable the contractor has to compensate theloss of vegetation by appropriate replanting.

4.3.3 Protected Areas and Sensitive Habitats

Identified potential ImpactsIn the sphere of influence of the Gondar - Debark Road Project no protected areas orsensitive areas exist. The Lema Limo park and Simien Mountains National Park arelocated outside the project road corridor, about 10km east of Debark town and theProject Road respectively. One of the potential (effects) impacts of the new road maybe the increasing number of tourists coming to the National Parks (Debark) becauseof better traveling/road condition.

Avoidance and Mitigation of negative ImpactsThere will be no environmental measures necessary. The increased number oftourists will be handled by the Park's administration under its eco-tourism Program.More tourists and the economic benefits arrivina thprp frnm Artz anot-farl v 4-

GONDAR -DEBARK KOCKS 3_J ROAD PROJECT I N G E N I E U R E


Identified potential ImpactsThe potential impacts on the biological environment during the road in operation ismainly on wildlife. An increased number of vehicles operating on the road may resultin wildlife loss due to increased accidental killings and disturbance of wildlife due tonoise. Dead animals found on the road are already presently a clear sign of theirurge to cross the barrier. Birds could be disturbed by the increased noise (e.g.limited breeding success in the vicinity of roads).

Avoidance and Mitigation of negative ImpactsProvision of traffic signs and reflective matters/features is recommended.

4.4 Potential Impacts on the Socio - economic / socio - cultural Environment,Determination of Avoidance. Mitigation and Benefit Enhancement Measures

4.4.1 Houses and public Services / Utilities

Identified potential ImpactsThe existing design for the proposed Gondar - Debark Road Project has given dueattention for not disturbing the urban sections with new realignment sites so as notto cause relocation of houses and the existing socio-economic facilities. However, thefield surveys revealed that in some locations crossed by the road project houses andutilities seem to be within and/or quite close to the existing ROW and vulnerable fordamage during the construction phase.

The identified potential impacts on houses and the socio-economic environment canbe summarised as follows:- Houses in some village/small towns are within or near the ROW (e.g. Weleka);- The existing master plans of the towns allotted in most cases at least a 20 m wide

ROW for the main road that crosses the towns (some of the master plans were notupdated and origin from 1987 or before);

- Existing infrastructure/utilities, such as electricity lines, ducts, poles, water mains,water pumps (e.g. existing road chainage km 9.2 at LHS), fittings, drains,underground and overhead telephone, etc. may be affected by the Project.

Avoidance and Mitigation of negative ImpactsThe impact due to the relocation of houses/households can be avoided and/orconsiderably reduced by careful and appropriate engineering designs. As describedelsewhere in this Report, the existing design (ref. COWI-T-97/99) has given dueattention for not disturbing the urban sections with new realignment sites so as notto cause relocation of houses and the existing facilities. However, the engineeringand environmental field surveys identified six locations/sections, where animprovement/modification of the existing design is required in order to avoid 37houses to be removed and relocated. These locations/sections are described anddiscussed in sub-chapter 1.6.

Permanent houses/buildings/structures, services/utilities shall be avoided when landis required for temporary use (e.g. detours, access/haul roads), thus minimising theremaining/unavoidable impact.

Based on the relevant laws and regulations of the major provisions in the EthiopianConstitution and the Environmental Policy (see chapter 2) the relo-cation/dispossession issues will have to be addressed in detail and appropriatecompensation has to be provided for lost assets, for lost income basis, logistical

GONDAR -DEBARK KOCKSit ROAD PROJECT I N G E N I E U R E

According to current practice of the ERA the assessment of compensation of

affected assets and lost income basis does not distinguish between

houses/buildings/structures outside or inside the existing Right-of-Way (ROW), which

means only the fact that existing constructions have to be removed is determinant

for compensation to be given.

Protection or relocation of existing services (utilities) shall be done in a careful

manner in order to avoid damages and unnecessary disruption.

Particular Avoidance/Minimization Measures to be considered during theReview of the Detailed Design (Project Phase 2)

For the above described identified six locations/sections, where 37 houses (30

households) can be avoided, the detailed designs and tender/bidding documentsrespectively have to be prepared accordingly. In addition the proposedimprovement/modification of the existing design will also increase traffic safety and

reduce construction cost.

4.4.2 Change in Land Use

Identified potential ImpactsThe major potential impact on the socio-economic environment and on the livelihoodof the communities respectively is due to the land needed for widening/realigning the

existing road and for other purposes like temporary roads (e.g. detours, access andhaul roads), quarrying, borrow pit and camping/camp sites. The permanent andtemporary land requirement will affect cultivated (Teff, maize, sorghum, millet,

wheat, noug/flax cropland) and grazing land as well as trees.

With regards to the dense population and the scarcity of cultivable land, the land

requirement is an important and crucial issue of the present Project, one major

potential impact on the socio-economic environment and on the livelihood of thecommunities. In general two kinds of land requirements can be distinguished:

(i) Permanent Dispossession of LandLand will be permanently required for the upgrading of the Project Roadincluding widening of road, realignments (new construction), improvements ofalignment, construction of structures and associated drainage and protectionworks. Further land will be required for camping/camp sites, access roads to thesame and for materials sources (quarries, borrow pits), where the latter in somecases cannot be reinstated to their original condition. The permanentdispossession of land will affect:- Agricultural (crop and grazing) land;- Permanent crops and trees;

- Houses/buildings and other structures (e.g. irrigation schemes, fences).

(ii) Temporary Dispossession of LandThe implementation of the Project will require the temporary use of land fortemporary roads (e.g. detours, access/haul roads), sub-camps, stockpiling andmaterials sources (quarries, borrow pits). The possibly affected items are thesame as listed under (i) above.

The location of the contractor's and the supervising engineers' site facilities is a key

environmental issue with potential impacts on socio-economic environment. The landrequired for the camp site(s) is in conflict with the existing land use and theeconomic activities at locations in or close to towns/villages. Therefore, inprevious/other projects there was a tendency to install them in a certain distance orat the outskirts of towns.

GO N DAR - DE BARK KOCKS) ROAD PROJ ECT I N K E N I E U R E

Avoidance and Mitigation of negative ImpactsThe impact due to the permanent dispossession of land can be avoided and/orconsiderably reduced by careful and appropriate engineering designs.

Permanent crops, trees, etc. shall be avoided when land is required for temporaryuse, thus minimizing the remaining/unavoidable impact. The temporary land useincluding the loss of vegetation by access or temporary roads or detours can beconsiderably reduced or even be avoided when works are carried out as half-wayconstruction, where the flow of traffic is regulated under one-way traffic operations.Therefore, the contractor has to prepare a detailed traffic management plan whichclearly shows the various road sections to be treated and the correspondingarrangements for the flow of traffic.

Based on the relevant laws and regulations of the major provisions in the EthiopianConstitution and the Environmental Policy (see chapter 2) the dispossession issueswill have to be addressed in detail and appropriate compensation has to be providedfor lost assets, for lost income basis and other requirements.

The preferred compensation for the permanent dispossession of land is thereplacement of land. However, cultivable land is very scarce in the project area(densely populated highlands). A valuable source of land for compensation andreplacement is the area of existing road sections that will be abandoned due toimprovements or realignments of the road. These areas will become available uponcompletion of the construction and the reinstatement/recultivation of abandonedroad sections in improvements/realignments shall be incorporated in theconstruction/works contract.

According to current practice of the ERA the assessment of compensation of affectedassets and lost income basis does not distinguish between land outside or inside theexisting Right-of-Way (ROW), which means only the fact that the land has to betaken away from its agricultural use is determinant for compensation to be given.

To make land available for the site establishment needs close liaison of the ERA (e.g.represented by the EMSB & supervising engineer) and the contractor with localauthorities, Woreda council and other representatives of the community.

All land that has been temporarily used shall be restored to its original conditionupon completion of works and the contractor shall be held responsible for therestoration of work areas, work depots and material storage sites. Restorationincludes stockpiling of topsoil after clearing, re-spreading of topsoil and replantingafter completion of works.

4.4.3 Gender Issues

Identified potential ImpactsThe proposed upgrading of the Project Road is expected not to have significantnegative impacts on women since the road already exists for nearly 70 years. Alllocal people will benefit but efforts should be made to ensure women's participationin the process.

On the other hand, potentially negative effects and more risks for women areanticipated from sexually transmitted infections (STIs) and unwanted pregnancies.The risk and vulnerability to local prices during the construction also affects womenmore than any other part of the family at household level.

Avoidance and Mitigation of negative ImpactsADart from short-term benefits of emDlovment oDDortunities durinq the time of

GONDAR -DEBARK KOCKS ,ROAD PROJECT INGENIEURE

activities) the main benefits for women from the road upgrading will be better accessto transport, education and medical services for themselves and their families, andthe increased transit safety, decreased prices of goods due to decreasing transportcosts.

A better road will facilitate the development of private motorised transport andmarketing, where the women can use the improved services. Many shops andrestaurants/bars along the Project Road are run by women. With the provision ofconvenient and safe stopping places for cars, trucks and buses an improvement ofthese income-generating activities will be possible.

Concerning exposure to sexually transmitted infections including HIV/AIDS andunwanted pregnancies, avoidance lessons can be given through awareness raisingeducation as major preventive measure to construction workers and localcommunities where the construction crew is working and residing. This has to bedone with joint efforts by the contractor, the area health centre and the localcommunities along the Project Road with targeting to women problems. In eachvillage a few days of information campaign at different intervals should be launchedand information material should be provided to the local population. The campaigncan be organised and conducted by local health authorities supported by theconstruction company. To have a longer-term effect, schools should be included inthis information campaign.

Local price increase during construction due to grain price changes should bemonitored by the Department of Agriculture and price changes of animal products inprincipal markets along the road using early warning system to ensure informationon changes to be forwarded to the relevant offices.

4.4.4 Economic Situation

- Identified potential ImpactsThe project area is densely populated and cultivable land is very scarce (e.g.1.25 ha/HH in the Amba Georgis area, 0.5 ha/HH in the Dabat area and 1.5 ha/HH inthe Debark area) and any land requirement due to realignments or constructionmaterials sources over the farm plots will aggravate the land situation in the areaand affect fuel and food security of the area.

A positive effect of the implementation of the Project will be the creation oftemporary income opportunities for the residents in the area during the time ofconstruction (e.g. shops, restaurants, housing, employment in the constructionactivities).

Another positive effect will be the creation of new employment opportunities in theincreasing tourism sector. It is very likely, that increasing tourism will create needsfor more accommodation and associated services.

Avoidance and Mitigation of negative Impacts

The impact due to the permanent dispossession of agricultural land and thelivelihood of the people in the project area can be avoided and/or considerablyreduced by a careful and appropriate engineering design. Particularavoidance/minimisation measures to be considered during the 'Review of theDetailed Design' (Project Phase 2) are described and discussed in sub-chapters 1.6,4.1.4, 4.1.5 and 4.1.6.

Based on the relevant laws and regulations of the major provisions in the EthiopianConstitution and the Environmental Policy (see chapter 2) the relo-cation/disnossessinn isqtses will have to he addreqsed in detail in a fill-qCalP

1: G O N DAR - D E BARK KOCKS(0 ROAD PROJECT INGENIEURE

for the present Project determining appropriate compensation to be provided for lostassets, for lost income basis and other requirements.

4.4.5 Environmental Health and occupational Diseases

Identified potential ImpactsThe influx of people by the contractor's work force may create an impact on thecommunity health as well as on the construction workers themselves throughcommunicable diseases and sexually transmitted infections.

Stagnant waters caused by uncompleted construction activities in/near housing areascould bother people and create hygienic problems.

The exploitation of borrow pits and quarries with heavy machinery could createhealth risks for the worker's. Quarry sites and borrow pits become breeding sites ofwater borne vectors since past experience in Ethiopia shows that hardly any attemptwas made to reinstate the quarry/borrow pit land to its original condition.

Avoidance and Mitigation of negative ImpactsConcerning general health problems in the project area and sexually transmittedinfections including HIV/AIDS, the contractor's Safety/Health Officer shall liaise withthe local health authorities and provide the necessary information on precautionarymeasures to the work force through educational lesson(s).

According to the nature of work and with regards to the climatic conditions in theproject area the workers need to be provided with appropriate protective clothing.First aid facilities have to be on site as well as a first aid station in the camp.

Newly opened materials sources as well as the newly used areas of existing sourcesshall be restored after completion of works to their initial state. Sites shall be graded,well drained and replanted with grass seeding and appropriate vegetation. Thecontractor has to submit a re-cultivation plan for the borrow pits/quarries to thesupervising engineer before starting exploitation.

4.4.6 Aesthetic Values, cultural and natural Heritage

Identified potential ImpactsLocations of aesthetic value and interest (scenic panoramic views) have beenidentified at existing road chainage km 27.6, km 33.0 and a number of otherlocations.

As described in sub-chapter 3.3.5 ruins/buildings originating from the time of theItalian occupation were found close to the existing road at chainage km 13.1 andkm 25.4 (design chainage km 12+500 and km 24+150).

As indicated on Figure 4.1 below, due to the improvement of the narrow curve of theexisting road the proposed new alignment of the Gondar-Debark road will cross thefirst location (chainage km 13.1/km 12+500) with an about 7m deep cut, which willrequire the removal of the ruins.

The investigation of the site showed that only a few remains (e.g. concretefoundations, some stone masonry) of the previous buildings still exist (see alsophotographs in Figure 3.3, sub-chapter 3.3.5). This has led to the preliminaryconclusion that preservation of these ruins is deemed of minor importance.

f,) GO KOCKS JROAD PROJECT I N G E N I E U R E

Figure 4.1: Location 1 at existing road chainage km 13.1 (design chainage km 12+500)

Existing Design,New Road Alignment

Existing Road

As indicated on Figure 4.2 below, the proposed new alignment of the Gondar-Debarkroad includes at this second location (chainage km 25.4/km 24+150) animprovement of curve, which could affect the building/ruins, which are in areasonable condition (see also photographs in Figure 3.4, sub-chapter 3.3.5).

Figure 4.2: Location 2 at existing road chainage km 25.4 (design chainage km 24+150)

Existing Design,New Road Alignment

lU,cn

GO N DAR - DEBARK KOCKS j\. ROAD PROJECT I N G E N I E U R E

The preliminary conclusion is that preservation of the location/structures at existingroad chainage km 25.4 (design chainage km 24+150) is mandatory.

As described in sub-chapter 3.3.5 the existing stone masonry arch bridgeconstructed during the Italian occupation at existing road chainage km 83.4 will beabandoned and shall be maintained as a historical technical monument.

Avoidance and Mitigation of negative ImpactsSince the two above described locations with Italian ruins/buildings were, however,not at all mentioned in the existing environmental study (ref. Systra-MayO3), thepresent Report can provide the following preliminary conclusion only.(i) Location 1 at existing Road Chainage km 13.1 (Design Chainage km 12+500)

Preservation of these ruins may not be required. However, the bidding/contractdocuments for the implementation shall include particular clauses and articles forinstruction of the contractor that earthworks at this location and the removal ofthe ruins respectively are to be carried out under strict supervision of theresponsible authority only (e.g. Centre for Research and Conservation of CulturalHeritage).

(ii) Location 2 at existing Road Chainage km 25.4 (Design Chainage km 24 +150)The design of the new road alignment has to be examined in detail and, ifnecessary, modified accordingly (during Project Phase 2, review of theengineering designs).Further, it will be possible to include in the works contract a few items for somerepairs (e.g. eroded foundation) which the contractor shall carried out understrict supervision of the responsible authority only (e.g. Centre for Research andConservation of Cultural Heritage).

The issue and all collected information have been forwarded to the Centre forResearch and Conservation of Cultural Heritage in Addis Ababa for review andcomment.

The Chira river bridge at existing road chainage km 83.4 shall be maintained as ahistorical technical monument.

An appropriate connection/access to this location shall be prepared during the'Review of the Detailed Design' (Project Phase 2) so that this location can alsofunction as a resting place and respectively a place of interest visited by touriststravelling on the project road section. Finally it is recommended to include in theworks contract a few items for some preservation measures/repairs.

4.4.7 Local Community Issues

Identified potential ImpactsThe land required for the camp site(s) is in conflict with the existing land use and theeconomic activities at locations in or close to towns/villages. Camp site nominationcriteria include access to safe water, health facilities, markets as well as closeness tothe working site.

The influx of people by the contractor's work force may create social disruption,controversies with the local community or local labour.

Avoidance and Mitigation of negative ImpactsTo determine the location for the site establishment needs close liaison of the ERA(EMSB & supervising engineer) and the contractor with local authorities, Woredacouncil and other representatives of the community.

':' GONDAR -DEBARK KOCKSROAD PROJECT INGENIEURE

For a sound social interaction a labour and community interaction committee shouldbe established to function as the linking body between the community & local labourand the contractor & the ERA/supervising engineer to communicate requirements /norms, moral ethics and, if necessary, to settle controversies.

4.4.8 Resettlement Action Plan (RAP)

The upgrading of the Gondar - Debark road might entail the relocation of somehouses in the road side villages. The number of houses expected to be dislocated inthe rural section is much lesser than 40 households in a single location.

This is leading to the conclusion that the relocation and dispossession issue does notcall for a full-scale and detailed Resettlement Action Plan (RAP) according to ERA'sResettlement / Rehabilitation Policy Framework - 2002: 'Quote' where only a fewpeople (e.g., less than 100-200 individuals) are to be relocated, appropriatecompensation for assets, logistical support for moving, and relocation grant may bethe only requirements (which means not the preparation of full scale resettlementaction plan). However, the principles on which compensation is to be based are thesame as for larger groups 'unquote'.

In line with this and according to the TOR an "abbreviated" RAP and a detailed LandCompensation Planning will be prepared for the present Project.

4.4.9 Traffic Safety during Construction and Safety of Works

Identified potential ImpactsSince construction works will take place during the road is in operation, road hazardsmay arise from partial closure of lanes and the movement of heavy constructionequipment. This may affect both road workers as well as road users (drivers,pedestrians, road side merchants, etc.) who can be put at risk by inadequate trafficmanagement and work zone controls during construction.

The exploitation of borrow pits and quarries with heavy machinery and the use ofexplosives could create safety risks for nearby settlements/houses and the worker's.Transport of construction material could lead to disturbances and danger for roadusers and villagers caused by heavy loaded trucks.


With regards to traffic, the safety of workers and local residents, potential risks anddisturbances can be avoided if the contractor provides a well designed work andtraffic management plan.

Appropriate information on the Project shall be provided to potentially affected localresidents. This information shall be given prior to the beginning of any works in orderto allay fears or complaints and should comprise the beginning and planned durationof works as well as points of contact and official responsibilities.

With respect to worker's safety or health the contractor shall implementcorresponding safety requirements and monitor their compliance.

Where blasting is proposed adjacent to a building or other structure the contractorshall satisfy the supervising engineer, by preliminary site trials, that safe values ofvibrational amplitude and particle velocity will not be exceeded. The vibrationalamplitude shall not exceed 0.1 mm and the particle velocity shall not exceed:

- 50 mm/s where blasting is confined to single events;- 25 mm/s where blasting is frequently repeated.

GONDAR -DEBARK KOCKS(1 ROAD PROJECT INGENIEURE

4.4.10 Benefit Enhancement Measures

All towns along the road section like Gondar, Amba Georgis, Dabat and Debark,which are administered under municipality, have master plans to guide theirdevelopment. With reference to these master plans and also for those smalltowns/villages without such master plan appropriate benefit enhancement measureshave been identified and proposed for incorporation in the engineering designincluding:- Widening and paving of shoulders (e.g. width of 2.0 to 2.5 m) in towns/villages

and their vicinity for non-motorised traffic.- Provision of kerbed pedestrian walkways, where required.- Provision of speed calming measures at the entrance of towns/villages and, where

required, in addition at long straight sections of town/village passages.- - Lay-byes and parking bays/lanes.

- An appropriate drainage system.- Paving of access roads to health centres, clinics and market places.- Etc.

With regards to the overall benefits of the proposed road upgrading, the communitiesin the project area are generally willing to provide land for camp sites and to supportthe Project. In compensating the land required for site facilities and to enhancebenefits, the camp complex should be handed over to the local community once theconstruction work is completed to be used for services like school, healthcentre/clinic, co-operatives, vocational training centre, etc. Therefore, from the verybeginning the camp/site facilities should be designed in such a way that they can beeasily converted for those other services once the Project is completed.


Identified potential ImpactsThe potential impacts on the socio-economic / socio-cultural environment during theroad in operation can be summarised as follows:

- (i) Positive Effects

After the upgrading of the project road section more comfortable riding inshorter time will allow the residents in the area to get better access to medical

-facilities, trading centres or just to maintain social contacts.The proposed road upgrading will also reduce the vehicle operating cost (e.g.less fuel consumption, less repair cost), which may result in lower, but at leastwill contribute to a stabilisation, of transport cost.The road upgrading will include also an improvement of the drainage systems inthe towns and villages.The road upgrading will at least reduce the dust nuisance to a minimum, whichwill improve the living and health conditions for those people living near theroad.

(ii) Negative EffectsThe improved/smoothened alignment together with the new pavement willprovide a smooth road which may lead to the tendency of drivers using a toohigh speed. Unfortunately it is very likely that higher driving speeds entail anincreasing number of accidents due the already mentioned general problem inEthiopia: Poor driving skills associated with lack of discipline as well asinadequate technical condition of the vehicles.Further, particular areas of concern are market places and the schools aside theProject Road where pedestrians and in particular pupils/children are highly in

r- danger.

f4I ) G ON D AR -D EB A RK KOUCKSR ROAD PROJECT I N G E N I E U R E


In order to avoid and control potential problems in the operation of the roadmaximum attention has to be paid to an adequate road and traffic safety. Road andtraffic safety is based on the three 'E' which can be described as:

Engineering (e.g. standards for road/highway design and traffic engineering,control of quality in implementation, supervision of works for andmaintenance of a good/safe road condition)

Education (e.g. education of pedestrians and motorists, training, publicpromotion)

Enforcement (e.g. laws and regulations, police, justice)

and is a complex process where dynamic, visual, geometrical, drainage andpsychological requirements need to be optimised.

ENGINEERING

The requirements on the engineering designs and the 'Review of the Detailed Design'respectively (Project Phase 2) for the proposed upgrading of the Project Road werestudied. Detailed recommendations will be prepared in the Consultant's 'EngineeringDesign Review Report' (Project Phase 2). The main items of traffic safety in theengineering road/highway design are:

(i) For the moving vehicular TrafficThe road cross section (width of carriageway + shoulders), the horizontal &vertical alignment and the junctions. Under consideration of these defined designelements, the review of realignment & alignment improvement will be carriedout.Further, for appropriate guidance during the day and especially at night orduring adverse weather conditions (e.g. rain, fog) road markings with surfacereflectorisation and road studs will be proposed.

(ii) For the stopping vehicular and the non-motorised Traffic

A sufficient number of safe lay-bys (bus stops) and parking bays/lanes ofadequate size with easy access and egress need to be provided.

Widening and paving of shoulders (e.g. width of 2.0 to 2.5 m) in towns/villagesand their vicinity need to be provided and, where required/appropriate, kerbedpedestrian walkways to considerably increase safety by a clear separation andcanalization of non-motorized and motorized traffic.

With reference to town master plans, if any, and according to site investigationsappropriate supplementary measures have to be determined at market places.

(iii) For Town and Village PassagesProvision of traffic signs indicating school areas, villages and speed limits.

As observed during the surveys and along many other roads in the Country, amajor concern is the high speed of vehicles entering or passing through thetowns and villages. Consequently, the Consultant has recently3 developed anappropriate Speed Calming System (SCS) to increase the road/traffic safety. Asshown in Figure 4.3 below, the design of the SCS comprises a sequence ofnarrow curves based on a truck + trailer passing the SCS with a speed of50 km/h. The SCS is applicable at entries to towns and villages, and alongextended straight sections of such town or village passages.

Gedo-Nekemt-Bedele Road Upgrading Project, Detailed Engineering Design & Tendern~~--LSI-_ DIS- Innl 1|A n lînt \/-nhin- 'I<nrLec (-nncidlt

GONDAR -DEBARK A C K KOCKS\<'ROAD PROJECT IKNCKE S I

t@, O D R OJ EC TINGENIEURE

Figure 4.3: Layout and Sections of Speed Calming System (SCS)

5 nor. Rmd 0.50 O.S o 5o

Sluds al I 'rn ',SpatIng Irv 2D 159 3.50 .59 / 3 . a / 2.00Centre Une ____wl - Left Rfght shuider'

wyLane Lona - wolk

E r- - A.7

I H t j30,,-tl Isnd\

Plo nt3

;-;d S 2SECTI ON A-A

ti A Rz - a4 | - n A

-. ada _ / x% 50 3.5) 2.00

Walk -D Left aRght thoulidorway Lane walk

waySluds at .r ! mLn It I ti a

Sepnacing in;!Vt;1

wHh1 P143nts

Sod CalnIimnh Systorn S ErGTI ON B-B

EDUCATION

The second component of road and traffic safety, which is assumed to be the more

difficult one, is the so-called human factor comprising all traffic participants, vehicle

drivers to pedestrians. Technical safety measures may not provide the planned

results when the human factor fails.

Therefore, a comprehensive public promotion / information Progiram as an essential

component of the pre-operation phase, well ahead of the completion of the upgraded

road, is strongly recommended in order to provide the necessary background

information for understanding of the new/changed road situation/condition and

requirements as well as traffic regulations in order to increase traffic safety.

In close liaison with the responsible authorities (e.g. Woreda, town council) and the

traffic police this Program should mainly focus on the provision of lessons/lectures in

schools and in towns/villages concerning traffic safety in general and the use of

special traffic safety features of the Project.

A-+r f-n F-hn ngaforai nre%hiiam nf nnt)r rlrivinn rkills, (e.a. sneedina. cuttina curves,

(%) GONDAR -DEBARK KOCKS >\.. ROAD PROJECT I N G E N I E U R E

described in sub-chapter 3.3.7, it has been experienced that after theimprovement/upgrading of a road the number of accidents often surprisinglyincreases even though the roads were provided with all possible technical safetyfeatures (signalization, road marking, illumination, etc.). Drivers may unintentionallytend to overspeed since a new/improved road is usually much smoother and morecomfortable than the existing road which leads to a subjective underestimation of theactual speed.

Therefore, it is recommended to introduce a general speed limit (e.g. max. 50 km/h)for the first two to three weeks after opening of an improved/upgraded road sectionso that drivers can become acquainted with the new road situation/condition.

ENFORCEMENT

Under consideration of a successful implementation of the above describedengineering and educational traffic safety Program, it is expected that most of theroad users will be aware of the new/changed situation and requirements of theimproved/upgraded road and road sections respectively. However, the Country'sproblem in lack of discipline of road users (drivers as well as pedestrians) and theircommon negligence of traffic regulations results in risky behaviour and is a threat tothe other road user's life and limb. This has undoubtedly to be controlled byappropriate enforcement tools based on the legislation.

The proportion of undisciplined drivers seems to be rather high in Ethiopia, mostprobably a result of insufficient enforcement due to inadequate legislation and/orfinancial provisions. In order to accommodate the requirements of an improved roadsystem in general with increasing traffic volumes, a review for "modernisation" ofthe traffic regulations and corresponding legislation may be required. Subsequentlyappropriate equipment and training has to be provided to the police forces who willbe in charge of control and enforcement of the traffic regulations.

NB: The various recommendations made above under the heading of three Es havebeen designed to maximize the performance of the improved/upgraded ProjectRoad and to minimise any negative impacts. However, the education andenforcement aspects of safety must be pursued actively to complement theengineering aspects.

The provision of improved road infrastructure without complementarymeasures to raise standards of driver behaviour and discipline can give rise tohigh social and economic costs. It is precisely the reduction of such costs,which is one of the aims of the road improvement/upgrading in the first place.

4 GONDAR -DEBARK KOCKS ,ROAD PROJECT I N G E N I E U R E

4.5 Summary of identified Potential Environmental Impacts

In Table 4.3 below the identified potential environmental impacts as described in thepreceding chapters have been summarized.

Table 4.3: Summary of identified Potential Environmental Impacts

IDENTIFIED POTENTIAL ENVIRONMENTAL IMPACTS DEGREE OF

OF THE GONDAR - DEBARK ROAD PROJECT INFLUENCE

Physical EnvironmentLand take XXXSoil & gully erosion xxxConstruction of wide ditches and drainage structures XXXLikely spot sliding XXDetours (dust, soil compaction) XXXExploitation of materials sources (access roads, noise, pollution) XDisused materials sources (stagnant water, reinstatement) XXDrainage in towns and villages XAir and water pollution, watershed XBiological EnvironmentShift in land use XXAffection of crop & grazing lands XXXIrrigation diversion XCutting of indigenous trees XCutting of Eucalyptus trees along realignments XXDisturbance of biodiversity (wildlife) XXLikely relocation of houses XXHouses within or close to ROW XXPermanent and temporary land requirement (change in land use) XXXXGender Issues XXCultural value sites XNatural heritage sites XWatering points & quality XPublic services and markets XXInflux of people XOccupational diseases XXRoad/traffic safety, education/awareness XXX

Legend:o = no significanceX = less significant, but requires observation

XX = significantXXX = requires particular attention & mitigation

XXXX = very significant requires mitigationXXXXX = extremely difficult & risky, requires other solution/alternative.

(8) GONDAR -DEBARK KOCKS, ROAD PROJECT I N G E N I E U R E

4.6 Estimating Mitigation Cost

The briefly estimated cost for environmental avoidance/mitigation and benefitenhancement measures is about ETB 16 Million. Further costs arise from:- required capacity building (see also chapter 7 of this Report) including for example

short term and long term training in Ethiopia and abroad as well as additionalfacilities/equipment (e.g. data and document management system); and

- the monitoring and control of the implementation/works of the specifiedavoidance/mitigation and benefit enhancement measures;

which result in an estimated cost of ETB 500,000 and ETB 250,000 respectively.

Therefore, the total estimated costs for the implementation of the environmentalavoidance/mitigation and benefit enhancement measures, and associated trainingand monitoring are ETB 16.75 Million. Further breakdown of the cost correspondingto each mitigation measure is shown in the EMSP matrix.

GONDAR -DEBARK KOCKCKSROAD PROJECT INGENIEURE - /

5. ENVIRONMENTAL AVOIDANCE / MITIGATION PLANNING AND MONITORING

5.1 Introductory Notes

In the preceding chapter the potential impacts on the environment caused by theproposed upgrading of the Gondar - Debark road have been identified andcorresponding avoidance and mitigation measures are described. The mainenvironmental issues for which detailed avoidance/mitigation measures have to beprepared/specified during the engineering design & tender document preparation andwhich have to be closely monitored are:* the Land Requirement;* the Establishment, Set-up and Operation of the Work Camp;* the Construction Activities;. the Material Extraction and Transport; and. the Road in Operation.

5.2 Land Reauirement

With regards to the dense population and the scarcity of cultivable land, the landrequirement is an important and crucial issue of the present Project. As a guidelinefor the mitigation planning during the engineering design & tender documentpreparation, the land compensation planning and the subsequent monitoring, themajor environmental issues and potential impacts respectively have beensummarized in Table 5.1 below together with the corresponding avoidance andmitigation measures.

Table 5.1: Land Requirement

Potential Impacts Avoidance Measures Mitigation MeasuresPermanent disposses- * Careful engineering design . Land replacement, e.g. fromsion of land for the approach, utilising the reinstated / recultivatedupgrading of the Project existing road area as much abandoned road sections orRoad. as possible. temporary detours.

. Compensation for lost housesincluding logistical support formoving, relocation grant andothers.

a Compensation for lost assets,lost income basis and others.

Temoorary * No detours or access roads . Compensation for lost assets,dispossession of land for where permanent crops, for lost income for thethe upgrading of the trees, houses or buildings respective period of land takingProject Road. or structures, services and others.

utilities would be affected. . Reinstatement of detours,. Careful traffic manage- access roads, materials sources

ment planning to minimise and others to their originalthe need of detours. condition.

.................... ... ...... ...... ....................... ... ..... ................................ ........ ............................ ............. . ............ ........ ... . ... ............................ ... . ..... . ........ ...... .... .... ... ......Existing services * Checking/determination of . In close consultation with the(utilities) the exact position of any respective owners (e.g. public

services. utility authorities) relocation/protection measure to beincorporated in and co-ordinatedwith the other road worksactivities.

Failure/Non-compliance * Contractor's environmental and safety/health officers.of the contractor * Security (bank guarantee) for protection of the environment,

see sub-chapter 6.2.3.

GONDAR -DEBARK KOCKS >ROAD PROJECT INGENIEURE

5.3 Establishment. Set-uP and Operation of the Work CamD

The location and operation of the contractor's and the supervising engineers' site

facilities is a key environmental issue with potential impacts on the physical,

biological and socio-economic environment.

As a guideline for the mitigation planning during the engineering design & tender

document preparation and the subsequent monitoring, the major environmental

issues and potential impacts respectively have been summarised in Table 5.2 below

together with the corresponding avoidance measures.

Mitigation measures are not included, since all potential impacts should be avoided.

Table 5.2: Establishment, Set-up and Operation of the Work Camp

Potential Impacts Avoidance Measures

Location of site facilities. . Close liaison of ERA (EMSB & supervising engineer) andcontractor with local authorities, Woreda council, communityrepresentatives.

......... .... .... . ....... .......... ..... ......... .... .......... . ..... . . ... . . ....... . ..... . .... . . ........ ersn ais ... .............. . ... ............. . ........................... ........ .Social disruption, con- . Establishment of a labour and community interaction

troversies with com- committee.................. ... ................. ............. ................. ................................. ...... . ..........................................................................................................Communicable diseases . Information on health problems in the project area and

and sexually transmitted sexually transmitted infections (e.g. HIV/AIDS) and pre-infections . cautionary measures through educational lesson(s).

Pollution of residential . Reasonable siting of the site facilities in a distance from wells

areas by noise and dust. and villages to avoid nuisance of neighbouring areas.

.Lk..i.......................................... ................ ............................................................................................................ .Pollution of soils, . Contractor has to provide a detailed waste management and

ground water and rivers. sewage treatment plan.. Raising of awareness of contractors staff by on site training and

briefing.. Proper storage and handling of hazardous materials (bitumen,

detergents, lubricants, oil, fuel, paint etc.).. Stockpiling of topsoil after clearing before installation of site

facilities.. No washing of machinery/cars in riverbeds or the vicinity

.................-........ .. ..... Spreading of topsoil after completion of works.1. ...... I ............... ............................... 1.... ... . ..... I...... .. ......................... ............................. ..Spradig.o .osi ... e.....ei o ................................. wrs

Disfigurement of the . Removal of machines, waste material after completion of

appearance of the works.landscape. . Restoration of work areas, work depots and material storage

............. s........i..................................... . . ................................... ............ ....... ............soori .ginal condition.Loss (damage) of . Avoidance of areas with dense vegetation.vegetation by site . Protection of valuable/major trees within or adjacent to the

installation and for fire work site / site facilities against damage.wood. . Contractor or staff shall not buy any charcoal or wood, he has

to provide the staff with gas, paraffin oil etc. (same forERA/supriin nineer). .............) ................ ...................................... ........... ... .................... ........... .. ........ ER'/upe in...........

Failure/Non-compliance . Contractor's environmental and safety/health officers.of the contractor . Security (bank guarantee) for protection of the environment,

I see sub-chapter 6.2.3.

5.4 Construction Activities

A great number of potential impacts on the physical, biological and socio-economic

environment have been identified which may be caused by the various construction

activities during the implementation of the Project. Hence, it is advisable to

incorporate environmental and social experts in the team of the Supervision

Engineer.

.. . , . . ---- .. |--:-- ........ -:. AAniinn ri3ctinn Q. t-anrl-ar

GO NDAR -DEBARK KOCKS\8 ROAD PROJECT I N G E N I E U R E

document preparation and the subsequent monitoring, the major environmentalissues and potential impacts respectively have been summarized in Table 5.3 belowtogether with the corresponding avoidance and mitigation measures.

Table 5.3: Construction Activities

Potential Impacts Avoidance Measures Mitigation Measures

Workers' safety and a Application of regulations andhealth. monitoring of their Note: Only Avoidance Measures

compliance. possible.. Provision of protective

clothing.... .. ........... ........... F r s t............................... ... . . .............. ............................................................. ................... .. ...,, ................. .. , ..............

Impairment/loss/ . Road works as half-way . Reinstatement of accesserosion of natural soils. construction to avoid soil roads and detours.

compaction for access roads a Provision of an adequate/ detours. drainage and erosion/scour

protection system.. Covering of embankment

slopes in cut and fill, earthditches and drains, roadshoulders, etc. by grass and

..... .... .... .... .... .. . ........... ....... .o th e r v eg etatio n............ .............................................................. ...-......... . ....... ................... ....-................................... ........... ............. ........................ .ot

Noise, emissions and . Restriction of working hoursdust development. at night. Note: Only Avoidance Measures

. Corrective repairs or adjust- possible.ments of equipment andvehicles with excessive emis-sions of exhaust gases andnoise due to inefficientoperating conditions or poormaintenance.

. Periodically watering of un-........................................... ............ .. ......... ..... ..... ................ .. ................. ........ ...,,,,,,,,,,,,,pa v e d ,ro a d,.,se c tio n s. ................. .Safety risk for road a Provision of a well designedusers and residents. traffic management plan. Note: Only Avoidance Measures

. Provision of sufficient and possible.adequate traffic-control and

.. t....f........................................................................................................................e v............ ...ic s . ...................Pollution of soils and . Contractor has to provide agroundwater. detailed waste management Note: Only Avoidance Measures

plan. possible.. Raising of awareness of

contractors staff by on sitetraining and briefing.

. Proper storage and handlingof hazardous materials(bitumen, detergents, lubri-cants, oil, fuel, paint etc.).

. Regular and effective mainte-nance of vehicles and con-struction plant.

. Stockpiling of topsoil afterclearing and reuse in the

.. ............ ....... r...k.............................. . .. .............................. .................................... . ..................................... .......................................Disfigurement of the . Processing and reuse oflandscape, landscape existing materials. Note: Only Avoidance Measuresaesthetics. . Restoring of temporarily used possible.

land to its original condition.. Removal of waste, debris,

scrap metal, etc.. Contractor has to provide a

waste management pan.

1 GO NDAR -DEBARK KOCKSROAD PROJECT I N G E N I E U R E

Table 5.3, continued: Construction Activities


Destruction / damage of * Keeping a minimum distance * Replanting of removed treesroadside vegetation. from trees. by using appropriate species.

* Adequate protection of trees * Repair of injured trees byby use of barriers, fences. experienced horticulists.

* Widening of the road to oneside only.

* Shifting of the alignment.* Protection of trunks by

appropriate means whenused for anchorage

.... .up.. .s............. ... . ............... .......... ... .............. ,, , , ,,,,,. .. .................... ..............Failure/Non-compliance * Contractor's environmental and safety/health officers.of the contractor * Security (bank guarantee) for protection of the environment,


5.5 Material Extraction and TransDort

The exploitation of borrow pits and quarries with heavy machinery, and the transportof the construction material may cause a number of potential impacts on thephysical, biological and socio-economic environment.

As a guideline for the mitigation planning during the engineering design & tenderdocument preparation and the subsequent monitoring, the major environmentalissues and potential impacts respectively have been summarised in Table 5.4 below

together with the corresponding avoidance and mitigation measures.

These avoidance and mitigation measures take into consideration newly openedmaterials sources as well as the newly used/extension areas of existing sources.

Table 5.4: Material Extraction and Transport


Workers' safety and * Application of regulations andhealth. monitoring of their compliance. Note: Only Avoidance

* Provision of protective clothing. Measures possible.......... ... .... . First aid facilities................ ..,,,,,,,,,,,,, .. ... , . ...,,, ..

Transport related nui- * Proper selection of transport/ * Elaboration of a trafficsance for residents and hauling routes for construction management plan withroad users by noise, material. statements on workingemissions and dust. * Avoidance of town and village hours.

passages. * Information of local* Periodically watering of unpaved people.

roads.* Use of covered trucks.* Emission intensive equipment

(noise, exhaust gases) has to berepaired / maintained.

* Provision of a sufficiently detailedc.......... ....... ............. m a n a g e m e n t p la n............................................................ .......................... ...................tr c .. ..................... ..............

Damage/loss of * Use of existing tracks/roads as far * Replanting of vegeta-vegetation. as possible. tion.Loss of topsoil. * Stockpiling of topsoil before * Spreading of topsoil

exploiting the site. after completion of... .. . ... ..... ....... . w orks. ............ ..

Soil compaction. * Use of existing tracks for * Loosening of soil bytransport . special ploughs.

* Limitation to the imperative areafnr c^wnlniFmF-inn

GO NDAR -DEBARK KOCKS5 ROAD PROJECT INGENIEURE

Table 5.4, continued: Material Extraction and Transport


Increase of diseases . Reinstatement of exploited . Grass seeding / plantingcaused by insects / borrow areas, proper grading and of original vegetation.g.earm s........ ............ ..d.raining of terrain.gem..,,, ,,, ., .... ..... -- - . ,,, ., , dring,o t eri. ....... ..... .... .......... ...... . .. ... ..... .- _.............I.... .. . ...............Failure/Non-compliance . Contractor's environmental and safety/health officers.of the contractor . Security (bank guarantee) for protection of the environment,


5.6 Road in ODeration

The upgrading of the project road section will lead to a great number of positiveeffects. However, in order to avoid and control potential problems in the operation ofthe road maximum attention has to be paid to an adequate road and traffic safety.

As a guideline for the engineering design & tender document preparation and the

subsequent monitoring, the major environmental issues and potential impactsrespectively have been summarised in Table 5.5 below together with thecorresponding avoidance and mitigation measures.

Table 5.5: Road in Operation


Traffic safety. * Adequate design details for . Provision of proper trafficmotorized and non-motorized signs and speed limits.traffic. . "Modernization" of the traffic

. Public promotion/information regulations andPrograms. corresponding legislation.

. 50 km/h speed limit for the . Appropriate equipment andfirst 2 to 3 weeks after training for the traffic policeopening of an improved/up- forces.graded road. section.

Danger for residents by . Appliance of "speed calming . Provision of proper traffichigh traffic speed. measures" (SCS) especially signs and speed limits.

in town/village passages and . Provision of pedestrianat school areas. crossings at school areas.

. Frequent speed controls bythe traffic police.

GONDAR -DEBAR K KOCKS 444*0 ROAD PROJECT INGENIEURE

6. ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP)

6.1 Overall Views of the Environmental Management Plan

An Environmental and Social Management Plan (ESMP) has been prepared outliningmitigation and monitoring activities/responsibilities that acts as a guide to thoseplanning, preparing, constructing and operating the proposed Project. Environmentalmanagement activities will be required for the following subsequent project phases:

* Engineering design/design review and tender/bidding document preparation;

* Implementation preparation phase;* Implementation/construction period; and* Road in operation/service and maintenance phase.

6.2 Details for Engineerina Design and Tender Document Preparation Phase

6.2.1 Engineering Designs

Based on the recommendations/requirements of the environmental impactassessment:- appropriate/suitable avoidance measures to protect as far as possible the

environment from adverse impacts;- appropriate/suitable minimization measures to minimise/reduce adverse impacts

which cannot be avoided;- appropriate/suitable and cost effective mitigation measures to compensate

adverse impacts which cannot be avoided; and

- appropriate/suitable and cost effective benefit enhancement measures;

have to be developed/determined and included in the engineering designs. Thedesigns should also consider minimizing of maintenance cost and maximising theservice life as well as the utilization of locally available materials and skills (forconstruction and maintenance).

6.2.2 Planning for Relocation and Compensation

As indicated in the preceding chapters, the Gondar - Debark Road Upgrading Projectis expected not to cause significant disruption to the inhabitants residing along theProject Road and that a full-scale and detailed RAP is not required.

A resettlement action plan (RAP) and a detailed Land Compensation Planningrespectively has to be prepared with details of the relocation/dispossession and thatshows the appropriate compensation requirements for lost assets, for lost incomebasis as well as logistical support for moving, relocation grant and otherrequirements.

However, it should be noted that the land for compensation in form of 'replacementof land' would become available during the implementation/construction period only,when the areas of abandoned road sections will be reinstated/recultivated after theconstruction of a respective road section of improvement/realignment is completed.

6.2.3 Tender/Bidding Documents

For the various details of the engineering designs corresponding drawings,specifications, pay/bill items have to be prepared as part of the tender/biddingdocuments for the works contract.

To ensure the proper implementation of environmental avoidance/mitigationmeasures as well as all safety/health issues, sufficiently detailed environmentalarticles and clauses have to be formulated and become an integral part of the worksr fk,- e nr^-,i,inr n trire-FII2I h:cic fnr nn sffPrtivp ciinprvic-inn anH rcnntrnl nf

GO N DAR - DEBARK KOCKS >(99 ROAD PROJECT I N G E N I E U R E

The contractor's obligations shall include the assignment of at least two of his seniorstaff as Environmental Officer and Safety/Health Officer, well experienced in theirrespective assignments, to be monitored/controlled by the supervising engineer andthe EMSB respectively. Further, it is assumed, that the contractor's staff has lowawareness of the negative impacts arising from operations within the site. Therefore,it is strongly recommended to provide some on site training lessons and briefing ofthe contractor's staff concerning environmental protection issues including operationand maintenance of plant and equipment.

In order to provide the supervising engineer and the client (ERA) respectively with anappropriate "tool" to enforce the contractor's contractual obligations tofollow/implement environmental avoidance/mitigation measures as well assafety/health measures, it is strongly recommended that the contractor provides asecurity in form of a (bank) guarantee of sufficient amount, e.g. 2.5 to 4% of thecontract price, which may be forfeited in part or in total in case of contractor'sfailure/non-compliance and the money shall be used to repair/mitigate thedamages/impacts.

6.2.4 Conservation of cultural Heritage Sites

The described ruins/buildings originating from the time of the Italian occupation atexisting road at chainage km 13.1 and km 25.4 (design chainage km 12+500 andkm 24+150) are part of the cultural heritage.

Upon final decision on these two locations by the Center for Research andConservation of Cultural Heritage the required modification(s) of the design and thecorresponding clauses, articles and work items as outlined in sub-chapter 4.4.6 haveto be finalized.

Relevant designs shall be prepared for an appropriate connection/access to the Chirariver bridge at existing road chainage km 83.4 (historical technical monument) aswell as required work items and specifications for remedial works.

6.3 Details for ImDlementation Preparation Phase

6.3.1 Implementation of the RAP (Land Compensation/Relocation)

The ERA as the Client of the Project will as member of the land compensationcommittee, the official body for the implementation of the RAP (land compensationplanning), conduct the final valuation of assets and properties for compensationcomprising:- The review/update of the valuation of permanent lost assets and properties for

compensation as included in the compensation plan; and- Payment of each household/person eligible for compensation as per the final

amount/compensation calculated/determined in the afore-mentionedreview/update of the valuation.

6.3.2 Tendering/Bidding Period

The environmental monitoring activities during the tender/bidding period comprisethe following principal activities:- Preparation of clarification of tenderers'/bidders' queries, if any, in relation to

environmental requirements of the tender/bidding document and forwarding thesame to all purchasers of the tender/bidding documents.

- Examination, request for clarification, evaluation and comparison of theenvironmental relevant sections of the tenders/bids.

' )G ON D AR -D E B A R K ^ *ROAD PROJECT I NGENIEURE

6.4 Details for ImDlementation/Construction Period

6.4.1 Compensation for temporary Dispossession of Land

As described above, the ERA as the Client of the Project will be a member of the landcompensation committee, which will also conduct the final valuation of compensationfor temporary land use including affected constructions lying on such areas andfinalize/approve the amount(s) to be paid to the respective PAP.

6.4.2 Supervision of Construction

The supervision of all issues contained in the EMP is concerning for example:

- Environmental protection measures;

- Safety and health requirements;- Temporary land requirements and reinstatement;- Reinstatement / recultivation of abandoned road sections after the construction of

a respective section of improved / realigned road is completed for compensationof permanent land requirements (replacement of land) as determined during theImplementation Preparation Phase;

- Implementation of benefit enhancement measures;

- Implementation of pre-operation requirements.

If an environmentalist/sociologist of the supervising engineer/consultant ispermanently on site (see sub-chapter 7.3), the ERA/EMSB is monitoring andsupervising the engineer/consultant. Otherwise the ERA has to second oneexperienced staff of the EMSB to the supervisory team (supervisingengineer/consultant) for the duration of the implementation of the Project.

6.5 Details for Road in Operation/Service and Maintenance Phase

6.5.1 Pre-operation Activities

Essential activities are required just before the road or a section thereof is taken intooperation:- Provision of lessons/lectures in schools and in towns/villages concerning traffic

safety;- General speed limit of max. 50 km/h for the first two to three weeks after opening

of an improved/upgraded road section.

6.5.2 Upkeep of the Road

Proper maintenance for all technical and bio-engineering features will be required tokeep the road in a safe and environmental friendly condition to the benefit of theroad users, the residents in the area and the Country in general.

6.6 The Environmental and Social Manaaement Plan Matrix

Table 6.1 is the matrix presentation of the environmental and social management planproposed for the Project encompassing the summary of the major environmental and socialimpacts, the proposed corresponding mitigation measures, the responsible body for theimplementation of the proposed measures, timeframe for implementation and the estimatedcost for implementing the mitigation measures. Concerning the cost estimates, althoughmost of the proposed measures are expected to be incorporated in the contractor's BoQ andconsidered as the contractor's obligations, an estimated budget is shown in the EMSP table

I * * 1 1 ' ' 1 1 = i i i S 1GONDAR -DEBARKKOCSG O KNK D ARKKCSROAD PROJECT INGENIEURE

a 6.1: Environmental Management Plan for the Gondar - Debark Road Project

vironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,(Tasks, Action) / Executing / Monitoring Schedule 'ooo ETBOrganization Organization

cilneering Design and Tender / Biddina Document PreDaration Phase-nmendations / requirements of the Development/determination of appropriate/ Design consultant ERA / EMSB Design phase N/ADnmental impact assessment (EIA) suitable cost effective avoidance, mitigation, and

benefit enhancement measuresRelocation and Land Compensation Planning Design consultant ERA / EMSB Design phase N/ASufficiently detailed environmental articles and Design consultant ERA / EMSB Design phase N/Aclauses of the tender documents includingrequirement for a security (bank guarantee) for

,protection of the environmentDiementation PreRaration Phase

ation and land compensation to make Implementation of the Land Compensation Plan Land ERA / EMSB Implementation N/Aible the "Site" for the contractor Compensation preparation: Compensation by 'replacement of Committee (ERA, phasewill become available during the Woredas, Kebeles)mentation/construction period)!ring Clarification, evaluation and comparison of the ERA / EMSB, ERA / EMSB Implementation N/A

environmental relevant sections of the tenders Consultant preparationI_ phase

Iementation / Construction Periodlation of site facilities Reasonable siting of the site facilities Contractor ERA / EMSB, Mobilisation N/A

supervising periodengineer, Woredacouncil,communityrepresentatives

tion of site and site facilities Waste management and sewage treatment Contractor ERA / EMSB, Duration of 500.00supervising contractengineer

iunicable diseases and sexually Information on health problems and sexually Contractor Health Authority, Commencement 750.00nitted infections (STIs) transmitted infections (e.g. HIV/AIDS) and ERA / EMSB, of contractprecautionary measures through educational supervising

I lesson(s) engineer

:ebruary 2007 Page - 72 -

GONDAR - DEBARK KOCKSROAD PROJECT

INGENIEURE

,ironmental / Monitoring Issue Measure to be taken Implementing Management Time Cost,

(Tasks, Action) / Executing / Monitoring 'ooo ETBOrganization Organization Schedule

and health of work force Protective clothing, first aid facilities Contractor ERA / EMSB, Duration of 750.00supervising contractengineer

disruption, controversies with Establishment of a labor and community inter- Contractor, ERA / ERA / EMSB Duration of N/A

unity or local labour action committee EMSB, supervising contractengineer, Woredacouncil, communi-ty representatives

al heritage Proper marking and/or protection in order to Contractor ERA / EMSB, Duration of N/A

avoid unintentional disturbance supervising contractengineer

Lstation The Contractor's work forces shall not buy any Contractor ERA / EMSB, Duration of 1,000.00

firewood nor charcoal and shall bring their own supervising contract

fuel requirements (kerosene, gas etc.) engineer

Ils killed by vehicles Installation of reflectors/reflective strips Contractor ERA / EMSB, Duration of N/Asupervising contractengineer

*bance of traditional irrigation systems Installation of crossing pipes and other measures Contractor ERA / EMSB, Duration of 500.00

for an uninterrupted flow of water supervising contractengineer

orary dispossession of land, e.g. No detours or access roads where permanent Contractor, Land ERA / EMSB, Duration of 3,000.00

rs, access roads, materials sources crops, trees, houses or buildings or structures, Compensation supervising contract

services utilities would be affected, compensation Committee engineerof affected persons, reinstatement of landimmediately upon end of use

cement of land for compensation of Reinstatement / recultivation of abandoned road Contractor, Land ERA / EMSB, After 500.00

anent dispossession of land sections Compensation supervising completion ofCommittee engineer each

realignment

ng services (utilities) Relocation and or /protection Contractor and ERA / EMSB, Duration of 3,000.00public utility supervising contractauthorities engineer

and air pollution Repair / maintenance of equipment and vehicles, Contractor ERA / EMSB, Duration of 1,000.00

avoidance of town/village passages supervising contractengineer

February 2007 Page - 73 -

GONDAR -DEBARK KOCK KSROAD PROJECT I N G E N I E U R E


Organisation Organisation

Watering of unpaved roads and road sections, Contractor ERA / EMSB, Duration of 800.00avoidance of town/village passages supervising contract

engineerZ risk for road users and residents from Traffic management plan, traffic-control and Contractor ERA / EMSB, Duration of 250.00'uction activities traffic-safety devices supervising eng., contract

traffic policeuction / damage of roadside vegetation Minimum distance, protection, repair or replace- Contractor ERA / EMSB, Duration of 100.00

ment of injured trees supervising contractengineer

rment/loss/erosion of natural soils Minimise the extent of ground clearing, Contractor ERA / EMSB, Duration of 200.00construction of drainage and erosion/scour supervising contractprotection, re-vegetation of barren earth surface engineer

ion of soils, ground water, rivers or Proper storage and handling of hazardous sub- Contractor ERA / EMSB, Duration of 750.00from/during construction activities stances, contractor's yard/workshop area to be supervising contract

surfaced and water drained through fuel/oil sepa- engineerrator, maintenance of vehicles and constructionplant, proper stockpiling of topsoil. No washing ofcars/machinery in/nearby rivers/ lakes------------------------------------------cr/ahnr-nnab -ries-lks----------------------------------------------------------------

ials extraction/exploitation and Reuse of existing construction materials Contractor ERA / EMSB, Duration of N/A)ort supervising contract

engineertation of materials sources Reinstatement of exploited areas including proper Contractor ERA / EMSB, On respective 300.00

grading and draining of terrain supervising completion ofengineer exploitation

irement of the landscape, landscape Removal of waste, debris, scrap metal, etc.; if not Contractor ERA / EMSB, On completion 150.00Ltics handed over, restoration of work areas, work super-vising of a particular

depots and material storage sites to original engineer road sectioncondition (taking into

operation) andend of contractrespectively

village passages Construction of benefit enhancement measures Contractor ERA / EMSB, Duration of 1,000.00supervising contract

I lengineer

-ebruary 2007 Page - 74 -

I i I X I I I l I I i i i i I I i i i

GO N DAR - DE BARK KOCKS ,ROAD PROJECT INGENIEURE


Organisation Organisation l

e / Non-compliance of the contractor Contractor's environmental and safety/health ERA / EMSB, ERA / EMSB, Duration of N/Arning environmental obligations officers, forfeiting of security (bank guarantee) for supervising supervising contract

protection of the environment engineer engineeracilities/camp site Handing over of the camp complex to the local Contractor ERA / EMSB, End / N/A

community supervising completion ofengineer contract

id in ODeration / Service and Maintenance Phasesafety for pedestrians Lessons/lectures in schools and in towns/villages Contractor / ERA / ERA / EMSB Well ahead of N/A

concerning traffic safety EMSB / Local the completion/Authorities taking into

operation ofany section ofupgraded road

safety for motorized traffic General speed limit of max. 50 km/h (Contractor) / ERA ERA / EMSB / The first two to N/A/ Traffic Police Traffic Police three weeks

after opening ofan improved/upgraded roadsection

of road users Maintenance of traffic safety facilities (e.g. traffic ERA regional ERA / EMSB Operation of N/A---- -- ---------- signs, road marking_ and the road in general offices the road

in, impairment/loss/erosion of soils, Maintenance of drainage, erosion/scour protection ERA regional ERA / EMSB Operation of N/Aand air pollution facilities, etc., and the road in general offices the roadtraffic safety promotion/information Nationwide Program for improvement of traffic FDRE, ERA / EMSB ERA / EMSB As soon as N/Ams safety (school education, media: TV, radio, possible and

newspapers, etc.) unlimitedduration

:ementt of traffic regulations Regular traffic controls, and provision of training FDRE, Police FDRE, As above- -f n -c-AN/Aand adequate equipment to the police forces Forces ERA / EMSB

e/modernization of traffic regulations Establishment of a traffic safety council/audit FDRE, ERA / EMSB, FDRE, As above N/Aiws Police Forces, etc. ERA / EMSB

Total 14,550.0010% Contingency 1,455.00

Grand Total 16,005.00

-ebruary 2007 Page - 75 -

(5) GO N DAR - DE BARK KOCKS_ ROAD PROJECT INGENIEURE

7. INSTITUTIONAL CAPACITY AND RECOMMENDED STRENGTHENING

7.1 General Reauirements on Institutional Capacity

As described in chapter 6 an Environmental Management Plan (EMP) has beenprepared for the Gondar - Debark Road Project outlining mitigation and monitoringactivities/responsibilities and which acts as a guide to those planning, preparing,constructing and operating the proposed Project.

In summary environmental management activities and institutional capacityrespectively are required for the following subsequent main project phases:(i) Environmental scoping study and/or EIA during pre-feasibility and/or feasibility

studies;(ii) Preparation of and/or review of engineering designs and tender/bidding

documents;(iii) Implementation preparation phase;(iv) Implementation/construction period; and(v) Road in operation/service and maintenance phase;in order to achieve maximum and sustainable benefits by the overall Project.

Environmental mitigation and monitoring measures/activities can only be as good asthe management and monitoring capacity and the environmental sensitivity ofthe agencies responsible for the implementation of the respective project phases.Required expertise is available with ERA's EMSB, which, however, needs to beextended and strengthened as outlined in the following sub-chapters.

7.2 ERA's Environmental Framework

As described in sub-chapter 2.3.3, ERA's environmental responsibilities (comprisingecology as well as socio-economy) are carried out through:* the Environmental Monitoring and Safety Branch (EMSB); and* the Construction Contacts Implementation Division and Right-of-Way (ROW)

Branch.

The position of these two branches in the ERA is shown in the Organisational Chart inFigure 7.1 below.

After discussions with the EMSB and a study of the existing environmental activitiesand procedures it can be concluded that the required expertise is very well availablewith the above mentioned branches of the ERA. However, there are also veryobvious gaps in the ERA's organisational structure in the form of discontinued anduncoordinated environmental responsibilities in the projects' cycle, which may be thecause of the many environmental/socio-economic problems of present and past roadconstruction projects in Ethiopia.

GONDAR - DEBARK KOCKSROAD PROJECT I N G E N I E U R E

e 7.1: Existing Position of the EMSB and ROWORANISATIONAL CHART OF ERA

ERA BOARD

Road Inspectorate Woman AffairsOffice GEERAL MANAGER Office

O- d ice j i.Relations ServCices

ofic RSecreteniat, Ethics Officss

Operations DepartementEngineering and Human Resource &OprtosDpreetRegulatory Departement Financ.e De partement

StSff Assiottta

M CaOwn Force Own Force Equipmenta Pu| Design a Construction Contract a c ig &Network Management Planning and Fnce Dision Human Resource & Personnelaratons Support Procurement Seroices Construction Division Maintenance Districts Supplies Division Technical Support Implementation Dionacne ProisgrmngDisnch DeoeBrn l Divsin AdinsrationcDhviService I | Divsion Division Pr og rm g an D evelopment Divsio Admini rat Divisi |

Foregn Puroh.as En. Snee .rin Aap digrat Eqi~pmnn.t Ma.ag Enisin eco .. t*, r umn aaeet fiannirn7and Pin nnRTT u Road Fo.nd neruro n mlomn a

Recet ad M

Bar.m..ra S h Sppor mianoh - uM sng S-h Tc t r| eMhodBranchanFre os.oin S bre onk. C Branct EquiptConstrucin contract EnierigRaenc h Monitorng sod-ost, Fina- ciaP-t Sat Simnana '-- Training M I LGberraSRvicesPrtctharinec Saoh mpisme nisin 9ieac chsroSac vnrpss nch TetnBetr Sanch Irnch

ICntrant M anagement RunaR Roads Tchniat property R-rdsBrde Sanch SuPpport Branch Physrcal invontory Miaci Tainig-canc

- Idskempteyte

Shashamane

Sodo

:ebruary 2007 Page - 77 -

(1') GONDAR - DEBARK KOCKSR ROAD PROJECT INGENIEURE

The respective phases during the cycle of a project can be summarised as follows.

Study PhaseIn the study phase (pre-feasibility/feasibility study) environmental scoping studiesand EIAs are to be prepared in accordance with the ERA's Standard EnvironmentalMethodologies and Procedures Manual. These environmental studies include adescription of the physical, biological and social/socio-economic environment, ananalysis of potential project related impacts and the specification of correspondingavoidance, minimisation or mitigation measures as well as the recommendationwhether a full-scale Resettlement Action Plan (RAP) or an "abbreviated" RAP isrequired. As part of the ERA's Planning and Programming Division the EMSBexamines, comments on and approves these environmental studies.

Engineering Design and Tender/Bidding Document Preparation Phase

The respective avoidance, minimisation and mitigation measures as well as benefitenhancement measures as determined and described in the EIA should bereviewed/updated and considered/incorporated in the relevant documents to beprepared during this phase and which usually comprise of:- detailed engineering designs;- Resettlement Action Plan (full-scale or "abbreviated" RAP for planning for

relocation and compensation); andtender/bidding documents.

In general this project phase is administered and supervised by the ERA Design andtechnical Support Branch with little or hardly any involvement of the EMSB or ROWspecialists, who should examine, comment on and approve the respective designelements and sections of the tender/bidding documents (e.g. conditions of contract,technical specifications, bill of quantity items) related to environmental issues as wellas the RAP and the land compensation planning respectively.

Implementation Preparation Phase

The preparation of the project implementation comprises typically the following threemain activities:- prequalification of contractors;- implementation of the RAP (land compensation/relocation); and- tendering/bidding process.

All these activities are generally executed by the ERA's Construction ContractImplementation Division and respectively its Construction Contract Implementationand ROW branches. An involvement of design or EMSB specialists for clarifications onand follow up of technical and environmental details as well as for supervision of theimplementation of the RAP and for evaluation of tenders/bids is usually not the case.This leads for example to the inconceivable situation that the implementation of theRAP and respectively the land compensation and relocation of PAPs is carried out bythe ROW Branch without having knowledge/access to the RAP documents.

Implementation/Construction Phase

Although the EMSB is finally involved in this project phase, the possibilities of havingan effect on environmental issues is very much depending on the quality of theengineering designs and the relevant sections of the works contract respectively.Experience shows that deficiencies in the foregoing project phases, i.e. design andtender/bidding document and implementation preparation phases, can hardly becorrected at this stage, since an addition of necessary environmental avoidance orminimisation measures will generally impose a claim by the contractor and is thenusually not any more considered because of the high financial implications.

GONDAR - DEBARK KOCKS <(9) R OAD PROJECT INGENIEUR E

As a result most of the originally determined environmental avoidance, minimisationor mitigation measures of the EIAs are not implemented and, therefore, the benefitsand sustainability of the projects including rehabilitation and upgrading of existingroads may be questionable: As can be observed throughout the Country, hundreds ofkilometres of detours are not reinstated and the land is lost for agricultural use.7.3 Recommended Strengthening of Institutional Capacity

The above brief analysis clearly shows that a successful implementation ofenvironmental measures and the overall projects' goal respectively require aconsiderably improved coordination during the various project phases as well as theinvolvement of the EMSB in ALL these project phases.As mentioned in the preceding sub-chapters, the required expertise is available inthe ERA but spread over different divisions and branches respectively. In order toassure that the construction and operation of the road will be environmentally andsocio-economically sustainable in the long run, some institutional shortcomings haveto be addressed and the following recommendations are made.

Changing the Position/Importance of EMSB within ERATo get the environmental branch out of its present kind of niche role, it has to beinvolved in the entire project cycle to assure the proper implementation ofenvironmental measures in all project phases and to raise the awareness ofenvironmental contexts within the ERA including the regional/district offices asfollows:(i) In the STUDY PHASE(S) (pre-feasibility/feasibility study) the EMSB alreadyexamines, comments on and approves the environmental studies as part of theERA's Planning and Programming Division. Additional expertise concerningengineering or legal aspects should be sought from the respective other ERAdivisions/branches.(ii) During the ENGINEERING DESIGN AND TENDER/BIDDING DOCUMENTPREPARATION PHASE the design consultant should review/update theenvironmental measures as determined in the EIA and finallyconsider/incorporate them in the relevant documents, which respective sectionsthe EMSB should examine, comment on and approve.

Thus the environmental quality of the engineering designs and tender/biddingdocuments could be guaranteed.

(iii) The IMPLEMENTATION PREPARATION PHASE of a project comprises theprequalification of contractors, the implementation of the RAP and thetendering/bidding process which is generally executed by the ERA's ConstructionContract Implementation Division and respectively its Construction ContractImplementation and ROW branches.The EMSB specialists have to be involved to follow up and ensure theincorporation of the environmental targets.

(iv) For the CONSTRUCTION PHASE the TOR for the supervising engineer/consultanthave to include the requirement for an environmentalist/sociologist to beintermittently on site for all questions concerning the environment and control ofthe implementation/works. Then a successful monitoring and supervision of theproject by the EMSB will be possible. However, this measure only makes sense,if the participation of EMSB in the second and third project phase is realized.Further, for ERA's own construction activities on national/regional/district level,e.g. maintenance or construction of roads, the EMSB may assign own staff oremploy a consultant to carry out the environmental supervision. In the mid andlong term the preferred solution is to have environmentally/socially sensitivepersonnel at district level for these activities.

For the extended responsibilities it is deemed appropriate to position the EMSB asstaff management branch as indicated in the proposed "New" Orqanisational Chart in

GON DAR - DEBARK KOCKSROAD PROJECT INGENIEURE

ire 7.2: Proposed new Positioning of the EMSB

NEW ORANISATIONAL CHART OF ERA

ERA BOARD

Road Inspecttrtg GENERAL MANAGE Poma AfarOfficet n Offfce

Civi Seri- Relorr Program F Infomat- andPublic

1S:-

Office Relabora Sorvicas

E---...... . . . . . . . .. . . . . . . .

IEngineeraing and .umanOperations DepartementOprtosDpreetg|Regulatory Departement | |Finance Deatmn

Stf sistant s

Maintenancc Own Fore Own Force nt n Procrement, eD gnc Cons otract Network Management Human Resource & Personnelppecations Support Procurement Divisis Eupmentand | 4 Finaneon Donision

Seice Cns tt Maintenance Disricts Supplies Division Technical Spprt mplementa Division Programming Division Development Division dministraon Aivion

Forein Purhs Engi-eong Supp,ortAinlEvimn as Enurrene Sr ve ih 1Wy nd aaetMngmn ,nn n rg ERTTP I Road Fund,garalnad,mlcmniAe

-|Con encnMh Servicemnch mp.e oSna3ch B pPIct-rn Anort anch | r AP nenatoryen M1n,h Sn nch A nanch

I Rceileandanps Cr Plannig Sy Emph ee Sevi

Coanmbola e ch Supprt Team I B-ch B.dgehng B-1, Db cl- T nang d-b - ranch-

inn Fore- oelvUnier MrosCet-lEui Cnlnci, Cnad Egieen ReEnh oilnAgan oa gFnacalSra Alman ranigA egil evie

Pr.iscts MaPeec nnh ml.m-nln- II Branch Elvro OnnhAnalysis Branc Tearig Cenle r Onach Branch

P oMedil Serv

-edauaryh Support ePageb ac h0JBenmh

Ohefrsbemaynt.

:-ebruary 2007 Page - 80 -

GO PRO JEC KOCKS ,Ki1/ ROAD P ROJECT I N G E N I E U R E

Staff RequirementsThe existing organizational structure of the ERA envisages that the EMSB wouldcomprise of eight professionals: The head of the Branch-an EnvironmentalSpecialist/Engineer, an Engineer, two Ecologists, a Geologist, two Sociologists andone Hydrologist as shown in Figure 7.3. Currently, there are six professionals onboard (except the engineer and one ecologist)

However, taking into consideration the present and upcoming workload, this numberof staff is by far not adequate to undertake a close day-to-day monitoring ofprojects.

Figure 7.3: Chart of the EMSBEnvironmental Monitoring

and Safety Branch

Head of EMSB |

Engineer Eli

Sociologists Geologist

Hydrologi

To meet the above described extended scope of responsibilities and activities andwith regards to the large number of road projects in Ethiopia, augmenting thenumber of key staff of the EMSB should be considered seriously.

Expertise in, for example, engineering and contractual matters can be obtained fromthe relevant ERA divisions and branches respectively, to be coordinated by theEMSB.

Improvement of Communication and Information/Data ExchangeWith the described increasing number of responsibilities and activities the number ofdocuments, information and data multiplies. To adequately handle this amount ofdata it is strongly recommended to establish a 'Data and Document ManagementSystem', i.e. an advanced communication system with a data base comprising allpast, current and future/planned projects and project phases respectively. Such asystem is a tool for the coordination of activities and will also provide a fast dataexchange as well as data access so that all authorized personnel/organizational unitswill have the same level of information.

Further, a well maintained/updated Data and Document Management Systemprovides also for the decision-makers instant information/background data on therespective project's state/progress.

To fully utilize the capability of such a Management System, it should not be limitedto the ERA head quarters in Addis Ababa, but also adopted/introduced to thedifferent external branches in the Regions/Districts to avoid lacking information,doubling of works and expenses.

G O N DAR - D E BARK KOCKS >no, ROAD PROJECT I N G E N I E U R E

Training

For the required Strengthening of the Institutional Capacity comprehensive trainingof staff is required, which can be in the form of advanced training or training on thejob / site. Provision and training of additional / supplementary facilities / equipmentetc. (e.g. the mentioned 'Data and Document Management System') is also part ofthe training requirements.

Finally, the training should not be limited to the staff directly dealing withenvironmental issues (e.g. EMBS and ROW), but also be provided to staff in thetechnical/engineering and contractual/procurement branches of ERA's head quartersas well as in the Regions/Districts in order to built up environmental/social sensitivityand awareness, to achieve the aim of environmentally sustainable construction andoperation of the roads in Ethiopia.

GONDAR - DEBARK KOCKS >K., ROAD PROJECT I N G E N I E U R E

8. CONCLUSION AND RECOMMENDATION

8.1 PreDaration of Proiect ImDlementation

Great care has to be taken during the various phases/activities prior to the start ofthe construction works. The two most important activities laying the foundation forthe subsequent implementation are:

(i) Preparation/Review of Engineering Designs and the Tender/Bidding DocumentsDuring this key activity the respective engineering and bio-engineering detailsaccording to the recommendations/requirements of the environmental impactassessment for avoidance and mitigation of potential negative impacts, and forthe benefit enhancement measures have to be designed and quantified as wellas to be specified in the conditions of contract and the technical specificationsrespectively.

(ii) RAP/Land CompensationUnder consideration of the detailed engineering designs the RAP (landcompensation planning) has to be prepared comprising all details of therelocation/dispossession and corresponding appropriate compensation measuresfor lost assets, for lost income basis as well as logistical support for moving,relocation grant and other requirements.The land compensation plan has to be implemented well ahead of the start of theconstruction activities.

8.2 Proiect ImDlementation

In summary the potential negative impacts on the physical, biological and socialenvironment to be expected from the proposed upgrading of the Gondar - Debarkroad will occur mainly in connection with the land requirement and the execution ofthe construction works.

With a proper implementation of the RAP/land compensation plan, existing livelihoodmeans will not be disrupted as stipulated in the ERA Resettlement / RehabilitationPolicy Framework: "focus ... on restoring the income earning capacity of the project-affected persons (PAPs)".

Other potential negative impacts may be avoided or, at least, reduced to anacceptable level by the implementation of the determined mitigation measures asoutlined in this Report. Provided that the mitigation and benefit enhancementmeasures will be strictly implemented, positive impacts will outweigh the negativeones.

8.3 Road in ODeration

After completion of upgrading of the Project Road, it will be provided with adequateroad and traffic safety measures/features and the benefits can easily be achieved asthey have been planned during the engineering design phase and implemented inaccordance with the tender/bidding documents. However, the considerable upgradingof the physical provisions/conditions may fail if the so-called human factorcomprising all traffic participants, vehicle drivers to pedestrians, is not adequatelyimproved as well.

The County's general problem of poor driving skills (e.g. speeding, cutting curves,risky overtaking) and lack of discipline (e.g. neglecting traffic regulations) of roadusers, drivers as well as pedestrians, has undoubtedly to be controlled byappropriate enforcement tools based on the legislation in order to raise standards ofroad user behaviour and to fully achieve the benefits of the Project.

GO N DAR - DEBARK KOCKS >/ROAD PROJECT I N G E N I E U R E

APPENDIX

1 Terms of Reference (TOR) for EIA and RAP2 Baseline References

3 Organizations and Individuals contacted during the environmental FieldSurveys, and Minutes of Meetings

4 Erosion Protection of Embankments

5 Yields and Prices for Cost Estimation of Compensation6 Plans of the Alignment Study (Drawings A to G)7 World Bank OP 4.01

GONDAR - DEBARK KOCKS c$ROAD PROJECT INGEN IEURE

APPENDIX 1

Terms of Reference (TOR) for EIA and RAP

IJ : Reviezvs of 1J 1.',and 1'reparation oIf a R-AL1'

£ :12 i'kL [a1 I ':lulil;1 IrL iroul2 'IpeL r. assess Ib a .s;,tlir LI s',I\ rpnort pr2lrared hN.S\ S ?!; inl a Cid,[;ofl |it hSP I ,1114 PNNAF ianr a:] diher da,cum2!nts cam Xand makc ficldtfl\i-L Iti3TV n-tessar ard niaXc :,rei'n.eats ;to it wh=rc ncc.ssan- nd rrt'fuce a -.finabse4dctai5;J .csi.Uiihrv srud% rep4.r

I-Ie coansuTasn: %k ill ca-n oull a comrtrir.neisi%e EIA with particular epubasis on conservtionintercsts, impacb Of Clto.miclLilnl thc road and adjoining areas, lantdslips. drainage channels.apnrnpri,te scour and crosion contrM! measurcs and %kawer harvesting. loss of rare and:rndcmic N CCecics. opening and sub5cqu:ent sie restortmior. of sources of material anid plt andcnsriction camp installations. mlaii nmade!

anific-im! and r;lturial foirest areas, prcitected and scnsiti'e habitats as parks protect fbiresrareas,. : d LL: dikelicct.c ufc ex.surg se;tlLmer.-s -lie consultant shall preparenfl irnronmenal im'1 gati on plans for the project road(s). FuIl-ier deLtails are presrnted below

ni2.1. In' ir ntental Scimping: cWi: i..,-'>Ul 4 Fconm]tar: s ic inks .er:, sTl1 be Lhe

'copir; (if tha ra ot illrlliencci-. icii.'lies and irmpacts rupriary and secondary i, that are to bestUJied ill Llth l1 of te r0Wd. I; shall comprise all the tasks thnt arl required for an(Lil: irecrm ta: a%sc5;ricn¶, a; t!h:' are d 4 ,r6i&ed hcrcaftcr. I-lie C;snsultant shal start theiLsifn 'i:ent g uporn thz linmisc! 1he studyN .rea for the rroject roads and draNirig thetlit cMd ivi1ic> arid Lm'pacrts; Ito h- M:u.1icd Lur.ili the aL se,smer.t.

2.2. Iescription of the Proposed Hoad Improvcmcnts: Dcscription of the road3nSrSctitUIll \%LL Shall heC basCd oi telie review.ved design proposals. It uwill take stock of the

ditc-e:.: componients and breakI thcm dc%Nn according to the type o ;orf s in order to easether ide;rjt ; ftican :!4 t:,eir likely en" irrurnmnnal impracts A cornn enient wvay to do soz is to breakdown :ach actiirv into the jul 'ii, phiasbes: design. construction, maintenance anidoperati,an.

2.3. Siuir Aren: The studv area shall cormnprisc tlie rciad corridors aid all surroundinrgreas it at oL1l he: under significanTl influerce. iC.. e.;here the 2n'1ionmenntl impacts o' ffte. cads na-i be felt. The precise KEcijdaien of the study area haill he detern:ned during theinilial scoru11nc exercise ot the FIA

2.4. lk%cription uf the Environment; n i: e CL-Mil-lalnt shall assemlNe. evaluate andplresent a.iscline daa on the envirunnie:n.sl characteristics of the study area. It shlil be aconp L.Liurln Lf existinz data and striiles on ¶hz bic)phvsical and socio-cclolni, cnvironment.

( onLIuIlnc icniss tar n Rciec i 0cwu-.b¶i MSud'. Ren%a dfEflEn nInmcntai !nipart As.cssinena -,

G O N DA R - D E BARK KOCKS :' ROAD PROJECT I N G E N I E U R E

i c Ii. i - l I J. C Hie !'n:iL 1 on .t:.' c luuie antic i;tL'tcd bc:orc the Fr,. it.cmmnnccl¢s. -r;c I )lkflAiflL CC!1~ x'.:. :!. be kur L\ LI

,, Al' N I 'r'l,( f!!'5. tyki,Lt ^. l-.h. Slir .:Il:i and rnelet'r 'incd\ s1i".iee's1-1

:, r ?'.Q'.a. tinin tic 2X *ndqulit. .ip;:ream ;m.d doir.s:rcarn. I z.a and '. cr. qpcc;i:L ffll>lihuld fie isIS§sscJd Mhere p'smiblc i prLcenltag: (½u), proportions ait! types (in Intrlhgff kiln,

-.iid d2!lci nfcrt itiuri +h tuld he inLJl::ted Lrld presented

*i',!/, t,Zi; a!m ii r an i A ai.a .i pcs. nr;u-c or endatgered specie itn. .lcgnic;m naturLISies anc -eisi%eiU habi¶:% includirn parks and reccres: tcl. spec&e of rininTlcl:r,anrtanL- tmeWcinzi piant&!. lishi and reliance cif the local peoplc on these resosr:es; andspccics , ith poicntiza. to bccome a ;iuiSa.nCe, v.ectors or dangerousv. Facl and e'ery specilicissue shall be assessed,. locations, prc'porions and spccies tvype, re&aLive dens1ty of spccic~.pccp.e fcres; r?actcon. and LradiPonal rcsources mnanagemcnt practUces. a%ailable resource and-LIuportuinit!:,s tor dcxclopment and d&.;.&ed informa-lon shetild bc indictecd.

J\c)-cccinu.;v So)cCO:u-fc `tmpaccs of the prefect road on the icKl21

CO;rma1nir;. land use and cover ancd rise types, land tenure svstenis and holding sizcs. huanlars :%ILr.!r: irpacts oan inlrastructure Fcilitles. prcsCrlt wVatcr suppIy wnd water resoiurccsL;.12.131171 X JI3'.i- of,*n.i d Mi paLcts on a.chacL-c :cal and hk,yri,zal MtL'5. existence of anvindigenous veoples. imriac oin vendkr. control over ailocanon of reourTce use riglits pancernsc IW\\ serll:nents. transport pa[dcttni. arcdh.i:'lcc and historical siies, cultural heritages

A.5. Poliey. Legal and Administrative Frumervork: The Consultant shall drav attentionn. These rcgu.aticrns so far idemaiked - the LtaLop:;an Lnvironmenrl Protection A uthoritI 7'A). F-LK1 and ohicr L errnem institutions, which Aill necd to be applied in respec:t ol

Clhc Fy-Lmjcc¶ i.;d proposed for extemal donor financing cnnsidera1tior

2.6. Public Con%ulhation: The Cwnou,laiit shall cenJuct public consultation at majoruIlSli% 1ces all alon- as many are to be .Jfected bv the proiect road. Intervicws wihih

inAlvidua!% !-einnimg to diFfereint soc:ai aLnc:or ccon .nLc categories shail he made.Que>aionnaires sh also hL-e adininisicred to local or international NGOs fLor their opiniors onte con-rULiarn Aorks in rela:ion to rhcir adverse eftects on he envirorunent. The outconec

it th`s coulsul.tien sha be irdiexe-d and local iltiari'cs to Darticipate in the roaddexveopmern.t project shall also be indicated. T-he ccnsidit3nt whali ssess the kev roles to hepl3% ed n t'he different stakeholders in terms of delivering scr% ices. goods. wvorks. or other:lcrtenrs in the tr,jzct. mchianisr:is used f:r consuiLation and partnc;ipaucn in ,he pro ect.niain ou-mcme and recommendations A; the consultation rrocess. and ho%s Jl,c%C

i ,lnrnhrertluinns Iarc to be ircorpora.ted into the proldct

l7ConsLiLncv Servccs iTO Ihe RCvic%, aC Fct:-baly sy SuJ. Review of Environmental ImDb Assessment. 44

GONDAR - DEBARK KOCKSROAD PROJECT I N G E N I E U R E

2.7. D)etermination of the l'otrnlial Inmpacts and Impacts on the l'roposed Roads:

Potential impacts to be assessed shail ii!;lUde. but not be liirit d to:

a Protjectlo ca',tio pnsW1 resetement ul ple. uuiile of propet values loss of forest

anc rriiLlt\..ral and. loss of vegetative cover; detenroration or loss of eccl,oQicalk

censtii'e areas. inla; e r Ilrd anl nauLa: impact on historic and ciltural sites: c ffect; on

water resources outsidi and i cirC -c zurnrnad i3re.a. inuced devoopTpenrt: need Itr Watrh- r' einh Nr esliliu

b Project de;,-r3gn mojilfic.3tiun e: dsruptiOr of natural drainage pa:tcrns: changes in

,.L1un1idN.iter reime and Iandsc.9pe. de;i,r of road aligrments and pavemrnts as weL as

-h-ids and culverts. intcrference xwi:h movements oft ildlile, li\esiuck and lucal people.

road -rncsings for pcoplc and aimniams. scnritive aligrnniens. and wvater har\esting.

c Cunsrruciiun uorks. poltentiail lanidslides, susceptibility to erosions. stream aid lake

sedinient.ation: water logging at b.rro%v pits and quarries: ccnstructionl spoils; air

polluwion; noise. fael ar.d oil spills, sanitary conditions and heakCn risks associated withcQInrtruCtion cavps and %vvrkcrs cumning into dhe area, social confflicts between inportcd

:.o rk;en; anid local people on water and other.-esources.

d Prujeci liperatiwit road !pilll and r'.tid runoff pollutiio; roadside waste; air pollution.

noise; nraffic sarety iSSUeS. undes:irablc habit left over by the construction -workers. Inputs

oW thC rLa i:reC. pkcr alleviatiorns.

The scopinL nart of the EIA shall Jtlrcrmnine the exact list of impacts that shouiid he

I nvestli L!LIECd

2.S. Analy%is of Alternnti%es to the Proposed Roads and Road Alignments: Tshe

%ornisult:ait shall oonsider altcmaii%es analyzed during the feasibility stage. The different

impacts desciThed should indicate vhich are irreversible or unavoidable and which can be

mitigated. TLic analk sis should address. to the extent possible. costs and benefiis of each

ulterI;.i.ie. and illcoip:rate the estimlated costs of an* a;svSciated iit:igating mcasurcs. The

aIzrrarike ot "eeping the current status MithouI road improvements slhouldi be included for

comp.arisonl

2.9 Environmental Management Plan and N'litigation Cost estimales: The

Consaldanz shall prepare an enN ironrnental mitigation plan and recommend feasible and cost-

lTccfifcmc measurcs to ore%ent o r reduce signiiicant nega:ivc impacts to acceptable levels. The

Consiltant shall estimaze the impacts and costs of rhese measures, anid of the institutional

re.sponsibiliies and trainini requirenient, to impleiniit them. Corlmpensdtion to alf-cted

partics for ipa. which cannot be iitigated. should be considered. The Consultant should

prepare a short and concise manazenment plan inicludinv proposed *40ork prograrns. bI'dget

Consultancv Services For thc Rcv'c6 of FasihiI,rC Study, Rcview of Envirornmental Impact Assessment, 45

GO N DAR - DE BARK KOCKS_ ROAD PROJECT I N G E N I E U R E

-lIma2ites. schedules.sialling -! rLirlin, requirenents. and other nIecssar suppo servicesto im'lcmcnt the mnititrwing neaIar,. TFhe consulint shall uit1 indiat a separate cost foreach anr even ngative imlpact ide'ntifed during tield a.ssessnien: and tiue studly findinlsc-ou Id delhiii elv hb. if not at ail. an input for -ktaiied engineerino Desig-n o: ro-ev .

2.10. Environmental Monitoring Plan: A detniled piaLn shiall be prepared to monitor thein rlezmentation of rni:ivatina mie-asures and tIhC impacts of the proposed rca$d'urk during

LtrucIi I anltd afier completion. Due reference should be made to U.RA's EnviroirentlMor.:onnu Procedwues Manual ÈMPNf). as and when aippropriate or additions into theh.\IP\1 made as needed. The Consuliant should define a few indicators of enviromnmentalperfonnance tl at can be InLilw.orcd on a rcguhir basis and also indicalt the diffkrent eligible

'.akcholdters in place to monitor the activities. Suitable provisions for contractors' clausesshould also be spelled out for the detailed cngineeruig design or reviewv stage (See Phase If).

2.11. Resettlemcnt Requirements and Planning: The potential land acquisition.compenisation and resettlement requirements in the road right-of-way of the proposed roadunaigmnts should be asscssed. Tne rcquircrncnts should be deterned in accordancc with

the 'Iorld Banl$s Operational Directive on Involuntary Resettlement (OP 4.12)A ARveseielemen AcLion Plan (RAP), a lu11l or abbreviated RAP, '-il be prepared %khenever landac4ui-ilirn ts required. Tlhu coultantd shiould also assess Lhc numnber of persons to beaffected and govern.m ent or private owned propertics to be exFropri3aed because of the roadcornsTrue;tn Estiniale costs to mitigate ihis problem. or dislocate the affiected persoins, ifanv. 1k consultant shall also a;ssss andl indic.: .c dic list of those persons to be (fuily andpanialk i aFfected b' the project wlh thc type. number and size of hou. es to be demolishedboth in urban and rural areas. tann lands to be talken {permanently and temporarily), fruit andwther trees -o be -enio%'-d and other related is5ues (See 1.2 be!o's)

2.12, Assistance to Inter-Agency Coordination and PubliciNG1O0 Participation: The ,1-Awrvrk shall be carTied out in close cooperation AiLh ERA. The Conisultant shall assist incoorcinatinz the Environmental Assessment wvith other goNemnient agencies. notably, dieEnm iranneienal Protection Authority (EPA), Ethiopan Wildlife Conservation Organization

EWCOtC01 and ERA's Environmental Molonitoring and Saft;ry Branch (EMNSB), and incoilnriuni:atingE ; ih and obtainiine the vie'vs of local affected goups and persons and lNGOs.particularly in cases of new road alipnments Relevant instutions or indiiduals should be

Lsullted and Lhe outcome of consulttion slhould be incorporated.

2.11.Gender Issues: The consul:ant shall assess, ;he '1no Project' and the t'vwth projecerscenaarios. the impacts of the road construction on eender and their participation in theplani:n,. iiniplemnentation. in mroniruring and evaluadon. In die diN isiun of labour - who doeswhatInvlrvement in familv decisio,n-makiiig; who decides on w'hat, etc ? -\nd generallv, ilth

impacts of the road on \omen and related issues should be assessed.

L Consuliancv: Serv ices fbr tte Rev:ew of Peas,bilirv Study, Revie% of Environmental lmpac Assessment, 1

:! GONDAR - DEBARK KOCKS<, ROAD PROJ E CT I N G E N I E U R E

2.14. t.;fis Svtem.; (Geographic Infnrmation System): In order to have concretk andrealistic stud; findin-s. -he ccnsultanr Thal use: latest version of GIS systL-em that .%uOuldassist in anal sing, and processing the spatial and socio-cconornic data of thle study areas. T c- on&'Carnt sill! prLuCuce a gooi base map tiat will indicate possit±le relLcatiol sites landiCqL!.it:1)n. sensitive habitats botF. biopliysical and socio-cult1 and resettement nattems

alo-icL the pro ect ro.'ads and other imrn:.tran physical features. The crn1Wultant shou;d use GIss>' ŽtciiiŽ ;.r CJICUIL`l]u tle ot zi of i.trifilaiud or graLirLg land to be exproprialcd or tak-eitcrmpurlird andk'r pemmanent'A from farmers in the ROW, for indicating the exact locationfor rclocaric' nareas with sizes, and major tcns;s and other facilities on the map.

1-: Resetulement Action Plan (RAP)

2.1I. Background: Development projects stuch as road construction, which require lndacquisition. uften involve involuntary resetilerment of some of the project benelicianes.Experience froml previous road projects revcal that, luilcss adverse social impacts such asresettlement are nmitigated, rhey wvill lead to severe sockio-economic and environmentalimpacts: loss of land: dismaritlement of production systemsn dislocatido of social values,propeaationi of sexually transmiitted diseases (STDS) and HI V/AIDS. soil and w%ater erosionand so on farmland. In order to minimize the adverse social impacts of roadconstructon operatiois under the RS[)P. RAPJs wvill be prepared in conicrt with the legalfrane'.\ork of *he Federal iovernment of Fthiopia and thle World Bank-'s OperationalPolicies OP4.12.

2.16. Rationalc: The Einv-ronrnenual Polic; of the Federal Democratic Republic of ihibopiaand in similar differcrit financinu auencics stares all persons whose livelihoods havc becnadverselv affected bv state development programs should xe compensated based on actual.iarket values for the afftedi resources." The Lther sectoral policies point out sililar acts

that government institutions and individuals should take in protecting the naturalenvironment. Theretire, RAPs slall focus on the assessment and addressing of Lhe likel)impacts of the developmcnt projcct and propote cost-effective and inplementablc mitigationmeasures.

2.17. Scope: Thlis proposcd service cncompasses the preparation of a RAP for the roadproject and a frmn vwith a groLp of experienced and appropriately qualified consuLLrans iscnviiaued. Tlie RAP should be devclopcd based on e.xistilg docuinentationi (e g., EPA's EIAGuideline Document; ERA's RSDPII document and Resettlement Policy Framework Paper'),and field stuJies. Relevant docunments are to be acquired hrough Lhe EnvironmentalNlonitor ng and Safet, Branch (EMSSB) in ER.A. 1The RAP shall provide project specificsocin-econormic data about Project Aff'eced People (PATPs, aid miligation meitsures andcusts. InfunriLion piesented in the RAP will facilitate: (a) die incorporation of relcvant sicialdata into the road desian; (bi the righl of way operations; (c) the poverty allevlation e.fons ofroad in cstmcilts. alid id) the enhancement of thle livelihood of PAP. The dralP RAP should

Cnnsuiluncy Senices lbr the Review of Feasibiiav Stud\. Review cf Environmental Inipact Assessmen!. 47

GO N DAR - DEBARK KOCKStARK, ROAD PROJECT INGENIEURE

be discasc and eidorsed by L'.4A :-mld the World Bank betbie suthissYn if e ¶inal

&L' U:11C.1tN

2.1. 1asks: \Vha-: ìIl\w .t, a lr-::d description of waks. . Liclh thecciiulai4s) is

ex.peced to accomplish under trhl services requested, c\tracting and usin2 :he irdIrma1011.

where possible fron, any existingw duc'ruen:aion. Ihe tasks to be ;cnTdueted are dcrSbltied

-~ clcw. '

2.18.1 Ltgial aud Admiui&trative Franiewurk:.\ss-es and present the applicable legal and administrative procedures. including

d.escnption of the remedies available to displaced persons in the judicial process and the

-normal ijiieframie for such procedurcs, and any available alternative dispute resolutionn

mechianisins thal may be relevant to resettlement under the project.

* Description of ERA. it's status and mandate, and how the institution is rclatcd to relevant

mimstrics and policies, describe also FRA's Leeal Division and Right-of-Way (ROW)

Branch. their mandates and functions in delivering entitlements.

* lIderifv and present relevant lawvs and regulations (including customary and tradilional

kiwi I gcverning land tenure, valuation of assets and lcsses. compensaLion, and natural

recoucc usage rights: custoniarv personal law related to displacement: and environmental

awsV and social welfare lep-islation.

. ldertifx and present lawis and regulations reiatinn to tie agencies responsible for

irpcnienting resettlenment activities.

* Indkalc procedures for dc[li erI c'fcntitlcmcnts.

* Xssess and present gaps. if any. Netween local lawvs co%ering enilnent domain ajnd

rese'tlemzent and Lhe Bank's rcsetilement policcs, and the mechanisms to bridge such gaps:

and any lcoal steps necessay to ensure the effective uiplementation of resettlement

activities tinder the prnject, including, as appropriate, a process for reco r 'zing claims to

legzal rights to land-includiiw cimans thint dernve from customary law and traditional

usage (see OP 4.12. paral.5 b).

* Indicate the inmplementation process of the RAP that includes. but not limited to. the

following points: grievance redress mechanisms that would apply to die resettlement plan

alnd R\P implementr aion COStS.

2.18.2 Institutional Framework* Identil)5 agencies rcsponsible for resettlement activities and NCiO0s rmat may ILave a role in

project implementation and assess tic institutional capacity of sucih agcncies and MN ,ts.

* Present aunN steps that are proposed to enhanc the institutional lapacity of agencies and

NG(Js responsible for resetlemera implementation.

* Asscss orrnal and informal institutions at local, regional and nauional lc.els tiat are

rz!Le'ant to the project. the inter-reluticniships betveen tlhese instiutions. awailabilitv ft-

any legal and polifcal firaniework for initeraction among key stAeliolders aid

-l trni1eav Services for the Reviewv of Feasibilav Srudy, eview of Esvironmenral lInpaca Assessment 4S

GONDAR - DE BARK KOCKS c\ ROAD PROJECT I N G E N I E U R E

be-eci.irict. -. I the, pitjJL-I, any .lizratil'ca lle m .cllaiitN for clivcr.1 olsern iccS or Fnrnic

; eneliet. I:Si r. Rc hr-1r7'icILS rr?W.1c, Io 0beneflciaiies ard atfectcJ pcople.

2.18.3 Soci -ecolnimic Siur e: Execute a 0Co)-econozmic survey co%erinz the flIIowi:vr

-. Culr'c: CCoc Llld[11s of tbe rkzhl:oEl-%.U' IL, a%oid inflow of new peoplc secking eligibil:ty

* Sn.nu!a3rd cLractcnsrl5 okf dlspraccd households itkeline inflbnnauen (ii 11i% lihood.ecurk'1ii1L LLIc J social ).i`CrmaL)n cC, occupations of the PAP, likely socio-economnicimnpactE cf it: project hoth in nrral and urban areas

CThe magrz:udc ot tWe expected loss Itotal/full or partial). the impncb on agricultural andcrailIg lards with the names of owners/users of the individual farmers. presumably inSin' (!11n. exvic locatinis of land sites for construction camps. quarTics and borrow p.[;

* infirmarionon ;uincrable group5 or persons (for whom special proxision may h2ve to bemadJcL nunher of project affected persons: name of partially and lully affected persons.their lczctions, sizes, and types ot property affected. Types of properUeN Lu be affecICdi.Ce, houIses ai.d croplands trcs ' fCS: and permanent). cash crops (Coffee and (Thatplailts) si,all be assessed:

* Pro, isiors to update Infornation on the displaced pcoole's lvelihoods and sLandards ofli\i:,Lc: at reL.;Ir intervals so rh.t '-ie latest inlhrmriation ic available at the timc of LheirdisIcLiv(ncilu;

* ct'L lsanc national and regioral land usc related policies and regulations, lard tenureanxld iranjr svtens, average land holding per household, number oif households to beaiT Ccicd and aINo sho%. the exact number of families dial Aill rctlocate to ncN; proposed

sites atnd hat will re&oculc to tl.cnr n land.

* vIe pattems cl' tncia1 uVcraciLm in the a'fectced cuinraunitics. including social nezwiorks

alld soLial supper! syiemns. and liu'm they s%ill ic afiecrd by the project:

* P.'alic infrastrrcmure and secial serv-ces that will he affected:

* Socia and cuiltulral claraclenislcs of dis-placed ccmnmunities in lerms of zender. migrwflb

and setlers and profebsolons andLi descriLbc to the extent feasible, dteir preferences ns

regird&: to assisted resettlement or self-resetlernent).

* The we-ndhiionls of k;cbele hoLuse renhere tlenants . if any, and squanTers dillevaliv built

houses in the ROW ), people who .;-ill lose their income, number and nanics of lhesepersons. and number Lof housws (mith ;vpes). locations tlocayity), size, stLtIus & conditions

of, these peop:e. and hwv thes are going to be trated and compensaied. anid income

restoration mechaniLsms shall also be indicated.

* !Conduct public consulation with PAPs and concerned locd adrinrtrativc todies along

th. prject L-Jd ard note the outcome and include minutes ot' covernment official'Lummilinent to fdlsv assist the r;sertlernent action plan processes hWt'ore and/or after the-c.rnplzeti->n 0 the road pro' e:-t

consII:anr r srVIxes thr die Rcio,r ol Feasibilit) Scud, Reviedt of Fi 'iusF.n uenuaI hnpaa- Ass,nmczn IQRet.riew nlflelAile.ai U,oinEEerint, fln,rx Int T^rncte fêlVnrnnn for fnnduv. flhs,4' Dn,Ax lr;t

GO N DAR -DEBARK KOCKSDEJAR, ROAD PROJECT I N G E N I E U R E

TIe inarket ValUe of buildinrS & trees. '.n reneral tenns. should' be split into thellowing subh-d(i;siorns: T'pe of buildingsD (new or ol) tc. be demolished: - numbc7.

locations. sizc (in m), anid list of the owners of bot-h fully and partially demolishedh1ouses and sianilarly for trees (tParil or permanent. species type. location: names adldnu1m1ber ot persons whose tue-s are tgoing to be affected and the ulwuber trees to bcdaeereed orreznovcd shall he indìcated.

2.18.4 Efigibilyil: Proxide a definition of displaced persons anid criteria fotr dtertmining theireligibilir Ibr compensation and oLlher resettlement assistance, including relevant cm-offdates

2.18.5 Valuation of and Compensation for Losses: Define and present the methodology tobe used in valuing losses: determine the replacement cost and describe the types and levels ofceLs1cnsation proposed under local law and supplementary neasures considered necessary toachieve replacement cost for lost assets.

6 Public Consultation: The Consultant shall conduct public consultations at major-¶om;/villages all along the road, in as many as are to be aftected by the project road.Interviews Mth5 individuals belonging to different social and/or economic categones shall bemiade. Questionnaires shall also be administered to NGOs for their opinions on theconstr.etion wrorks in relation to the adverse effects. The outcome of these consultationsshall be indica:ed. as vell as local inlitiatves Lt paulicipate in the roLad development project.

:onsultonn shall also assess the key roles to he play ed by the different stak-eholders in termls ofdleilvennr services, goods, works, or other elements in the project, mechanisms used forconsultauion and DaN'CipaLio0: in Ilte project, main outcome and recommendations of theconsultation process. and how these recomnmendations are to be incorpoirated irAc' the projecl.

2.1.7 Reseutlement Measures: Providc a dcscript.'on of the packages of compensation andotleor resettlement measuires rhat will assist each category of eligible displaced persons toachieve lhe objectives of the policy (see OP 4.12 Par. 6). In addition to being technlically-and economicaly feasible, the resettlement packages should be compatible with the culturalpreferences ofthe idisplaced persons. and prepared in consultation with them.

1.18.8 Site Selection. Site Preparation, and Relocation: Identify and present if availabile,in urban areas. where the relocation x;ould be in clusters from wkhich to select oneconsidering:* InstituLional and technical arrangements for identifying and preparing relocation sites for

xNvhich a combination of productive potential, location advantages, and other factors is, atleast. compr7able to the advantages of the old sites, with an estimate uf [lie time needed toacquire and transfer land and ancillary resources:

* Any measures nei-iLsaXy to prevent land speculation or influx t-f ineligible persons at theseulected sitcs

- Cu nsuirancy SZeruces for the Review of Feasibiht~ Study,9 Review of Enurwulmnenal impact AssdsslenL, 50

GO N DAR - DE BARK KOCKS c' ROAD PROJECT I N G E N I E U R E

* Prductil' 2 ptiential. location ad;waitag;. aixi otte rfac:ors;* Procedures ftor phvsical relocation under the pr-oiect. including linet;iL for sihe

preparation and trarsfeL:. and epl :irranglements for regulhrizino tenure 1md trarstsrringIt IIes to resLtle:

* Prevention of land speculatioll or i',lusI\ ofineligble peFrnns ctthe selected sites.

'2.18.1 housing Infrastructure. and Social Services: Prepare plans io provide (or toiLnance r scllcrs' provLsion of) housing. infirstructrLre (L.g.. water supply. Leeder roads . and

sncial services (e.g, schools, health services), plans Eo ensure comparable services to hos;populatiOns, anI necessaryv sitc deceloprment, engineering. and architectural designs for thesefac,li:ies

2.18.10 Environmental Protection and Nlanagement: Describe tie boundaries of therelocation area. .and assess (he environmental impacts of the proposed resettlement andidenlif% the role of the different stakeholders in regard to the protection of the environmentand the execution c4f ilie reseltlemenit plan.

2.18.11 Implementationi Schedule; Prcparc an implenientation schedule covering allreseltlleien rehaibilitatio-n activities fronm preparation through implementaion. includinutaret-O dates I;r mihe achieern.ent of expected benefits to the resettled and hosts and defuie thev arious IOimls of assistance. The schedule should indicate how the resetilementrirehabilitution:activz'ie'; a-re. nked to the implmentaltion of the overall project.

2.18.12 C(osts and BRudget: Prepare rabies showing ilemi7ed cost estimates for allrNc.tlemruct .Kivities including allo\%ances for inflationi. :ompensation for loss of dillerentproperties and lands, popularion growth. and other contingenicies; tinmetables forexpendlrures; sources of funds; and arrangements for timely flow of lunds. and funding forreseutlenientr.rehabilitrnion, if any. in areas outside the jurisdiction of the implementing

2.18.13 Mionitoring And Evaluation: Describe arrangements for monitoring ofresetlementi'rehahiliation acti%ities bv the implementing agencv. supplemented bv,ndependen: monitors as considered appropriatz by the Bank, to ensurz complete andobjectivce infomiation.; perfo-mance nionitoring indicators to measure inputs. outputs, andoutconmcs lor resettlement ac:i%ities; in%olvemnent of the displaced persons in the nmonitoringprocess, evaluation of the impact of reettlement for a reasonable period after all resetliementand related development act:v:ties have becn completed; using the results of resetalementmonitoring to gLiide subsequent implementation.

Copsultancs Services for the Revie%; of FeasibilIn' Study. Review of En% ironmenra Impact Assessment, 51

(8) GON DAR - DEBARK KOCKSROAD PROJECT INGENIEURE

APPENDIX 2

Baseline References(Policy Papers, Legislative, Guidelines and Studies related to road activities)

World Bank 1999: Operational Policy 4.01: Environmental AssessmentWorld Bank 1990: Operational Directive OD 4.12: Involuntary Resettlement (Dec 2000)World Bank: Operational Directive: Poverty Reduction; OD 4.15, December 1991World Bank 1999: Operational Policy - OP 4.20: The Gender Dimension of DevelopmentWorld Bank 1991: Operational Directive OD 4.20: Indigenous PeoplesWorld Bank 1999: Operational Policy Note OPN 11.03: Management of Cultural Property in

Bank Financed ProjectsWorld Bank: Road Sector Development Support Project, December 1997EPA: Environmental Impact Assessment Guideline, Vol I - Procedural Guideline, June 1997;

June 2001ERA: Environmental Impact Analysis of the five roads selected for rehabilitation and/or

upgradingERA / GTZ 1998: Rural Roads Institutional Capacity Study, Addis Ababa 1998ERA 1998 (Editor): Rural Roads and Transport Strategy Ethiopia, Addis Ababa 1998ERA 2001: Ethiopian Rural and Travel Program (2000/1-2006/7) - Indicative Development

Plan (Draft), Addis Ababa, May 2001EPA: Standard Environmental Methodologies and Procedures Manual - 2002World Bank 1999: Designing travel and Transport Projects which respond to the needs of Both

Women and Men - Rural Travel and Transport Program (RTTP): 14th co-ordinatingCommittee Meeting, Pretoria, December 1999

World Bank: Poverty Reduction Strategy Papers, January 2000Ministry of Agriculture: Ethiopian Forest Resource Base - Identification, Conservation and

Rational Use in Ethiopia, May 1990Ethiopian Forestry Action Program 1994Ministry of Agriculture: The Wildlife Policy of Ethiopia (draft)FDRE Proclamation No. 1/1995: Constitution; Proclamation No. 9/1995: Environmental

Protection Authority Establishment ProclamationERA 1999: Gondar - Mereb Road Upgrading Project, Report on Environmental Aspects, March

1999ERA 1999: Feasibility Study of RSDPSP II - Seven Roads Projects, Volume 1&2, November

1999ERA 2003: Feasibility Study and Environmental Impact Assessment of Eighteen Roads

(Package B Road Project), Road No. 2 Gondar-Shire, Final Report, May 2003Plancenter Ltd / Ethiopian Roads Authority: Environmental Impact Analysis of the five roads

selected for rehabilitation and for upgrading - Debre Markos - Gondar Road - Finalreport, October 1997

Ian Barwell: Transport in the Village - Findings form African Village Level Travel and TransportSurveys and Related Studies; World Bank Discussion Paper No 344 - African RegionsSeries, Washington 1996

Lebo, J., Dieter Schelling: Design and Appraisal of Rural Transport Infrastructure: Ensuringbasic access for Rural Communities; in: World Bank Technical Paper No. 496

Tsunokawa, Koji; Hoban, Ch.: Roads and The Environment - A Handbook; World BankTechnical Paper No. 376, Washington 1996

GONDAR - DEBARK KOCKS >ROAD PROJECT I N G E N I E U R E

APPENDIX 3

Organisations and Individuals contacted during the environmental Field Surveys

Name Organisation

Ato Zelalem Feseha ERA, Manager District Engineering Division (DED)Ato Shumeye Abuhay Gondar Town City Services Manager

mU Ato Azanaw Asmamaw Surveyor, Gondar Municipalityn Ato Teferi Zeleke ERA, Manager District Road Maintenance Contractor (DRMC)c Ato Mandefro ERA, District Engineering Division (DED)j Agegnehu Gebreyesus Gondar Chamber of Commerce, Members Affairs Department

HeadAto Mamo Getahun Architect/Restorer, Amhara Region Tourism Commission

Ato Gizat Abyou Woreda Administratorm 2 Ato Yared Sahile Woreda Administration Office Head

0 Ato Baggew Tezera Public Relation Councilor< Ato Tadiwes Asrat Head of Municipality

Ato Marie Alem Agriculture Office

Ato Muhabaw Alene Woreda Administration Office Headx Ato ZelalemLiyew Dabat Woreda Rural Development Office Headn W/t Etagegnehu Surveyor, Dabat Municipality0 Ato Derege Deressa Dabat Health Center Head

Ato Yalew Meseret Dabat Health Centere Sanitarian

Ato Amsalu Amare Woreda Administration HeadAto Hunelin Belay Woreda AdministratorAto Semachiw Haile Office Head, Woleda AdministrativeAto Maye Yeshaw Kebele Administration, HeadAto Amsal Amare Administration OfficerAto Sisay Fekadu Municipality Planning DepartmentAto Tesfa Detew Surveyor

m Ato Negussie Tsegaye SMNP Park Wardenm Ato Mekonnen Alemie Public Agencya Ato Seid Abdella Public Agency

Ato Ayelign Kibiret Public RepresentativeAto Mulugeta Derso Public RepresentativeAto Assefa Demeke Public RepresentativeAto Yohannes Biruk Head of Debark Woreda Rural Development OfficeAto Zewdu Mekonene Manager Simen Park HotelSister Lete Negussie Debark District Hospital

o Ato Wagaw Hailu Amhara Region Tourism Commission, Ato Tilaye Bitew Amhara Region Bureau of Finance and Economic Developments Ato Girma Tesfaye Amhara Region Bureau of Finance and Economic DevelopmentEU

GON DAR - DEBARK KOCCKKS(9 ROAD PROJECT INGENIEURE

Minutes of Town Meeting on 27 January 2005with the Gondar Municipality (Gondar Town City Services)

concerning the Gondar - Debark Road Project

Introduction to the ProjectThe Consultant (Kocks Consult GmbH of Koblenz/Germany & Metaferia Consulting EngineersP.L.C. of Addis Ababa/Ethiopia) gave an introduction to the Gondar - Debark Road Projectproposed/planned by the Ethiopian Roads Authority (ERA) on behalf of the Government of theFederal Democratic Republic of Ethiopia (FDRE) with financial assistance of the InternationalDevelopment Association (The World Bank).

The information on the objectives of the proposed/planned road project comprised generaldetails on:* Alignment improvements and realignments;* Bituminous surfacing of the new road;* Provision of traffic safety measures;* Possible impacts on public/social facilities and housing units in the towns and villages

located along the Project;* Land take including removal of houses (resettlement) and land compensation procedures

according to the constitution of the FDRE and applicable proclamations;* Etc.

Particular Considerations for Gondar TownThe Consultant informed about the recommended/determined project starting point to be atthe Martyrs Square in Gondar and the proposed/planned special road cross section for thetown section providing an about 2m wide kerbed walkway for the great number of pedestriansincluding students from the high school located at the outskirts of the Town. With regards tothe high volume of pedestrian traffic coming to/going from Gondar on the road up to Welekavillage (Humera junction) it is also proposed/planned to have a 2m wide surfaced shoulder forthis about 2.9km long section of the Project Road.

Information of the Gondar MunicipalityThe Gondar Town City Services Manager is welcoming the proposed Project, which willcontribute to further development of the Town by the improved road access. For reference theGondar Town Development Masterplan was presented, which already shows the improvementand widening of the road section from the Martyrs Square to the northern outskirts of theTown. For the removal and relocation of the affected houses the Municipality has alreadyallocated an adequate area and will assist in the resettlement process.

Discussion on Benefit Enhancement Measures* The proposed/planned road improvement measures, i.e. widened road and pedestrian

walkways, will considerably improve the congested and dangerous situation on theconcerned road section.

* Along the first about lOOm from the Martyrs Square are about 23 kiosks, which wereerected with the assistance of the Gondar municipality. Since the income from those kiosksis the main basis of the livelihood of the users the Municipality expressed the requirementto maintain those as far as possible. The Consultant confirmed that great care will be takenduring the detail design phase to retain the kiosks.

* For the improvement of the road the Municipality was asking to include also the extensionof the street lighting up to the junction of the access road to the Goha Hotel, which will beconsidered by the Consultant in the detail design phase.

Participants of the MeetingAto Shumeye Abuhay Gondar Town City Services ManagerAto Zelalem Feseha ERA, Manager District Engineering Division (DED)Ato Azanaw Asmamaw Surveyor, Gondar MunicipalityUlrich Willems Project Team Leader (Kocks)Million Gebreyes Sociologist (Metaferia)Gerd Betzinger Environmentalist (Kocks)

GONDAR - DEBARK KOCKS >t ROAD PROJECT I N G E N I E U R E

NIX N.,h.A 1126 .I:anudrn , 2005 11-1P%T NlWA. ? U7&i)rll071I,J911. I: ,hh -v-pixf, 11h9ut l.(I X nA ITK VW<c R(fai pO'}

1"14 ITt:'- VKi7 :1il 4:

&` - ('1in j) '7I?. ,i ! (ii iiih ot b1r, (icrnianv) * ' 1 (: .!>s 5.'II;l '{. VW\r "')1lll: Nh':lgl 11111 1 .!'t N, '; .1'l tI7B

n,¢1AM00 RVix h,4.11,1e 10ÂV"x 11'))i >wh} ''1'71)"V )H ?%:1l:);: A..e;17iA h1i)iU1a)-

*m.I-i },*-trT sS.eil' imaR#P11 (''111 4Y* 4'JL) t1 .f.1) '57)' 5'°"I1UlaI hf.'1":'

tiA hri l 'I.s.Clh h+f'f; afZ, V+KC.e( 4-h-14

z1od l,Zf..}o".w: s 1}. : Y4 1S|5A 1 V1SM f i.,:e- V0) (n) 1`7110 A4.> *.|n)

n,,An] Y..}sIf) llflY hr:^@'I'l ' XS (A-Y.-i hol{§- W/IfiA

V(St i)l. ;> n.als ),+u V+11a-I fl,*l,,,,Y3* 2-1-4 81"A'521 n A14^ ti. IIj;^::

Alti-11 ht-74-1 0-Cs MU.4% 20.hn f-IAAc se:

1XfZa.;# I }.l-1; 1.1( lrkksns O- " 7 lo-} SI- 'M) h-1,01ESIM : f"11 AllAm-Y" {t5h5.e.l,A.di All' fl.b- 110-M} +tlfX l ektf. I *i7fX) ta5t'll I'Ail.e

NY11h l +;g,l1A !}PilW - 7) '\11:1-m ;1" '20 11 1, 1:-: 11AY 111 ,..111. -flg. I'..,lt;l--:v

&.0-, ItY 1' 14t.7 - N')Vl:ITM-h -jAATA:: > s7.eff7eis. ,n

V -

2,ellsl § /^g :1|(::: '7>'11(11 21nlx I',?. 1.. I"r 1l l z l' .r s|:''l$}(;2l 1'Z ib1 '{.'g { Ah.4l llf' i}"'Xt{l 1 2lXA

GONDAR - DEBARK KOCKS ,', ROAD PROJECT I N G E N I E U R E

Minutes of Town Meeting on 27 January 2005with the Woreda and Municipality Administration in Amba Georgis



The information on the objectives of the proposed/planned road project comprised generaldetails on:* Alignment improvements and realignments;* Bituminous surfacing of the new road;. Provision of traffic safety measures;* Possible impacts on public/social facilities and housing units in the towns and villages



Particular Considerations for the Amba Georgis Woreda and the TownThe Consultant informed about the eligibility for compensation and that any claim is subject toa cut off date set with the completion of the socio economic survey and the inventory ofproperties respectively beyond which no claim should be entertained for compensation.

The Consultant explained that as far as possible compensation/replacement of permanentlylost land will be provided by a reinstated/recultivated area of an abandoned section of theexisting road in realignments. These areas will become available upon completion of theconstruction of the new road and the reinstatement/recultivation of abandoned road sections inrealignments will be part of the bill of quantities and the construction contract respectively.

Information of the Amba Georgis Woreda and Municipality AdministrationThe Woreda Administrator is welcoming the proposed Project, for which they were waiting solong and it will contribute to the development of the Town and an improvement of trade by theimproved road access to Gondar and the Country's road network. The Head of the Municipalityagreed with the comments of the Woreda Administrator and added that the planned Project isexpected to improve the living conditions in the Town in general.

The Municipality presented a Town Development Masterplan, which shows for the townpassage a typical cross section with a four lane dual carriageway. It was discussed not toconsider a four lane dual carriageway since the required construction width of more than 20mwould require the removal of the first row of along nearly the entire town passage.

The official stated that they are ready to assist and support in all respects the proposedProject, particularly for the land compensation process.

Discussion on Benefit Enhancement Measures* The proposed/planned road improvement measures will also include an appropriate

drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas.* The officials were asking whether improvement of access roads is also part of the Project.

The Consultant advised that access roads/streets or portions thereof leading to importantsocial facilities (e.g. schools, health clinics, markets) will be investigated and determinedfor improvement.

Participants of the MeetingAto Gizat Abyou Amba Georgis Woreda AdministratorAto Yared Sahile Amba Georgis Woreda Administration Office HeadAto Baggew Tezera Public Relation CouncilorAto Tadiwes Asrat Head of Amba Georgis MunicipalityUlrich Willems Project Team Leader (Kocks)Million Gebreyes Sociologist (Metaferia)Gerd Betzinaer Environmentalist (Kocks)

(4 GONDAR - DEBARK KOCKS +\ ' ROAD PROJECT I N G E N I E U R E

T+ 0- AA0.7li~ IAn-)-j4J' V dTJ.1.,AX )Y~A- IV)4:lt)M '1°741` + VeWY' tail StM s )A

- IY)( fl )MA).i 7fis) 4 £' 1*'..' YoY , Z) .q.A rw1mP-1

-W' 1'h I) 7II* JII ID/-q) Ii . I ' * lh

-1-V - l-l +'1/

- ". t A'i.V1l 74140 11?ihr:111 } InJn; kiAe Y)- h ,/ *IC.4. aA it:liu': ,i.ig. n-:" A.} tI+J {i), ,i5-7j ,•cx4P Aa6l- I.,-I 000)J!/f ~½/

SfsIfe,tJlI'f:h|Eie.:7^: nh ?|h

- XK @+t ftd Z pUh^fJ ,S ft ,+tX6- ...,,

GONDAR - DEBARK KOCKS 4R ROAD PROJECT I N G E N I E U R E

NI X.X.h 0126 1nuarN 201115jjq!/ -)- MIA hh-PA1i YC AA

AAA

('111 Pi ')le (tlib of :>wf Kobhl ,en'/2'

hn? "ii hg. hn, -1Ik

i'td.lfl} I.l.Al^X APn 1- V"1AII 5Al,5'w21 }}gI.AH Ilz(t1:

-11 11,1e.1-1-1 S11)1 (t' M-Y14 irn-nf,,io"1,

,, A';l- h+& Aonl; W,.A* hh-1Af;1 +

o-VI

" ~ ~ ~ ~ ~ ~ y ?, c -1} e)>lP 0s.P.}Zs.;:

11S'1 'S {n'.It,() Y'V ''Se-I Mt14 g*Y -11-1A V'73L1f1:1 Ae, il Ay Y-1; :

||htY.)} fl+a r a; )Xd.9" >f 4R}.^ h ?tff

R.w 7g.1)[1'7A fl.t ?1,1 1a l- 7 7r ,A St1INH4xl t. -MT' YJ).§r5" .L!69-lslli) A, ::

,VIISl,-'AA. WA'- 1"7A-:- 1l. Y .1lf l +TA::{l< .s,§0g; ,,,^|.^

\'1}/'llM '4ge11W) IIY. f)1t}-W '1'l.'}l'> Y"WtlS : A".4 hWAA . }t

1|1f'1,ll1l II4's,x t10;<},lthf ' I:1.9Y t-SSt] h'S S

I)*b't)f} 811t.; .l8e. f^ss;#)rtfSrll(e:l: og y,urIf

(') GO N DAR - D E BARK K KS__ ROAD PROJECT I N G E N I E U R E

A ... li1 ̀9.1.1a Y ,e .' A IIiV/PA::

- hi "V.'JAY-i ,ICf . ( :, A.4Y)

- cjN2N ^ rz: e g>> 1ba,1t(D

- a 7 ,^,' N 'Ae' f- T A YN v\Gj^,rc ,X ,t7 1w, .,,,

1!> * , -,,, 7/ : -:.A s*--. ,e~v~.: Asi x. -

r - -r /w, -;; r r ;'L .t ' 7 /f7/ t i

7s -~~~~I * i. t' r -. '

- ' &I

f , (it/-

!9) GO N DAR - DE BARK KOCKS- ROAD PROJECT INGENIEURE

Minutes of Town Meeting on 26 January 2005with the Woreda Administration in Dabat






Particular Considerations for the Dabat Woreda and the TownThe Consultant informed about the eligibility for compensation and that any claim is subject toa cut off date set with the completion of the socio economic survey and the inventory ofproperties respectively beyond which no claim should be entertained for compensation.


Information of the Dabat Woreda AdministrationThe Woreda official is welcoming the proposed Project, which will be an important measure toimprove the living condition in the area and the development of the Town as well. The Woredaadministration is ready to assist and support in all respects the proposed Project, particularlyfor the land compensation process.

Discussion on Benefit Enhancement Measures* The proposed/planned road improvement measures will also include an appropriate

drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas.* The official asked whether improvement of the access roads to the market area could be

integrated in the Project. The Consultant informed that the access road/street to themarket being an important social facility will be considered in the detailed designs.

* For the improvement of the road the official was asking to include also an extension of thestreet lighting system up to the end of the town passage, i.e. up to the school after theBassilikos bridge. The Consultant will consider this in the detail design phase.

Participants of the MeetingAto Muhabaw Alene Woreda Administration Office HeadUlrich Willems Project Team Leader (Kocks)Million Gebreyes Sociologist (Metaferia)Gerd Betzinger Environmentalist (Kocks)

, G O N DAR - DEBARK KOCKS +ROAD PROJECT I N G E N I E U R E

hlft N.h..h 026 JnItuar% , 2005 hV.I'C+ WÂn hh-IPAYC n 19CVI'C+ fanT.t tAu T(".h-l hiAi 4111A -1-t 1.

A)V'1' i.e', 1- ')1ii ?h"Pi?. (ihtnbih of c,t (iniarlv) enu;IA... I ',CiA l:'>"/

3 .qj)-)e' )' A hIMiA-- V"'"IAI1IA A

* V4..t;, , ,r.A}t eD',ÎI tIiflTIiI,, )>:n I'P)'^ IhTi' oui i n& fl,IIIR {nJ.1"F /fl

*Y4- )rZl-7VzK 1e hN, }8" ao1,ikA,

.A X(.+ h-107 N, W44)} st,lh,,,W(r,'0y

wl.. il,,eyvof ;-r -sll 1 - flihir l ll%:l , IN , h an- hl;a il/t.-) .-e

/t1me .'l) .' 20h;11 11 7.:, v: + Iw)...) /

V.Y f+ rt h+ lil h-M> 1 8AA#,f t8& 1A K.A::i. h.; lli .l

+P't-'1 )z 11471A fif YA4.-NCf lAR hlT

l'fild.*: ve'io"'; fli1 'FW i76 z r 4f.l 4fl,' hAX&':Ifi'i 111tn.S y.o rX A.:

7.g.#}'l: ~ ~ -1 7oi9tsllls

pfil.s.z h;.l.,.e llR'>fgfl|il f,t}' il 'l;p.-

Y.Y. 0' '''^}11 t1>'}f^'t"'lf\nt }1'>.1 l: '1&-:

GO N DAR - DEBARK KOCKSK) R O OAD PROJECT I N G E N I E U R E

- ?r' 71' T''i( * 31'*I-I1tV ? IIA Aq'A-: .

h *t*'t. '1,) -i nmy* rA

.Y,- V V1t1111I: M;1. YOU< W*,hJgrt5} IO>sb

ll- f T*Ia"I IJ.J14

- h4M1' fI1 .'h:lI*I aihi.A- r Al HIi,Or- vf ;h'-I l *i*i'e.1- hl. :Y&h h-A6*'* I:."ri 1'(.P)I* hh ~ / 'is (hhI.Ih-l xcl)I ht i-1 0 . .1.0'Yi- + h A4 Ss, IX t! -51S.1' , 11';

Cs+ Ile he^ ;l l 1111s,4

() GGO N DAR - DEBARK KOCKSR O A D PROJECT I N G E N I E U R E

Minutes of Town Meeting on 26 January 2005with the Woreda Administration in Debark






Particular Considerations for the Debark Woreda and the TownThe Consultant informed about the eligibility for compensation and that any claim is subject toa cut off date set with the completion of the socio economic survey and the inventory ofproperties respectively beyond which no claim should be entertained for compensation.


Information of the Debark Woreda AdministrationThe official and public representatives are welcoming the proposed Project, which will be animportant measure to improve the living condition in the area and the development of theTown with particular view to the tourist industry that will generate employment opportunities.The Woreda administration is ready to assist and support in all respects the proposed Project,particularly for the land compensation process.

Discussion on Benefit Enhancement Measures. The proposed/planned road improvement measures will also include an appropriate

drainage system (e.g. lined ditches) as well as lay-bys and bus stop areas.* The official asked whether improvement of the access roads to the market area and a

cultural centre could be integrated in the Project. The Consultant informed that the accessroad/street to the market being an important social facility will be considered in thedetailed designs.

* For the improvement of the road the officials were asking to include also some extension ofthe street lighting system up to the begin/end of the town passage. The Consultant willconsider this in the detail design phase.

Participants of the MeetingAto Amsalu Amare Woreda Administration HeadAto Hunelin Belay Woreda AdministratorAto Semachiw Haile Office Head, Woleda AdministrativeAtn Mave Ye-haw Kebele Administration. Head

-() GONDAR - DEBARK KOCKS <ROAD PROJECT I N G E N I E U R E

Ato Amsal Amare Administration Officer

Ato Sisay Fekadu Municipality Planning Department

Ato Tesfa Detew SurveyorAto Negussie Tsegaye SMNP Park Warden

Ato Mekonnen Alemie Public AgencyAto Seid Abdella Public AgencyAto Ayelign Kibiret Public Representative

Ato Mulugeta Derso Public RepresentativeAto Assefa Demeke Public RepresentativeUlrich Willems Project Team Leader (Kocks)

Million Gebreyes Sociologist (Metaferia)

Gerd Betzinger Environmentalist (Kocks)

GO N DAR - DE BARK KOCKSROAD PROJECT I N G E N I E U R E

APPENDIX 4

EROSTON PROTECTION OF EMBANKMENT H>3m

SCALE 1:50

SIDE VIEW EDGE OF SHOULDER

k ,

Q :> S ; / - SHRUB

GRASS SEEDING

PROF ILtE

EDGE OF SHOULDER

TIMBER D.1Dm DIAMETER

TIMBER 0.07m DIAMETER

TOP SOIL (AVERAGE THICKNESS 50mm)

SHRUB

GONDAR - DEBARK KOCKSt ROAD PROJECT I N G E N I E U R E

APPENDIX 5

Yields and Prices for Cost Estimation of ComDensation

Table A: Yield and local Farm Gate Prices for Crops along the Project Road (March 2006)

Yield (qt/ha) Price (Birr/qt)Crops Amba Dabat Debark Amba Dabat Debark

Georgis Georgis

Barely 15 14 12 210 280 270

Wheat 16.5 16 15 250 280 240

Beans 18 16 15 250 280 250

Peas 18 8 8 270 266 270

Teff 10.5 10 7 280 315 330

Lentil 4 4 5 350 350 350

Sorghum 22 10 10 160 165 160

Maize 15 15 12 160 160 180

Table B: House Types and Estimate Prices along the Project Road (March 2006)

Gondar- Amba Georgis Dabat &House Type, House Area Weleka Debark

Rural Urban Rural Urban Rural Urbanr I

Grass/Thatch Roof, 1,500 -- 1,500 -- 1,500 --

< 60 m2 EIB/unitl ETB/unitl ErB/unit:

Grass/Thatch Roof, 2,000 -- 1,800 i -- 1,800 --

> 60 m2 ErB/unit i ETB/unit: ETB/unit

Corrugated Iron Sheet Roof, 400 450 350 400 350 : 400"standard house" ETB/m 2 : ETB/m 2 ETB/m 2 : ETB/m 2 ETB/M 2- ETB/M 2

------------------------------------- ----------- ----------- ----------- -----------Corrugated Iron Sheet Roof, I I

hollow block construction, 850 950 800 900 800 900with electric power supply, ETB/m 2 ' ETB/m2 ETB/m2: ETB/m2 ETB/m2: ETB/m 2

own toilette, etc.

GO N DAR - DEBARK KOCKS >__ ROAD PROJECT I N G E N I E U R E

APPENDIX 7

World Bank OP 4.01

Tli. . policies were preparedfor use by World Bank staff and are not necessarily a complete treatment of the subject.

THE WORLD BANK OPERATIONAL MANUAL OP 4.01II Operational Policies January 1999 Environmental

Assessment

This Operational Policy statement was revised in August 2004 to ensure consistency with the requirements of OP/BP8.60, issued in August 2004. These changes may be viewed here.

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

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

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

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

4. The borrower is responsible for carrying out the EA. For Category A projects,- the borrower retainsindependent EA experts not affiliated with the project to carry out the EA.6 For Category A projects that arehighly risky or contentious or that involve serious and multidimensional environmental concerns, the

(;) GONDAR -DEBARK KOCKS >\ : ROAD PROJECT I N G E N I E U R E

borrower should normally also engage an advisory panel of independent, internationally recognizedenvironmental specialists to advise on all aspects of the project relevant to the EA. 2 The role of the advisorypanel depends on the degree to which project preparation has progressed, and on the extent and quality ofany EA work completed, at the time the Bank begins to consider the project.

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

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

EA Instruments7. Depending on the project, a range of instruments can be used to satisfy the Bank's EA requirement:environmental impact assessment (EIA), regional or sectoral EA, environmental audit, hazard or riskassessment, and environmental management plan (EMP).8 EA applies one or more of these instruments, orelements of them, as appropriate. When the project is likely to have sectoral or regional impacts, sectoral orregional EA is required.2

Environmental Screening8. The Bank undertakes environmental screening of each proposed project to determine the appropriateextent and type of EA. The Bank classifies the proposed project into one of four categories, depending on thetype, location, sensitivity, and scale of the project and the nature and magnitude of its potentialenvironmental impacts.

(a) Category A: A proposed project is classified as Category A if it is likely to have significant adverseenvironmental impacts that are sensitive,1° diverse, or unprecedented. These impacts may affect an areabroader than the sites or facilities subject to physical works. EA for a Category A project examines theproject's potential negative and positive environmental impacts, compares them with those of feasiblealternatives (including the "without project" situation), and recommends any measures needed to prevent,minimize, mitigate, or compensate for adverse impacts and improve environmental performance. For aCategory A project, the borrower is responsible for preparing a report, normally an EIA (or a suitablycomprehensive regional or sectoral EA) that includes, as necessary, elements of the other instrumentsreferred to in para. 7.

(b) Category B: A proposed project is classified as Category B if its potential adverse environmentalimpacts on human populations or environmentally important areas-including wetlands, forests,grasslands, and other natural habitats-are less adverse than those of Category A projects. These impactsare site-specific; few if any of them are irreversible; and in most cases mitigatory measures can bedesigned more readily than for Category A projects. The scope of EA for a Category B project may varyfrom project to project, but it is narrower than that of Category A EA. Like Category A EA, it examinesthe project's potential negative and positive environmental impacts and recommends any measuresneeded to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmentalperformance. The findings and results of Category B EA are described in the project documentation(Project Appraisal Document and Project Information Document)."

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

GO N DAR - DEBARK KOCKSROAD PROJECT I N G E N I E U R E

EA for Special Project Types

Sector Investment Lending

9. For sector investment loans (SILs),11 during the preparation of each proposed subproject, the projectcoordinating entity or implementing institution carries out appropriate EA according to country requirementsand the requirements of this policy.13 The Bank appraises and, if necessary, includes in the SIL componentsto strengthen, the capabilities of the coordinating entity or the implementing institution to (a) screensubprojects, (b) obtain the necessary expertise to carry out EA, (c) review all findings and results of EA forindividual subprojects, (d) ensure implementation of mitigation measures (including, where applicable, anEMP), and (e) monitor environmental conditions during project implementation.`4 If the Bank is not satisfiedthat adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category Bsubprojects-including any EA reports-are subject to prior review and approval by the Bank.

Financial Intermediary Lending

10. For a financial intermediary (FI) operation, the Bank requires that each Fl screen proposed subprojectsand ensure that subborrowers carry out appropriate EA for each subproject. Before approving a subproject,the FT verifies (through its own staff, outside experts, or existing environmental institutions) that thesubproject meets the environmental requirements of appropriate national and local authorities and isconsistent with this OP and other applicable environmental policies of the Bank.35

11. In appraising a proposed Fl operation, the Bank reviews the adequacy of country environmentalrequirements relevant to the project and the proposed EA arrangements for subprojects, including themechanisms and responsibilities for environmental screening and review of EA results. When necessary, theBank ensures that the project includes components to strengthen such EA arrangements. For Fl operationsexpected to have Category A subprojects, prior to the Bank's appraisal each identified participating Flprovides to the Bank a written assessment of the institutional mechanisms (including, as necessary,identification of measures to strengthen capacity) for its subproject EA work.'6 If the Bank is not satisfiedthat adequate capacity exists for carrying out EA, all Category A subprojects and, as appropriate, Category Bsubprojects-including EA reports-are subject to prior review and approval by the Bank."

Emergency Recovery Projects

12. The policy set out in OP 4.01 normally applies to emergency recovery projects processed under OP 8.50,Emergency Recovery Assistance. However, when compliance with any requirement of this policy wouldprevent the effective and timely achievement of the objectives of an emergency recovery project, the Bankmay exempt the project from such a requirement. The justification for any such exemption is recorded in theloan documents. In all cases, however, the Bank requires at a minimum that (a) the extent to which theemergency was precipitated or exacerbated by inappropriate environmental practices be determined as partof the preparation of such projects, and (b) any necessary corrective measures be built into either theemergency project or a future lending operation.

Institutional Capacity

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

Public Consultation

14. For all Category A and B projects proposed for EBRD or IDA financing, during the EA process, theborrower consults project-affected groups and local nongovernmental organizations (NGOs) about theproject's environmental aspects and takes their views into account.'8 The borrower initiates suchconsultations as early as possible. For Category A projects, the borrower consults these groups at least twice:(a) shortly after environmental screening and before the terms of reference for the EA are finalized; and (b)once a draft EA report is prepared. In addition. the borrower consuilts with -icwh orn1inq thrniiclghniit nrrvi.ot

GO N DAR - DE BARK KOCKSR O A D P R OJ E C T I N G E N I E U R E

implementation as necessary to address EA-related issues that affect them.19Disclosure

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

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

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

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

Implementation

19. During project implementation, the borrower reports on (a) compliance with measures agreed with theBank on the basis of the findings and results of the EA, including implementation of any EMP, as set out inthe project documents; (b) the status of mitigatory measures; and (c) the findings of monitoring programs.The Bank bases supervision of the project's environmental aspects on the findings and recommendations ofthe EA, including measures set out in the legal agreements, any EMP, and other project documents.-2

1. "Bank" includes IBRD and IDA; "EA" refers to the entire process set out in OP/BP 4.01; "loans" includes IDAcredits and IDA grants; "borrower" includes, for guarantee operations, a private or public project sponsorreceiving from another financial institution a loan guaranteed by the Bank; and "project" covers all operationsfinanced by Bank loans or guarantees except development policy lending (for which the environmentalprovisions are set out in OP/BP 8.60, Development Policy Lending), and also includes projects under adaptablelending-adaptable program loans (APLs) and learning and innovation loans (LILs)-and projects andcomponents funded under the Global Environment Facility. The project is described in Schedule 2 to theLoan/Credit Agreement. This policy applies to all components of the project, regardless of the source offinancing.

2. For definitions, see Annex A. The area of influence for any project is determined with the advice ofenvironmental specialists and set out in the EA terms of reference.

3. See OP/BP 4.12, Involuntary Resettlement; OP/BP 4. 10, Indigenous Peoples; and OP/BP 4.11, PhysicalCultural Resources.

4. Global environmental issues include climate change, ozone-depleting substances, pollution of internationalwaters, and adverse impacts on biodiversity.

5. For screening, see para. 8.

6. EA is closely integrated with the project's economic, financial, institutional, social, and technical analyses toensure that (a) environmental considerations are given adequate weight in project selection, siting, and designdecisions; and (b) EA does not delay project processing. However, the borrower ensures that when individuals

GO N DAR - DEBARK KOCKS__, ROAD PROJECT I N G E N I E U R E

or entities are engaged to carry out EA activities, any conflict of interest is avoided. For example, when anindependent EA is required, it is not carried out by the consultants hired to prepare the engineering design.

7. The panel (which is different from the dam safety panel required under OP/ BP 4.37, Safety of Dams) advisesthe borrower specifically on the following aspects: (a) the terms of reference for the EA, (b) key issues andmethods for preparing the EA, (c) recommendations and findings of the EA, (d) implementation of the EA'srecommendations, and (e) development of environmental management capacity.

8. These terms are defined in Annex A. Annexes B and C discuss the content of EA reports and EMPs.

9. Guidance on the use of sectoral and regional EA is available in EA Sourcebook Updates 4 and 15.

10. A potential impact is considered "sensitive" if it may be irreversible (e.g., lead to loss of a major naturalhabitat) or raise issues covered by OP 4. 10, Indigenous Peoples; OP 4.04, Natural Habitats; OP 4.11,Physical Cultural Resources; or OP 4.12, Involuntary Resettlement.

11. When the screening process determines, or national legislation requires, that any of the environmental issuesidentified warrant special attention, the findings and results of Category B EA may be set out in a separatereport. Depending on the type of project and the nature and magnitude of the impacts, this report may include,for example, a limited environmental impact assessment, an environmental mitigation or management plan, anenvironmental audit, or a hazard assessment. For Category B projects that are not in environmentally sensitiveareas and that present well-defined and well-understood issues of narrow scope, the Bank may acceptaltemative approaches for meeting EA requirements: for example, environmentally sound design criteria, sitingcriteria, or pollution standards for small-scale industrial plants or rural works; environmentally sound sitingcriteria, construction standards, or inspection procedures for housing projects; or environmentally soundoperating procedures for road rehabilitation projects.

12. SILs normally involve the preparation and implementation of annual investment plans or subprojects as timeslice activities over the course of the project.

13. In addition, if there are sectorwide issues that cannot be addressed through individual subproject EAs (andparticularly if the SIL is likely to include Category A subprojects), the borrower may be required to carry outsectoral EA before the Bank appraises the SIL.

14. Where, pursuant to regulatory requirements or contractual arrangements acceptable to the Bank, any of thesereview functions are carried out by an entity other than the coordinating entity or implementing institution, theBank appraises such alternative arrangements; however, the borrower/coordinating entity/implementinginstitution remains ultirnately responsible for ensuring that subprojects meet Bank requirements.

15. The requirements for Fl operations are derived from the EA process and are consistent with the provisions ofpara. 6 of this OP. The EA process takes into account the type of finance being considered, the nature and scaleof anticipated subprojects, and the environmental requirements of the jurisdiction in which subprojects will belocated.

16. Any Fl included in the project after appraisal complies with the same requirement as a condition of itsparticipation.

17. The criteria for prior review of Category B subprojects, which are based on such factors as type or size of thesubproject and the EA capacity of the financial intermediary, are set out in the legal agreements for the project.

18. For the Bank's approach to NGOs, see GP 14.70, Involving Nongovernmental Organizations in Bank-Supported Activities.

19. For projects with major social components, consultations are also required by other Bank policies-forexample, OP/BP 4. 10, Indigenous Peoples, and OP/BP 4.12, Involuntary Resettlement.

20. For a further discussion of the Bank's disclosure procedures, see The World Bank Policy on Disclosure ofInformation. Specific requirements for disclosure of resettlement plans and indigenous peoples developmentplans are set out in OP/BP 4. 10, Indigenous Peoplesand QP/BP 4. 12, Involuntary Resettlement.

21.See OP/BP 13.05, Project Supervision.