FEDERALDEMOCRATICREPUBLICOFETHIOPIAMI

NISTRYOFWORKS&URBANDEVELOPMENT

ETHIOPIANROADSAUTHORITY

Ethiopia Road Sector Development Stage IV

Project(APL4)
InSupportofGovt.'sRSDP(P106872)

Re-Disclosure
of
ExecutiveSummaryof
Environmental Impact
AssessmentReports
For

1. Mekenajo–DembiDoloRoadUpgradingProject
2. Welkite–HosainaRoadUpgradingProject
3. Ankober–AwasharbaRoadConstructionProject

12March2009
AddisAbaba

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 Table o f Con t e n ts

T AB LE O F CONT E NT S............................................................................................................XIV
PARTI–MEKENAJO-DEMBIDOLOLINKROAD PROJECT........................................................................1
PARTII–WELKITE-HOSAINALINKROAD PROJECT...............................................................................12
PARTIII–ANKOBER-AWASHARBALINKROADPROJECT......................................................................24

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PartI–Mekenajo-DembiDoloLink
RoadProject

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E.1 Introduction

Mekenajo - Dembidolo Road project is located in the West Wollega Zone of the Oromia
RegionalState. The proposed road route traverses eight woredas of the zone namely: Ayira Guliso,
Gawo Dale,Gimbi, Hawa Walel, Lalo Assabi , Seyo, Dale Sedi and Yubdo woredas, and it connects
town centersandseveralvillages of those woredas.The project route mapis shownin Fig1.1. The project
isamong the road project works planned by the Ethiopian Roads Authority (ERA) for the
transportsectordevelopment.

The Ethiopian Road Authority has secured fund from IDA for the implementation of the project.
ERAcommissioned SPANS Consultants in association with Beza- Consultants to undertake review of
thefeasibility study, review of the Environmental Impact Assessment (EIA), review of the
detailedengineeringdesignandtenderdocumentpreparationoftheMekenajo–DembidoloRoadproject.

TheEnvironmentalImpactAssessmentreviewhasbeenconductedinaccordancewiththerequirements of
theTermsof Reference (TOR).

The EA report prepared in June 2003 has been revised and updated to reflect the current situation
oftheprojectarea.ThisEIAreport,therefore,representstherevisedversionofthepreviousreport.

E.2 ExistingRoadandEnvironment

TheexistingroadisagravelsurfacedRR-50standardroad.Thewidthoftheexistingroadrangesfrom 4.92 to
6.15 meters. The road starts from the town center of Mekenajo (km 0+000) and ends atthe town center
of Dembidolo (180+596). The road pavement along the project road is severelydamaged at some
places. During the field visit extensive pavement deterioration was observed atstations8+100–
9+200,86+000–96+600,113+100–136+800,and139+800–145+700,where
comfortspeedwaspoortoverypoorat40Km/h.
The road project falls in the West Wollega zone, in the Western part of the Oromia National
RegionalState.West Wollega zone lies between 8 o12’N and 10 o03N latitudes and34 o08’ E and 36
o
10’ Elongitudes – and is characterized by physiographic features of mountain, undulating and
rollingplateaus,and gorgesranging from500 to3200masl.

Western Oromia Sub region on the other hand extends from 07 o13’16” to 10 o20’10”N latitude and34
o
08’30” to 37 o40’53”E longitude.The Altitude of the sub region ranges from 500masl up to
over3000masl.

E.2.1 Biological&PhysicalEnvironment

The road route traverses mainly mountainous and rolling topographic land forms, with smaller
sectionofflatterrain.Theprojectroadfollowsaridgeintheinitialpartoftheroaduptokm30+000.Thefirst 20
km part of the road is saddled with sharp curves and erosion gullies. The road traversesescarpment
section from km 33 up to Ayira town. From Ayira to the end of the project most of
theterrainismountainousandrolling sections.

West Wollega zone is one of the densely vegetation covered areas of the country. The area is
coveredwith forests and tree crops including coffee and fruit trees. The Climatic Climax Vegetation
(i.e.
thevegetationthatwoulddevelopintheabsenceofhumaninterference,onlybythenaturalenvironmentalcond
itions)ofthezoneincludes;broadleafedforest,grasslandsandwetlands/marshlands.Broad leafed forest
trees are found almost in all districts of the zone
includingthosetraversedbytheprojectroad.TheinfluenceareaofroadrouteismainlydominatedbyAningeria
speciesandOleaspecies.Grasslandsconsistingofdifferentspeciescoverlimitedareasin
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the drier south and south western areas while wetlands/marshlands are localized in the central
westernpartof thezone.

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

WestWollegaZonehasrichmineralresourcesincludingferrousmineralandpreciousmetalslikegold and
platinum. The precambrian era rocks are sources for the ferrous, none –ferrous and theprecious
metals, while the Cenozoic era sedimentary rocks are sources of the iron and coal.Themineral of the
zone consists of coal, iron, nickel, precious metals (Gold and Platinum), non-ferrousminerals (Cobalt,
molybdenum, titanium, Uranium and phosphate), and industrial and
constructionminerallikemarble.Someofthelocalitieswithhighmineraldepositsfallwithintheinfluencearea
oftheroad project;thisincludesYubdo,Gimbi, Dembidolo,Guliso –Hena.

E.2.2 WaterResourcesandWetland/MarshlandAreas

West Wollega Zone has high water resource potential both surface and sub surface water
resources.Most of the rivers of the zone are perennial, and there are also seasonal streams. Ground
water sourceis shallow with depths ranging up to 100m. The eastern and south eastern part of the
zone, alsoconstituting the districts traversed by the road project has pocket areas of unconsolidated
alluviumaquiferwithhighproductivityyieldandunconsolidatedsedimentsforminglowproductivityaquifer
.

Wetlands/marshlands generally support a wide range of biotical, hydrological, and physical

processeswhichresultinecosystemfunctionandtheprovisionofvaluablegoodsorservices.Thewetland/
marshland and flood plains in the woredas traversed by the road are used as grazing
groundsespecially during the dry weather periods of the area and also for crop harvest in the dry
seasons.Almost all the woredas have such marshland areas, though the plot areas differ from woreda
toworeda.Thetotalareaofwetland/marshlandinthoseworedasisestimatedat3000hectare.

Therearehoweververylimitedwetland/marshlandareasalongtheProjectRoadroute.Thewetland/
marshland sites in the project area are those seasonally water inundated plain lands along
theriverbankstraversedbytheroad.Thereisnoextendedwetland/marshlandareaspeciallydesignatedas
protected site/ conservation site. The identified small/limited wetland/marshland areas along
theroadroutearefoundaroundkm37,98,126and170mainlyalongrivercourses.Allthesewetlands/
marshlandsarerelativelysmall insizebuthaveusefulecologicalfunctions.

E.2.3 NationalParksandProtectedAreas

There is no designated national park. There are a number of potential protected areas, such as
wildlifereserve and conservation areas available in West Wellega zone and the Western Oromia is
endowedwith forest and water resources forming areas potentially rich in wildlife conservation.
However,according to site investigations by the consultant and also as confirmed by the Oromia
EnvironmentalProtection Office (re-confirmed in January 2009), there is neither park nor protected
conservation sitealong the road route and in the proximity of the road project site. All of the
designated protected areasand conservation worthy sites are very far from the project influence areas.
The road project works,both for the main activities of road construction and for the ancillary works
neither touch nor will belocatedinanyoneofthosephysicalresourcesitesas
theyareatfardistancefromtheroutecorridor.

Thereisplot ofplantedforestland(mainlyjuniperustrees)fromstation16+900kmuptostation19
+000km.alongtheroadroute,whichisusedasrecreationalsiteforthoseresidinginthearea.

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E.2.4 HistoricalandCulturalHeritages

According to the Atlas of west Oromia, Historical and cultural resources in the West Oromia
SubRegion include: Palaces of Aba Jiffar & Kumssa Moroda, Mosques of Aba Jiffar and
residentialhouses. Places of worship like traditional mosques, monasteries and churches are found in
the subregion.AmongthetraditionalplacestheBelukeinWellegaandtheSidaAbachagiinIllubaborarethe
prominent ones. At these sites, the ancient holy trees of faith of the Oromo people are displayed.As
confirmed by the Oromia Environmental Protection Bureau in January 2009, and as observed atsite
by the EIA consultant, there are no recorded historical, cultural and archeological heritage siteswith in
the project influence area and in the right – of – way of the road route. This fact was alsoconfirmed by
the consultation results made with the woreda administrations and elderly people of
theprojectarea,and duringthesitevisitsand siteinvestigation.

However, there are churches, mosques, Odas and burial places that fall within the road
projectinfluence areas but out of the ROW of the road. There may also be unexplored archeological
findingsthat may encounter upon excavation works – though known religious and sacred places,
cemeteriesand monuments of the area are away from the road alignment. There is always possibility
to yieldundiscovered cultural artifacts, and any cultural and archeological resources encountered
should bereported to the local (woreda) Environmental Protection Office and/or the woreda culture
and tourismdesk and arrangements are made as to how the PCR is protected and conserved either on
site orrelocatedasthecasemaybe.

Mitigation measures or avoidance for the archeological / cultural heritages if encountered will
beaccomplished as per the requirements of the available legal frame work “Proclamation
No.209/2000”,aproclamationto provideforresearch andconservationof culturalheritage.

This proclamation describes the management of cultural heritages under Part two of the
document.Someoftheissuesdiscussedinclude;Ownerofculturalheritage,establishmentofmuseums,classi
ficationofculturalheritage,registrationofculturalheritage,dutiesofownersofculturalheritage,conservation
andrestorationofculturalheritage,preservationofculturalheritage,removalofcultural heritageetc.

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

Accordingly;

 ProtectionandpreservationrequirementsforCulturalheritages,ArcheologicalsitesandaestheticsofL
andscapeshallbespecifiedintheconstructioncontractdocumentsforcontractors.Thecontractorwilla
bidetotherequirementsofProclamationNo.209/2000.
 The contractor should consult the responsible bureau in the area in cases of findings of
suchpropertiesonthesitebeforeremoval and damage.
 Damages tolocallysignificant sites like religious places, funeral places, grave yards, Hollytrees
(Oda), Holly springs shall be avoided by alternative routes, as sites of quarry and
borrowpit,accessanddetour roadsorasmaterial storagesite.

Anyarcheologicalfindingsencountereduponexcavationshallbereportedimmediatelytotheconcerned
bureau or department to register and guide the conservation and protection of such aheritage

Theworedaenvironmentalofficeandworedacultureandtourismdesksshouldbeinformeduponmobilizationof the
constructionactivities andalsobe involved in the site environmentalmanagement

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and monitoring processes. ERA through its assigned supervising consultant should liaison with
theworeda administration to involve them and seek their assistances at all levels of the
environmentalconservation and in monitoring of the implementation of mitigation measures. The
contractor is alsoinstructed to liaison with the woreda administration as required and to cooperate in
considering theirconcernsandguidanceinagreementand afterapprovalby thesupervisingconsultant.

The woreda environmental/ natural resource conservation desks have to be capacitated and trained
onenvironmental management and monitoring activities. The project may consider a short term
trainingof the experts in each woreda traversed by the road project. The ERA’s ESMB has the
capacity
toorganizeandconductsuchshorttermtrainingincollaborationwiththeprojectconsultantandwiththeOromi
aRegion Environmental ProtectionOffice.

E.2.5 Population,EthnicandReligiousGroups

As per the information contained in Statistical Abstract, 2004 (Central Statistical Agency),
totalpopulation (July 2005) of eight woredas constituting the influence area of the project
roadisestimated as of July 2005 at 977,710 (Males – 481,967 and Female - 495,743). The major
ethnicgroups of the woredas in the influence area are Oromo (85%), Amahara (9.1%), Guragea
(1.3%) andothers constitute the remaining 4.6%. The main languages include Oromifa, Amarigna,
Gedeogna andGuragigna.Thereligious groupsintheprojectworedasconstituteorthodox Christian,
Musilim,Protestant Christians. Percentage distribution of different ethnic and religious groups in the
projectinfluencearea(PIA) isgiven Table4.3.

AmapshowingthemajorfeaturesoftheenvironmentisshowninFig1.2

E.3 ObjectivesoftheEnvironmentalImpactAssessment
The overall objectives of this EIA-study is to update the previous EA report June 2003) to reflect
thedetailed design of the project road in order to ensure that environmental issues and concerns are
dulyconsidered and incorporate in the planning and implementation of the road project. Accordingly,
thestudy identifies environmental components that are likely to be significantly affected by the
roadproject implementation and proposes mitigation measures that would avoid and/or minimize
adverseimpactsand to enhancethepositiveones.

E.4 MethodologyoftheEIAstudy

Theenvironmentalimpactassessmentprocessfolloweddatacollectionbothfromprimarysourcesand
secondary sources. Identification and analyses of significant environmental issues is made on
thebases of those data. Baseline data collection was done through field investigation, consultation
withstakeholdersand frompreviousstudydocuments.

E.5 ProposedProjectandActivities
The total length of the road would be 181 km and width of 7-meters asphalt surfaced
carriageway,with 1.5 m gravel shoulders on either side. The road project starts at Mekenajo town (km
0+000)which islocated456 km from Addis Ababa on the Addis Ababa-Nekempte- Assosahighway,
andtraversessouth up toDembidolotown (km180+596).

The major activity of the road project is an upgrading of the existing gravel surfaced road (the
widthbetween 4.92 to 6.15 m.)to asphalt surface road (carriageway 7m asphalt surface. and
gravelshoulder1.5 m on both sides, except for two short realignment town sections, 8.8 km in total
toimprove access to nearby town centers: Ayra and GebaRobi towns wherebyfollowing the
existingcart path and urban town roads that are currently located at some distances from the existing
gravelpavedroadalignment(ref.Fig.1.3).However,therealignedsectiontraversesthroughunpaved
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ground and farmlands, partly through vegetation covered and animal grazing grounds and
partlythroughcultivablefarmlands,andnosignificantenvironmentalimpactisanticipated.

The construction work activities include site clearing, excavation and grading, filling,
compacting,waterways and wetland/marshland crossing, paving, use of heavy machinery, quarry and
borrowmaterial development, establishing camps, temporary detour roads construction and
maintenance.Otherancillaryworkslikequarrysitedevelopment,temporaryaccessroadanddetourroadconst
ruction,etc. shallalsobeexecutedin theprojectarea.

E.6 Policy,LegalandAdministrativeFramework
Policies,legalandadministrativeprovisionsrelevanttoenvironmentalissuesandsustainabledevelopment
are briefly discussed to highlight the working environment under which the projectimplementation
operates in Ethiopia. The extant policy and regulatory framework in Ethiopia isadequate to address
the environmental concerns arising from the implementation of developmentprojects road sub-sector.
Although the institutional set up at the federal level (i.e. EnvironmentalProtection Authority,
Ethiopian Roads Authority and its Environmental Monitoring & Safety Branch,etc) is well equipped
with experienced professionals, however, they need to have proper logisticalsupportforefficient
supervision and monitoring.

At the regional state level, there is an Environmental Protection Office of Oromia, which is
mandatedto handle environmental conservation and protection issues within the region. It is being
organized tocapacitateitself in accomplishingitsresponsibilities.

Applicable World Bank safeguarded policies (OP/BP 4.01 Environmental Assessment,

OP/BP4.11Physical Cultural Resources and OP/BP 4.12 (Involuntary Resettlement) are also
applied andcompliedwith thatareexpectedto betriggered bytheproject road.
These policies and guidelines are the bases to implement the Environmental Management
andMonitoringPlansasdiscussedin thefollowingsections.

E.7 ProjectAlternative

Analysesofprojectalternativesconsideredthreemajorparameters;
Alternative Road Surfacing Standads: as alternatives, High gravel, Asphalt Surface
Treatmentand concrete asphalt surfacing materials have been compared from aspects and socio-
economicanalysis.

Alternative Routes: Alternative route analyses compare the need for diversions and new
alignmentsto access some of the town centers: Ayira and Geba Robi) that are located at some
distances awayfrom the existing road alignment. Otherwise, the proposed road maintains the existing
alignment allthrough the lengths of the road. The socio-economic and environmental impacts in
combination withthe results of the user community consultation has been analyzed in order to
recommend the mostappropriateoption.

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

E.8 EnvironmentalImpactAnalyses

Analyses are conducted with a view to identifying the environmental component that would likely
tobeaffectedby theroad projecti.e. theValued EnvironmentalComponents.

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

ImpactonFlora:Majorimpactstothevegetationcoverwouldbecausedduringtheconstruction
phase of the project. Attention should be given to especially the new
alignmentsections(AyraandGebaRobi)wherethereisundisturbedvegetation cover,
Impact on Fauna: There are no major wild life habitat like parks and sanctuaries that fall
inthe right – of - way of the road project, and no endangered wildlife species reported in
thearea. However, common wildlife population like apes, monkey, hyena etc. and different
birdsspecies are foundin theroutecorridor,
Impact on Wetlands/Marshland: The road construction and operation will have a
limitedimpact on the wetland/marshland along the road route at km 37, 98, 126 and 170. It
can
affecttheflowpatternofsurfacerunoffbyconcentratingflowatcertainpoints,whichcancontribute to
flooding and erosion effects in the area, undermine the natural water
movementandimpairthebiological cycleandproductivityofthewetland/marshland.
Impact of Construction Materials Development and Operation: The specific location
ofconstructionmaterialsitesisnotknownupfront,butwilllateronbeidentifiedbythecontractor.Exca
vationandremovalofthematerialresultindisturbancesofthenaturallandscape, the vegetation
cover, the fertile top soil. Excess or spoil soil left over if notappropriately treated may be
washed away in to the near by streams and cause siltation of thewaterbody.
ImpactonLandUse:Lossofagriculturallandorgrazinglandcanoccureithertemporarilyor
permanently. The road upgrading follows mainly an existing old road alignment and
theimpactonlandusewillbelimited–howeverissubstantialfortherealignedsections.
ImpactonPublicHealth:Theareaismalariaaffectedzoneandstagnantwaterthataccumulatesonex
cavatedgrounds,abandonedquarryandborrowdevelopmentsites,excavated side road ditches and
ponds may create favorable condition for mosquito breading.In addition sexually
communicable diseases including HIV/ AIDs may be an issue due to themigrantwork force.
Impact on Physical and Cultural Resources: As confirmed by the Oromia Regional
StateBureau of Tourism and Culture in January 2009, there is no recorded significant Cultural
orhistorical heritage comparable to that of palaces and unique worship sites recognized
atnationalorregionallevelalongtheroadrightofwaythatmightbeaffectedduringconstruction.
However, there are churches, mosques, Odas and burial places that fall withinthe road project
influence areas, and there may be unexplored archeological findings that mayencounterupon
excavationworks.

E.9 MitigationMeasures

The engineering design attempts to avoid environmental components that are likely to be
affectedadversely by the project activities. However, adverse impacts that can not be avoided would
beminimizedthroughimplementationofappropriatemitigationmeasures.Accordingly,mitigationmeasure
s and mitigation management plans are proposed. The adverse environmental impacts thatresultdueto
thepavedroad routewouldbeminimal.

TheinfluenceareaofroadrouteismainlydominatedbyAningeriaspeciesandOleaspecies.Grasslands
consisting of different species cover limited areas in the drier south and south westernareas
whilewetlands/marshlandsarelocalizedinthecentralwesternpartofthezone.
Illegal hunting and poaching in to the wildlife areas be prohibited and supervised both by the
projectimplementersandthelocaladministrativestructure.Inadditionregularawarenessprogramtothe

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workforceandlocalsupplierswillbeimplemented.Trafficregulationsshallbeputinplaceandtrafficpostsatcr
itical locationsbeimplementedto minimizeaccidentstowild life.

Major impacts at wetland/marshland, though limited, would be dealt with by providing

necessaryculverts to allow free flow on natural water, and also, during the construction period,
necessaryawareness will be provided to vehicular/construction equipment operations to maintain
necessaryvehicle maintenance to avoid potential oils leakage of these equipment on construction site
– in ordertominimizethepotentialriskofcontaminationofwetland/marshlandalongtheprojectsite.

The quarry/production area has to be screened determined in consultation/approval of the

supervisionconsultant and ERA ESMB whereby sufficient consultation should be conducted with the
localadministrations prior to commencing excavation activity to limit the area of disturbance. The left
overspoil soil should be collected and kept aside for rehabilitation of the site at later stage of the
work.Spoil soil should be shaped and compacted to avoid erosion and leakage to the river banks,
waterbodies or on dense vegetation covered ground. Upon completion of the use of the
production/quarrysite, it should be rehabilitated and restored to a reasonable degree to its original
state so as to avoidwater ponds, soil erosion, aesthetically undesirable situations and disfigured
landscape. Back filling,grading and re-vegetation of the site would help to mitigate the impact. Based
on the site
conditionsimplesoilretainingstructuresandrunoffwaterdiversionstructuresmightberequiredtostabilizeth
esoilstructureandreducetheeffect of soil erosionuntil itconsolidates.

Based on the Social Impact assessment (SIA) findings that identify the number of persons to
beaffectedby thesubjectproject,ResettlementAction Plan(RAP)hasbeenprepared.

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

It is required that the contractor should timely rehabilitate the excavated grounds as soon as site
workis completed, maintain sanitary conditions in camp sites and work places and provision of
sanitationfacilities to the workers, avoid anystagnant waterand unsanitaryground to avoid mosquito
andvectorbreeding.

The design documents, contract documents and specifications prepared for this project require
thecontractor/s to take necessary protective measures to minimize potential impacts and will be
closelysupervised by supervising engineers (the environmental inspector & resident engineer) and
ERA’sEnvironmental Monitoring and Safety Branch (EMSB).The woreda environment office/
naturalresources desk will also be involved in the site environmental management process as required
andprovidetechnicalsupportandindicatetheconcernsofthelocaladministrationandthecommunity.

E.10 EnvironmentalManagementPlan

Environmentalmanagementplanspecifiesmitigationandmonitoringactionswithtimeframes,specific
responsibilities assigned and follow-up actions defined. Major negative impacts and
proposedmitigation measures responsible bodies for the various actions are summarized as part of the
EIA,which should be closely monitored and supervised by ERA ESMB have been out-lined in the
abovesections.Implementations of these measures have to be carried out at different stages of
roadconstruction&operation phases.

TheEMPshouldsetbasesforenvironmentalclausestobeincludedincontractdocumentforcontractors.Theen
vironmentalclauseswillemanate fromhe mitigationmeasuresoutlined.

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The woreda environmental offices/ natural resources conservation desks will participate in the
siteenvironmental management and monitoring processes and reflect the concerns of he local
communityandthat of theworedaadministration.

E.11 EnvironmentalMonitoringPlan
Environmentalmonitoringshallbeconductedwiththefollowingmajorobjectives:
a) To ensure the proper implementation of the mitigation measures in line with the EIA
proposal(compliancemonitoring)
b) Tocomparetheenvironmentalconditionsandchangesoftheprojectareaafterprojectimplementatio
nwiththatofpre- projectsituation(Effectsmonitoring).

The monitoring exercise shall be carried out by qualified experts and institutionally organized
body.The training and capacity building needs have been identified and recommendations are
includedalongwith thenecessarybudget.
The contractor should comply with terms and conditions specified in he contract
document.Nonecompliance to any of the environmental clauses and mitigation management plan
should be
monitoredregularlyandreportedtotheresidentengineer,whowilltaketimelyactiontorectify.Thecontractori
ssubject to penaltyfornonecompliance.

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

E.12 CostsofEnvironmentalMitigationandMonitoringPlan

Major Costs related to environmental enhancement measures that require physical construction
worksareestimatedandincludedintheengineeringdesignandtender/contractdocuments.Compensationfor
properties lost and relocation of PAPs is included in RAP report. Apart from the cost of
relocation/compensationandthecostsalreadyincludedintheengineeringcostestimate,thecostofenvironme
ntal mitigation measuresunder this report is estimated at Birr 5,577,000. These measuresinclude:bio-
engineeringmeasures,trainingofenvironmentalexpertsandawarenesscreationprograms on STD and
HIV/AIDs, cost for environmental inspectors, for supervision and monitoringactivities.

E.13 BaseMapPreparation
Thematic base map has been prepared using the appropriate GIS (Geographic information
Systems).The Road route location, road route ROW and influence area, woredas and towns traversed,
sensitiveecosystemcomponent etc.areindicated on themap.

E.14 ConclusionandRecommendations
The woredas traversed by the road are among the areas with potential rich natural resources
includingcash crops like coffee and mineral resources like gold and platinum. They have high
potential forinvestmentand tradedevelopment.

On the other hand, social services areinadequate and transport facility is inefficient and
underdeveloped. The implementation of the road project would have significant positive impacts to
thesocial-economic development of the area in particular and to that of the country in general.
Theresulting adverse impacts can be mitigated through implementation of measures as identified in
theEIAreport.

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Adverse impacts due tothe projectwould be minimal,as the construction activities follow theexisting
road alignment for the major part of its length (except for 8.8 km) at two town sections. Thepotential
major adverse impacts would result along these realigned town sections to improve access tothe
nearby towns which requires a number of trees and houses and trees to be removed and
relocated.Thecompensationandresettlementoftheaffectedgroupshouldbecautiouslyhandled.

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Scale1:600,000

10
11
Fig1.3RealignedTownSections

Realignment-
2.0km

Realignment-2.2km

Realignment-4.6km

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PartII–Welkite-
HosainaLinkRoadProject

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1. Introduction

The Wolkite – HosainaRoad projectlies in the Southern Nations Nationalities

andPeople’s Region(SNNPR) of Ethiopia and will connect three Zones of the region
namely;Guragae, Silte e and Hadiya zones. The road project starts at a junction on the
AddisAbaba – Jimma Asphalt road just within the Municipal area of Wolkite town and
ends atHossanatownofHadiyaZone.Wolkitetownisfoundabout158kmfromAddisAbabain
the southern part of the country, while Hosaina is at 260km distance on the AddisAbaba –
Butajira – Hossiana trunk road. The proposed project work is an upgradingwork of the
existing deteriorated gravel road to an asphalt road standard and will have
anestimatedroad length ofabout 121kms.

The road project traverses Cheha & Gumer Woredas of Guragea zone, Geto and
WestAzernet Berbere Woredas of Silt zone, Limo Woreda and Hosaina special Woredas
ofHadiya zone. The Woredas have high agricultural potential and are densely
populatedruralsettlementareas ofthe country.

2. ObjectivesoftheEIAStudy

The purpose is to ensure that decision-makers consider environmental impacts

beforedeciding whether to proceed with the road upgrading project of Welkite-Hosaina
roadproject.Itisaprocessofidentifying,predicting,evaluatingandmitigatingthebiophysical,
social, and other relevant effects of development proposals prior to majordecisionsbeing
takenand commitments made.

Therefore,theEIAstudyobjectivesinclude;

- to assess the likely impacts of the Welkite - Hosaina road upgrading both on
thenaturaland socio-economic environments;
- toalertprojectaffectedcommunitiesandresidents,aswellasplannersanddecision-
makers to the likely positive impacts and negative consequences,
andensurethathumanvaluesandconcernsarereceivingproperattentionandconsiderati
on during the design, construction and implementation of the projectroad.
- tomakeanalysesanddefinetheresultinglikelyadverseimpacts
- to carry out detailed environmental and social impacts assessment and analyses
tomorepreciselyindicatemajorbeneficialandadverseimpactsthatwouldbecausedasa
result ofproject implementation.
- to identify and propose appropriate mitigation measures to be incorporated in
thedesignandconstructionactivitiesoftheroadprojectwhichwillbefollowedbythe
preparationof environmental management and monitoring plan to be
usedduringthe constructionand operation phasesofthe project.

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3. Methodology

Thestudyfollowedstandardenvironmentalimpactassessmentmethodologiesandprocedures,
EIA- guidelines prepared by the EPA and ERA-standard methodologies
andproceduresmanual for road projects’impact assessment.

Data collection was done both from primary sources and secondary sources for base
lineenvironmental situation assessment. During the site visit, physical observation of
theenvironmental settings of the route corridor was made and inventory of the
observationswere noted. Parallel to the physical observations, consultations and
interviews were
alsomadeatvillagecentersandtownshipsfallingintheroutecorridor.Analysesweremadetodev
elopcost-effective mitigationmeasures.

Consultationwithrelevantstakeholdersandprojectaffectedpeople(PAPs)wereconducted at
each locality. Local administrations and relevant institutions were contactedand involved
in data collection, during discussion sessions and for coordination of
focusgroupdiscussions.Discussionsandbriefingsontheprojectobjective,thepossibleimpacts
that can result during the project implementation, cooperation needed from theWoreda
administrations and from the community were raised and discussed, with
councilmembers of each Woreda administration in the four Woredas. Minutes of
meetings werealsorecorded and signed, as annexedto thisreport.

4. Policyandlegalframeworks

There are several policy and legal documents both at federal and regional level as
regardstoenvironmentalmanagementanddevelopmentprojects.Accordingly,numberofpolic
ies and strategies, environmental legislation, EIA guidelines, and institutional
andadministrative framework were developed at national and sectoral levels in order
toaddressenvironmentalissuesindevelopmentprojects.Thesepolicies,strategiesandsectoral
guidelines are all in line with donors’ environmental requirement. World BankSafeguard
policies relevant to the current project are also considered in the study. Of allthe ten
current World Bank’s Safeguard Policies, only three policies are triggered by
theproposedroadprojectforupgrading.Theseinclude;OP/BP4.01EnvironmentalAssessment,
OP4.11physicalculturalResourcesandOP/BP4.12InvoluntaryResettlement.

5. ProjectDescription

The proposed road project is upgrading of the existing gravel surfaced road to
AsphaltConcrete standard with 7.0-m wide carriageway and 0.5-1.5m wide gravel
shoulders
oneithersidedependingonterraintypeinruralsectionsandatwoway14mwidecarriagewaywidt
h,3.5mparkinglaneand2.5msidewalksintownsections.Theproposed road alignment mainly
follows the existing Welketie - Hosaina road. However,there are two minor realignment
sections; 1) starts at 4.3km and runs for 1.4km on
newalignmentabout0.25kmoffsetandendsat5.7kmtoimprovethehorizontalalignmentat

14
Wabe River., 2) starts at chainage 55.9km whichruns for 0.5km realigned about
0.14kmofftheexisting road.Thepavementstructureis designedfor a20-year designperiod.

6. ProjectLocation

The road upgrading project is located in the South Nations Nationalities and
PeopleRegional state. The start of the project, Welkite is located at 8° 16.6´Latitude &
37° 46.4´Longitude andis found 158 km from Addis Ababa, on the Addis Ababa – Jimma
trunkroad. Whereas the destination point of the project, Hosaina is located at 7° 33
´Latitude&37° 51´Longitude is260kms away from Addis Ababa and is on theAddis
Ababa –Butajira – Wolayita trunk road.Wolkite and Hosaina are the start and end of the
project,respectively. The project road connects three Zones and traverses five rural
Woredas andtwo special Woredas; namely Wolkitie special Woreda, Chaha and Gummer
Woredas inGurage Zone, Mirab AzernetWoreda in Silte zone and Limo Woreda and
HossanaspecialWoreda in Hadya zone.

7. ProjectActivities

Theactivitiesoftheroadprojectcomprise;upgradingofthemainroadtoAsphaltConcretestandar
dwith7.0-mwidecarriagewayand0.5-1.5mshoulderswidthdepending on terrain type in
rural sections and a two way 14m wide carriageway width,3.5m parking lane and 2.5m
side walks in town sections). Major activities include but notlimitedto:

- clearingandgrabbinggrassesandbushes,earthworkinvolvingexcavation,cutting,fillin
g,rock blastingand disposalworksofsoilsandrockmaterials,
- new bridge construction and rehabilitation, drainage structures, biological
andphysicalerosion controlstructures,slopeprotectionmeasures, ,
- developmentofconstructionmaterialsites(likequarries,borrows),constructionof
diversions and access road and their restoration/reinstatement
works,erectingcrusher and asphalt plants, explosives store and campsites
establishment, garageandwork shops establishing and operation,
- etc

8. BaselineEnvironmentalConditionoftheRoadRouteCorridor

8.1. TopographyandLandUse

The road route predominantly traverses through flat to rolling terrain in the Gurage
zone,occasionally encountered rugged mountainous terrain section towards the last
section inSilte Zone and partly also in the Hadiya Zone. Terrain classification of the road
route isestimated as 64% flat, 30% rolling and 6% mountainous including built-up area in
townand villages. The route corridor is also crossed by major rivers such as Wabe River
at km3.7, Megecha River at km 12.8, Gogeb River Gotam River at km 27.7, & Betena
Riverat km115.5.

15
The dominant land use/land cover of the route corridor is characterized by
intensivelycultivated and settled rural settings. There are annual crops like barely, wheat,
teff etc.Perennial crops like inset, coffee and fruit trees are intensively cultivated along
the routeand at some locations they are found including in the ROW width of the road.
The majorsoil types observed along the sides of the proposed road project are red clayey
soil andalsoin some areasthereareBrown to dark clayey soils.

8.2. Flora/Fauna

Regarding the vegetation cover along the project road, limited indigenous tree species
areobserved at some cultural sites like the Mugo Mountain where it is by tradition not
cut.These trees include mainly Olea africana (Weyra), Cordia africana (Besana),
Haginaabyssnica (Koso), Podocarpous gracilor (Zigba).and others. In addition to these
preservednatural forest areas a common feature observed in the project area are forests
made up ofplanted trees. These are quite well protected and the planted trees are mainly
Grevillearobusta, Eucalyptus species (Bahir Zaff) and Juniperus spp (Tid). These tree
species arefoundin farmers’ homestead.

Regarding the wildlife resources in the project area, the common types include
monkeys,apes, hyena, porcupines, pigs, etc. Any poaching activity of the limited
resources by theconstruction workforces will be prohibited and provisions shall also be
included in thecontractualdocument.

8.3. DrainageandSettlement

The project area falls in the Ghibe River drainage basin and has several surface
waterresources. Water resources found in the route corridor include riversand streams
like;Wabe River km 3.7, Megecha River atkm 12.8, Gogeb River Gotam River at km
27.7, ,& BetenaRiver at km 115.5, Lake Areket and wetland area of the lake at km 60.
Theroad also traverses several settlement sites and townships like; Lera,
Endibir,Areket,Qebul, Guber etc. The rural community in the project area mostly settles
along the roadsidesandsettlement sitesare foundatdifferent locationsalong theroadroute.

8.4. PhysicalandculturalResources(PCR)

Though not officially registered, there are some known cultural sites within the
projectinfluence area which are recognized by Regional/Local Culture and Tourism
Bureauespecially in Silte Zone. During the revision of this EIA report (dated 20 January.
2009);SNNP Region Bureau of Culture and Tourism and the three Zones Culture and
TourismOffices were consulted on the availability of any area (s) of significance. As per
theinformation receved and observation made by the consultants, the following sites
areidentified,which include:

1. Mugo Mountain, 82km, that is located on the right side of the road project,
about3kmofftheproposedroad,hoststwoveryoldMosques(approx.200yearsold)whichar
erecognizedasoneoftheculturalandtouristattractionsitesintheSNNP.

16
 Thismountainiscoveredwithdenseforestsofindigenous(e.g.Ficus,sp,Oleaafricana,
Juniparus gracilor and procera, Corrdia africana, and etc) tree species. It isalsorich
inwildlife species,
2. BelechiValley, at 83kmabout 1km off the proposed road,recognized culturalsites
in the SNNP, for its strategic nature and aesthetic value, it used to serve as
amilitarystrategicplacewheretheyusedtohidethemselvesduringthe civilwar,and
3. Old Burial Sites, at about 95km, there is an old Muslim burial site on both
sidesoftheroad.Thissiteis outsidetheROWbutlocated withintheroad corridor.

8.5. PublicConsultations

Consultations with PAPs and the local authorities were conducted at various
locationsalongtheprojectroad.Thisprojecthasidentifiedtwogroupsofpeople,projectbeneficia
ries and the affected people, as the primary stakeholders.In addition, there isone group of
secondary stakeholders, who are government officials, with whom intensivefocus group
discussions were carried out, in addition to consultations carried out
withinfluentialindividuals.

The overall purpose of the discussion was to 1) inform, generate, and empower the
PAPs,local authorities, and other key stakeholders about the project objectives and the
socio-economic benefits of the proposed road project, 2) obtain the commitment of the
localauthorities to prohibit any further encroachment and development in the ROW after
thecut-off -date, 3) ensure the availability of land for relocation and to prove the same to
thePAPs, AND 4) Encourage them involve in the project planning and
implementationprocessesand also informthemtheEIAandEMPfor implementation.

During the field visit, discussions were held also with local authorities and as an
outcometheofficialsagreedto;

 prohibitanddeternewcomersfromerectingorcarryingoutanyactivitywithintheROW;
 providelandforthePAPs,monitorthePAPsintheconstructionofstructuresandpreparationo
fsites for resettlement;
 agreedtocooperatewiththeconstructioncontractorsandsupervisionconsultantsintheproce
ssofland acquisition;and
 agreedtoplaykeyroleinthe overallimplementationoftheprojectroad;etc

Theprojectaffectedpersonswereinformedabouttheproject’slocal,regionalandnationallevelb
enefits,andfinallyacceptedandagreedtotakepartintheprojectimplementation processes 1)
up on the effect of adequate payment of compensation fortheir affected properties, and 2)
showed their commitmentto stand in line with thegovernment policies and development
strategies and involve in the project planning andimplementation.

17
Regarding the Physical Cultural Resources (PCR), as mentioned above, the outcome
ofthe consultation with the Regional and Woreda Culture and Tourism Bureaus
revealedthat there are some cultural and burial grounds along the project road that will be
affecteddirectlyor indirectly bythe road projectconstruction.

Duringtheappraisal,Consultationsweremadewiththelocaladministrationsandreligious
leaders to reaffirm the issues of the PCR (especially the grave yards along theexisting
road route). Consultations were made at three locations; Mugo town (km 88),Hosaina
(destination of the project) and at Walkitie towns (project road origin). The
focusgroupdiscussionassertedthattheconstructionoftheroadisatthetopofthecommunity’s
priority agenda, and that they are willing to cooperate and facilitate theproject
implementation as required. Regarding the graveyards, they have promised not
toextendtowards theroadbutuse the plots atthe back for thefuture.

9. PotentialProjectImpactsandproposedMitigationmeasures

The project will have both beneficial (positive) and adverse (negative) impacts to
thenaturaland socio-economic environments.

The beneficial impacts of the project include improving market opportunities,

providingaccess to improved and better social service facilities, creating improved
communication,improving the supply of agricultural inputs, creating employment
opportunities for thelocal labor force thereby contribution to the reduction of poverty at
the household level,enhancing investment and employment opportunities, contributing to
income generatingactivities, and improving the situation of women by creating better
access to transport andotherfacilities, resultinginhigher incomes tothefarming households.

Additionally, the project road, in its short and medium term, will create impacts such
asreductions in vehicle operating, transport and time costs for public passenger and
freighttransports and for private vehicle users, and improvement in the availability of
transportfacilities and services, while in the long term development impacts, it will bring
abouteconomic growth and changes in the livelihood conditions of the people residing in
theprojectarea.

ThemainadverseenvironmentalimpactsoftheWelkite–Hosainaroadprojectinclude;

1. Impact on Flora: There are no significant forest areas along the road project,
but,impacts on Yegera protected forest at station 24km, which is located outside
theROW at about 1.0km away from the road project. However, diversion and
accessroad constructions, stockpiling of excess cuts, material sites establishment,
anddust pollution will affect the Yegera protected forest. Beside this, road side
treeplantations (both natural and artificial) will also be affected as a result of
directroadconstruction project
2. Impacts on Fauna: the project road corridor is neither contiguous with, nor in
closeproximitywithanyofthesenationallyprotectedareas,howeverthefewexisting

18
 wildlife species that exist along the road area which include ape, monkey,
andothersmallerwildlife,maybeimpactedbyhighspeed
vehiculartraffic,andpoaching,
3. ImpactonSoil:erosion-duetoembankmentfill,un-
surfaceddiversionandaccessroads,quarryandborrowsites,untreatedstockpileofconst
ructionmaterials/spoil,
4. Impact on surface and sub-surface water bodies: contamination due to
oilleakages from equipment and plants, dirt flow from construction site, camp
sites.There is only one wetland is located along the project road, called Arekti
Lakewhichislocatedat64.3kmwhichwilllikelytobeaffectedbytheroadconstructionpr
oject
5. Impact on Air Quality: this includes pollution as a result of emission
fromconstruction machinery and transport vehicles as well as dusts during and
afterprojectimplementation.
6. Impact on Slope Stability: the slide prone areas at 71+000 to 73+000, 81+050
to81+200and81+700to82+000,wouldbeexacerbatedbytheconstructionactivitiesinit
s proximity,
7. ImpactonthePhysicalCulturalResources(PCR).theoldMuslimburialsiteat km -
95 is located on both sides of the road may experience cracking due tovibration of
pavement compacting equipment, also rock blasting may affect thetwo200 old
mosques atkm82.

Adequate and appropriate mitigation measures have been identified and proposed
forthese likely impacts of the project road on the environment. Some of the
mitigationmeasures have already been included and while some will be included as
environmentalclausesin tender documents and construction contracts.

Among many of the mitigation measures recommended and integrated in the

projectdesignandthe contractdocuments include:

- The use of only the essential part of the RoW during construction to minimize
treecuttings,plantingseedlingsaspart of
thecontractforlosttrees,establishingdesignated spoil areas in consultation with the
regional and woreda culture andTourismBureaus,
- The design includes safe wild animals’ passages (culverts) under the
roadway,awareness campaign to the workforce to protect the wild animals from
trafficaccidents,
- Proper design of culvert outlets are provided in the design to minimize erosion
atdownstream,thetechnicalspecificationwillincludeprovisionstoproperlystockpilea
nd compact spoil material,
- Maximum care will be taken while transporting hazardous chemicals and
fuels,besides the contract will obliges the contractor to adopt a maintenance
practice tominimizeoiland lubricant leakagesto the surroundings,
- Construction machinery and vehicles should regularly be maintained to
increaseengineefficiency and hence toreduce emission to the air;
- Slopesareappropriatelydesigntoensurestabilityandappropriatedrainagedesign

19
 isincludedtomovewaterawayfromtheslope,whichwouldotherwiseunderminethe
slope stability,
- Construction of diversion road, production of construction materials, rock
blastingontheroadformationactivityifany,willbestrictlyavoidedandotheralternatives
to this activities such as location of other material sources, half roadwidth
construction, etc. will be suggested by the contractor and approved by
thesupervisingconsultant, to minimize anynegativeimpact onthe PCR.

10. EnvironmentalManagement&MonitoringPlan

Environmental management plan specifies mitigation and monitoring actions with

timeframes, specific responsibilities assigned and follow-up actions defined. Major
negativeimpacts and proposed mitigation measures responsible bodies for the various
actions aresummarized as part of the EIA, which should be closely monitored and
supervised byERAEMSBhavebeenout-
linedintheabovesections.Implementationsofthesemeasures have to be carried out at
different stages of road construction & operationphases.

Environmentalmonitoringwillbeconductedwithtwomajorobjectives;

a. toensuretheproperimplementationofthemitigationmeasuresinlinewiththeEIApropo
sal (compliance monitoring)
b. tocomparetheenvironmentalconditionsandchangesoftheprojectareaafterprojectimpl
ementationwiththatofpre-projectsituation(Effects monitoring).

Themanagement&monitoringexerciseshall becarried
outbothinternallyandbyexternalinstitutionsandstakeholdersasneeded,andbyqualifiedexpert
sandinstitutionally organized body. These are indicated in the mitigation management
matrixagainst the identified monitoring activities. The training and capacity building
needs havebeenidentifiedandrecommendations areincludedalong withthenecessary
budget.

11. CostsofEnvironmentalMitigationandMonitoringPlan

MajorCostsrelatedtoenvironmentalenhancementmeasuresthatrequirephysicalconstruction
works will be estimated and included in the engineering design and
tenderdocuments.Somebio-
engineeringmitigationmeasuresrequiredareestimatedandincludedinthissection.Themonitor
ingandcapacitybuildingcostsarealsoestimatedand included in the report. Apart from the
cost of relocation/ compensation and the costsalready included in the engineering cost
estimate, the cost of environmental
mitigationmeasuresisestimatedatETB,Birr3,550,740.00.Thesemeasuresinclude:bio-
engineeringmeasures,relocationofgraveyards,training,awarenesscreationonHIV/
AIDS(theHIV/AIDSPrevention&ControlActivitiesProgram,alongtheproject
20
road will be executed by the Sub-contractor to be recruited by ERA during
mobilizationstageaspartoftheConstructionworks),environmentalinspectionandmonitoringc
osts.

12. ConclusionandRecommendations

The findings of this EIA reveals that the construction and operation of the Wolkite-
Hosaina Road Upgrading Project will have several beneficial as well as adverse
impactson the biophysical and socioeconomic environments of the project area. Most of
theimpactsontheenvironmentaremanageableandminimuminmostofthecases.Generally, the
positive impacts of the project are found to outweigh the negative impacts,provided that
the proposed mitigation measures are implemented properly as the
projectroadfollowmore or lessthe existingalignment.

ThefollowingaresomeoftherecommendationsmadefortheimplementationofWelkite-
Hosainaroad project;

 the mitigation measures discussed in the EIA-report are incorporated in the

projectdesignandtenderdocuments:BoQs,drawings,specificationsandcontractdocument
s. In order to enforce the implementation of these measures the
contractdocumentswill further provide for approprite environmental clauses as
necessary.The will require the contractor to follow environmentally friendly work
discipline,whileproject implementation;
 the Supervising Consultant will liaise with and consults the local community
andadministrative organs to find their needs and constraints at each location and try
toincorporatetheir requirementsand opinionsinthedesign asfar as possible
 theclient,togetherwiththelocalenvironmentalauthorities,willensuretheappropriatelocati
onsofthematerialsites;spoildumpingsites,andconstructioncampsites and their proper
reinstatement upon completion of the project works, asrequired.
 The client, together with the federal and environmental authorities, will make sure
theprovisionsinthecountry’sandinternationallaws/regulationsarerespectedorfulfilled;
 the ERA-EMSB will ensure the preparation and its implementation of detailed
actionplanforeithersection(s)ofortheentireroadprojectandcontinualimprovement/
updatingoftheactionplan throughoutthe projectlife.
 the local administration, namely Zone, Woreda, and Kebele administration will
bevery helpful in facilitating the project activities through solving problems related
toland acquisition and displacement,and therefore their involvement of
stakeholderswillbepromoted

21
Fig.2.1.RouteMap

22
Fig.2.2EnvironmentalMap

23
PartIII–Ankober-AwashArbaLink
RoadProject

24
1.1 IntroductionandBackground

The Government of the Federal Democratic Republic of Ethiopia (FDRE)

hasobtained a credit from the Nordic Development Fund (NDF) towards the cost
ofConsultancy Service for the Feasibility Study, Environmental Impact
Assessment(EIA),DetailedEngineeringDesignandTenderDocumentPreparationfor
Ankober - Aliyu Amba - Awash Arba Junction Road Project. The
ConsultancyServiceforthesaidactivitieswassignedbetweenERAandFinnroadinasso
ciationwith SABA Engineeringin July 2006.

This report covers the EIA study of the proposed road project. This EIA
examinesthe potential environmental impacts of three alternative routes – A, B
and C –which were identified and analysed in the Feasibility and EIA studies.
Based onthe findings of this assessment, the EIA report recommends alternative B
to beimplementedunder APL4.

1.2 ProjectDescription

The proposed Ankober – Aliyu Amba – Awash Arba Junction road, which
runsalong the ancient camel-caravan traders' road from the old Red Sea ports to
theChristian "Abyssinian" highlands, is located in the Amhara and Afar
RegionalStates, in the eastern central part of Ethiopia. The proposed road starts at
the townof Ankober, and ends at Awash Arba Junction on the Addis – Djibouti
trunk road.As a road along the ancient trade route, it has great potential not only in
social
&economicdevelopment,butalsoforpotentialtourismdevelopmentanditsimportance
has been recognized for decades. The existing road on average has
6mcarriagewidth,andonlythefirst14.5kmandthelast7.5kmsectionsareengineered
gravel roads, while the rest sections are just earth tracks. In addition,only the first
14.5km was provided with cross drainage structures and short sidedrains for some
subsections only except a steel bridge over Awash River at 65km.Therestsections
donothave anydrainagestructures oradequate sidedrains.

Three alternative routes, designated as A, B and C, were identified and

examinedfortechnicalandeconomicfeasibilityaswellassocialandenvironmentalacce
ptability. Based on the results of economic analysis, ERA’s design
standardDS6has been adopted for the proposed road.

Starting point for all alternatives is at 2.9 km from the centre of Ankober
town.Alternative A follows the existing road alignment passing through an
existinggravel road for the first 14.5 km and then continues on a motor track for
about 22km to Dulecha. The terrain is mountainous to escarpment till Gacheni and
thenrolling from Gacheni to Dulecha. From Dulecha the existing road traverses
mostlyflat terrain up to Hurunto.From Hurunto road alignment traverses through
AwashRiver flood plain for about 15 km and passes over Awash River at km 65,
near thevillage of Bolhamo. After Awash River, the road alignment follows the
existingroad alignment passing through the town of Melka Werer and ends at
Awash ArbaJunction.Alternative Ahas a lengthof90.3 km.

25
Alternative B follows mainly the same route as alternative A. However, it
offsetstheexistingroadwithinthefirst14kmtomitigatetheeffectsofexcessiveearthwor
ks that would result in case the existing road geometry was fitted toERA’s road
geometry standards set by the DS 6 standard. To provide link toGacheni town the
Alternative B alignment differs from the alternative A andexisting road at km
25and traverse through the Gacheni town and connects
toexistingalignmentagainatkm27.Inthissubsectiontheexistingroad,thatalternative A
follows,is so severely eroded thatthe existing traffic traversesthrough the Gacheni
instead of using the alternative A.From km 27 to km 52follows the existing one
along alternative A and from km 52 to 63 it diverts
tohavethebestalignmentintermsofdesignandshortestroute.Fromkm63onwards, all
the way through Bolhamo and Melka Werer to Awash Arba RoadJunction, it
follows the existing alignment. Alternative B has a total length of 88.6km.

Alternative C starts 2.9 km from Ankober and continues at a lower altitude south-
easterndirectionmakingthreemajordeviationsfromtheroutealignmentfollowedbyAlt
ernativeB.Induecourse,itdivergesfromtheothertwoalternatives for about 48km.
Alternative C avoids seasonally flooded areas
nearDerekeandMelkaJebduriversandreducesthenumberofmajordrainagestructures.
The alignment traverses mountainous and escarpment terrain for 25 kmup to north
of Gacheni, then through rolling terrainfor 10 km up to Dulecha andmostly flat
terrain for 17 km up to close to Hurunto. From Hurunto, the routecreates 27 km
straight new road connection via Dofen to Melka Werer.
FromMelkaWerertoendoftheprojectitfollowsthesamerouteofAlternativeAand
B.A new bridge, with a length of 45-50m, is needed for crossing the AwashRiver.
It connects major settlement areas of Ankober, Dulecha, Hurunto, Dofenand
Melka Werer, but bypasses Aliyu Amba and Bolhamo. This alternative has
atotallengthof86.5km.

Ultimately based on the results of the economic, social and environmental

impactanalyses, Alternative B was found to be the most feasible alignment and
thus,recommendedtobeadoptedfortheproposedroadproject.Thebaselineenvironmen
toftheproposed road isbriefly describedin section 4below.

In summary Alternative A follows existing gravel roads for 22km (24%)

andexisting tracks for 68.3km (76%), and has no new route section. Alt. B goes
alongexisting gravel roads for 7.5 km (8.5%), existing tracks for 54km (61%) and
newroute to meet the design standard for 27km (30.5%); whereas Alt. C . travels
overexisting gravel roads for 12.5 km (14.5%), existing tracks for 26 km (30%)
andnew route for 48 km (55.5%). Thus, of the total length, 75.6% of A, 91.5% of
Band 85.5% of C have no any pavement and drainage structures, and even
theexisting road sections have no adequate cross and side drainage structures.
Theexisting roads and tracks have on average 6m carriage width. Based on the
resultsofeconomicanalysis,theproposedroadisrecommendedtobebuiltatDS6

26
 standard, which will have 6m carriage width, and variable sizes of side drains
andembankment slopes. According the preliminary engineering design carried out
forAlt.B,the‘cleared’width,i.e.thewidthofthelandareatobeaffectedortakenfor
building of the road varies from 12.5m to 30.4m with an average of
18.6m.According the preliminary engineering design carried out for Alt. B, the
footprintof this alternative varies from 12.5m to 30.4m wide with average of
18.6m for atotal length of 88.6km, and this will require a new land grab of about
130 ha. Thisis estimated based on the average width of 18.6m for realignment
sections and12.6m for existing road sections; the latter figure was obtained after
deducting theaveragewidth ofexisting road sections,i.e. 6m.

1.3 DescriptionofBaselineConditions

1.3.1 PhysicalEnvironment

The topographic set up of the route corridor varies from a steep and
ruggedmountainous and escarpment terrain to dominantly flat terrain. Altitude
rangesfrom the highest point at Ankober, 2970m masl, down to the Awash River,
about800masl,withelevationdifferenceofabout2170m.Theestimatedterrainclassific
ation for the project route is 62% flat, 13% rolling, 20% mountainous
and5%escarpment.

The climate of the project area varies with altitude. The first 20km section
islocated in ‘Dega’ zone with mean annual rainfall of 1000mm to 1200mm. The
km20-40 is situated in ‘Weina Dega’ zone and receives 600 – 700mm of
annualrainfall,andtheremainingislocatedin‘Kollazone’,whichreceives400–
500mmperannum.TheprojectissituatedwithintheAwashBasinandcrossesthe Awash
river. It also runs along other major rivers including Melka Jebdu,andGayseno.
The dominant soil types along the first 37km section are reddish brownand
greyish silty gravel and weathered basaltic rock. For the rest of the
projectarea,brownclayeysiltmixedwithsandygravel,andalluvialdepositsareobserved
. Soil erosion is serious along the Ankober -section. Beyond , the rate oferosionis
mostly minor except at some spots.

With regard to land use and land cover, the corridor of Ankober - Aliyu
Ambasection is dominantly cultivated and the remaining is occupied by
settlements andtree plantations.The corridor of Aliyu Amba – Dulecha section is
dominantlycovered by bush lands but also some cultivation. The section from
Dulecha toAwash River passes through a vast and flatter lowland areas mostly
covered byAcacia bush lands. The remaining section mainly traverses a vast
intensivelycultivatedland,whichisunderlargescaleirrigatedagriculture.

1.3.2 BiologicalEnvironment

The natural vegetation of the corridor of Ankober – Aliyu Amba section has
beenhighlymodifiedbyman.Thus,onlysomepatchesofremnantvegetationarefoundin
theareaespeciallyonsteepslopesofmountainsandescarpments.

27
Between Aliyu Amba and Awash River, the natural vegetation is
dominantlydense Acacia bush land with dense stands of Acacia woodland
particularly
alongriverbanks.IntheareaafterAwashRiver,thenaturalvegetationhasbeenextensivel
y cleared to give way for irrigated agriculture. However, an aggressivebushy plant
called Mesquite has extensively invaded the existing road sides
andirrigationcanals.

The wildlife variety and population in the project corridor is rather low
mainlybecauseofhabitatdegradationrelatedtoover-
exploitationofthenaturalenvironment for socio-economic development activities
including cultivation andintensive livestock grazing and browsing. It appears that
hunting pressure is alsosignificant. The wild animals reported to be found in the
area include Bushbuck,Bush Duiker, Dik-dik, Klipspringer, Lesser Kudu, Oryx,
Soemmering’s Gazelle,Warthog, Hamadryas Baboon, Vervet Monkey, Hyena,
Porcupine, and
CommonJackal.OthersincludedAardvark,Cheetah,AbyssinianhareandLion.Thepro
ject area is very rich in birdlife and has two sites designated as Important
BirdAreas; these are found between Aliyu Amba and Dulecha and along the
AwashRiver.

Two important bird species living in the vicinity of Ankober and the Aliyu Amba-
Dulecha area are the Ankober Serin and the Yellow Throated Serin,
respectively.The environmental contract clauses will require, for example, that (i)
quarry sitesnot shall be established within 20 km of the cliffs of the Ankober-
Debresinaescarpment – the habitat of the Ankober Serin; and (ii) streams shall not
bediverted and a sufficient number of culverts are constructed to ensure
regularwaterflowfor theYellowThroatedSerin.

1.3.3 Archaeological,CulturalandHistoricalSites

The project road runs along the ancient camel-caravan traders' roadfrom the
oldRedSeaportstotheChristian"Abyssinian"highlands,andlikeallancientcaravan
routes, the old road itself is likely to yield undiscovered cultural
artifacts.Ithasthreestages(roughlycorrespondingtoaltitudeandecologicalsections):
(i) : AnkobertoAliyu-Amba:Thiswastheentry-
gatetohighlandAbyssinia.StartingatthecapitalofShewa(1745-
1889),routepassesthroughascenically dramatic escarpment landscape rich in
cultural heritage;
presentlybeingconsideredasoneofShewa'snewtouristcircuits/destinations.Acult
urallyandscenicallysensitiveareaforlargelyChristianheritage.Nevertheless,
according to the Amhara Culture Tourism Bureau confirmed inJanuary 2009,
there is no recorded Physical Cultural Resources (PCR)
alongtheproposedroadalignment.Theconsultant’scloseobservationdidalsoconfi
rm that such sites are not apparent along the project route. The roadproject is
designed to start 2.9 km away from the center of the historicalAnkober Town,
thereby minimizing the negative impact of the construction ofaroad through
locationsofhistoricalimportance.
28
 (ii) AliyuAmbatobeginningoflowlands:CharacterizedbyrichMoslemheritage.
(iii) Lowlands: Like much of Africa's Rift Valley, inhabited by early
hominoid,therefore rich in potential paleontological sites. Likewise, according
to theAmhara Culture and Tourism Bureau comfirmed in January 2009, there
is
norecordedPhysicalCulturalResources(PCR)alongtheproposedroadalignment.
Like any historical routes, there is however a very high likelihood of
encounteringphysicalculturalresources(PCR)ofvarioustypeduringtheduringthecons
truction period, which needs to be addressed in the supervision
consultancyservices of this project in order that any such encountering should be
reported tothe Amhara Culturaland Tourism Bureau and/orrelevantauthorities and
themitigation/preservationmeasuresbeconsultedandimplementedasnecessary.
Inadditiontotheabove,variousresearcheshavesofaridentifiedninepaleoanthropologic
al sites in the Afar Region. Of these, two sites, namely theKesem-
KebenaandMelkaWererResearchsitesaresituatedintheregiontraversed by the
proposed road, but both sites will not be affected. The Kesem-Kebena site is
located between the Kesem and Kebena rivers at a minimumdistance of 10km
from the alignment selected for the road project, i.e. AlternativeB.
It is strongly recommended that ERA identify alternative sources of sand
becausethequarryingofriversandascurrentlyproposedintheEngineeringReportaswel
l as road cuts would destroy the ancient conglomerate sediments associatedwith
ancient channel systems and early hominoids. ERA will discuss this
issuewithARCCH.

1.4 NationalParksandotherProtectedAreas

Ethiopia’s ‘protected wildlife areas’ comprise 9 national parks (NPs), 3

wildlifesanctuaries (WSs), 11 wildlife reserves (WRs) and 18 controlled hunting
areas(CHAs). Of the NPs only two have been legally gazetted, and none of these
aresituated within the influence area of the Ankober-Aliyu Amba-Awash Arba
road.Between Dulucha and Awash River, there was Awash West Wildlife
Reserve(WR),whichistraversedbytheroadproject.However,accordingtorecentinfor
mation obtained from the Ethiopian Wildlife Development and
ConservationAuthority, political decision taken by the Ethiopian Government to
implement alarge scale dam and irrigation development within the Awash West
WR has led tothe abandonment of the reserve.In addition, the last 5km stretch of
the
projectroadskirtsalongthesouthernedgeofBilenHertalleControlledHuntingArea.The
vicinity of the road was said to contain few wild animals because of intensehuman
activities in the area including irrigated farming, livestock grazing andsettlements.

Furthermore,theAwashWestWildlifeReservehasbeendividedintothreecontrolledhu
ntingareas,wherethethirdarea,Kebena,hasbeendedicatedto

29
 irrigation activities. The initial irrigation schemes were established in 1976,
andsubsequently the Amibara Irrigation Project (1977-1983). The Manager of
theAwash River Basin Authority confirmed that the project road runs through
theirrigated areas of Amibara, and runs at a distance of at least 30 km from
thewetlands of the Bilen Hertalle Controlled Hunting Area. Therefore, the
proposedroadwillnothavenegative effectson wildlifereserveareas andwetlands.

1.5 EnvironmentalImpactsandMitigationMeasures

Implementation of the envisaged road project is likely to bring the following

keyadverseenvironmentalimpacts.

1.5.1 ImpactsonPhysicalEnvironment

Soilerosion/impairmentofsoils:Upgradingoftheexistingtracksandconstruction
oftherealignmentsectionswillinvolveextensiveearthworkstobuild the carriage
width and construct side and cross structures.This will result inexposure of the
soil to erosion by runoff water and wind. For the section
betweenAnkoberandDulecha,topographicandclimaticfactorssuchashillyandmounta
inous terrain and high intensity of rainfall will aggravate the rate of soilerosion by
water. The soils in the rest part of the project area are mostly highlyerodible but
the rate of erosion is likely to be mollified by flat topography and
lowrainfall.BetweenAliyu AmbaandGacheni,duetoits location
alongafloodpronearea,somesectionsoftheroadwillbevulnerabletofloodinganderosio
nby river water. Therefore, physical structures like retaining walls and gabions
willbedesignedandconstructedinordertoprotecttheroadfromdamagesbyfloodingand
erosion.

Slopeinstabilityandlandscapeintrusion:Cuttinginsteepslopesforconstructionofth
erealignmentsectionalongthefirst14kmanddisposalofthecutmaterialsondown-
slopemaytriggersomeslopeinstabilityprobleminmountainous and escarpment
areas. Cutting in slopes will likely increase slopeinclination (angle of cut-slope)
and height, and reduce the shear strength of
theslopeformingmaterials.Othercausalfactorsincludetypesofslope-
formingmaterialsand high intensity ofrainfall.

Impacts on Water Resources: Construction of the road will pose risks to

thewater quality of Awash and other rivers crossed by the road or located in
itsvicinity.Themainsourcesofimpactswillbeexcavationforfoundationofstructures,
soil erosion created and enhanced by the road construction works,spillage of
pollutants and discharge of waste waters from construction camps.These may
cause significant increase in sediment loads of the rivers and pollutionof the river
water. Although it is not potable, the water from the rivers is used bythelocal
communities fordrinkingand other domesticuses.

Impacts on Air Quality: During the construction phase, the traffic volume
willundoubtedlyincreaseresultinginlocalairpollutionmainlyduetodustandnoise.

30
The main sources of air and noise pollution will be land clearing and
earthmovingactivities, aggregate production, loading and unloading of materials,
and operationof heavy equipment and construction vehicles. These may cause
nuisance to localresidents and business activities mainly in the towns and villages
along the road.The prevalence of strong wind especially in the lowland areas may
aggravate theproblem.

1.5.2 ImpactsonBiologicalEnvironment

Loss of Vegetation: Impacts on natural vegetation will be mainly related to

landclearingforincreasingtheroadwidthalongtheexistingroadsections,roadconstruct
ion along the realignments, exploitation of quarries and borrow sites,
andconstruction ofaccess roads tomaterialsources.Along theAnkober–AliyuAmba
section, mainly plantation trees and some indigenous trees will be affected.Along
the rest part of the project, construction of the road will affect Acaciabushes and
trees, which is usually relatively dense, mainly due to widening worksthat would
take on average about 12.6m width, construction of the realignmentsections at km
25 - 27 and km 52 – 63 that would consume on average
about18.6m,andexploitationofmaterialsources.Inparticulartheimpactsonwoodlands
foundalong theperennialand seasonalriversmay besignificant.

Impacts on Wildlife: Impacts on wildlife will be mainly related to loss of

smallparts of the available habitats and disturbance to the wildlife inhabiting in
the
areaparticularlyalongthesectionbetweenGacheniandAwashRiver.Themaincauses
will be widening of the road width or construction of the realignmentatkm52–
63,exploitationofconstructionmaterialsourcesandhaulageofmaterials. The extent of
habitat losses willbe relatively smallconsidering
thewideareaofavailablehabitatsandwiththelimitedwideningoftheexitingroadin this
rather flat area (maximum 5 meter on both sides). Therefore, no
significantdisturbance or loss of habitats is anticipated. Nevertheless, the noise
pollutionresulting from operation of construction traffic and heavy equipment
during
theroadworksmaycausemigrationofwildanimalsawayfromtheimmediatevicinity of
the road or the material sites. In addition, there may be killings of
somewildanimals due to collisionswithvehicles.

1.5.3 ImpactsonArchaeologicalandHistoricalSites

The presence of any fossil remains in the area to be disturbed by road

constructionworks is not certain at this level. However, assets of archaeological or
culturalvaluemaybecomeapparentduringexcavationfortheroadconstruction.Therefo
re, it is important that the Contractor is aware of this situation and
takenecessaryprecautionsduringtheroadconstructionworksandtakenecessaryactions
(as recommended in this EIA report) if any properties of cultural value
areuncovered.

31
1.5.4 ImpactsofInducedDevelopment

Once the road is built and operated, a number of induced human activities
arelikely to result including expansion of cultivation, growth of existing towns
andvillages,establishmentofnewunplannedsettlementsandincreasedexploitationoff
orestresources.Thenewvillagesortownscouldbespontaneousandgenerally
unplanned, and without basic services. Establishment of new villagesor
expansion of existing ones means increased population and increased
demandsforland,forestproductsandother
naturalresources.Thesewillincreasethepressureonnaturalresourcesparticularlyforest
s,andmaydegradetheforestcover and wildlife habitats of the influence area. Certain
development control
ofinducedhumanactivitiesasmentionedabovebythenregionalgovernment,especially
in the region between Aliyu Amba and Awash River, will be important.Overall,
however, this project will bring to the local communities a long-awaitedsocialand
economicdevelopment along thishistorical caravan road.

1.5.5 EnvironmentalMitigationMeasures

Theengineeringdesignattemptstoavoid environmentalcomponentsthatarelikely to
be affected adversely by the project activities.However, adverse
impactsthatcannotbeavoidedwouldbeminimizedthroughimplementationofappropri
atemitigationmeasures.Accordingly,mitigationmeasuresandmitigation
management plans are proposed.The adverse environmental impactsthatresult due
to thepaved road route wouldbeminimal.

Illegal hunting and encroachment into the wildlife areas shall be prohibited
andsupervisedbothbytheprojectimplementersandthelocaladministrativestructure.In
addition regular awareness program to the work force and localsuppliers will be
implemented.Traffic regulations shall be put in place and
trafficpostsatcriticallocationsbeimplementedtominimizeaccidents towildlife.

Majorimpactsondrainagesystemsandsurfaceandgroundwaterresourceswould be
dealt with by providing necessary cross drainage structures (culverts &bridges) to
allow free flow of natural water, and also, during the constructionperiod,
necessary awareness will be provided to vehicular/construction
equipmentoperatorstomaintainnecessaryvehiclemaintenancetoavoidpotentialoilsle
akageoftheseequipmentonconstructionsite–inordertominimizethepotential risk of
contamination of streams and rivers crossed by the project road orsituatedinits
vicinity.

Thequarry/productionareahastobescreeneddeterminedinconsultation/
approvalofthesupervisionconsultantandERAEMSBwherebysufficient consultation
should be conducted with the local administrations prior tocommencing
excavation activity to limit the area of disturbance.The left overspoil soil should
be collected and kept aside for rehabilitation of the site at laterstage of the
work.Spoil should be shaped and compacted to avoid erosion
andleakagetotheriverbanks,waterbodiesorondensevegetationcoveredground.

32
Uponcompletionoftheuseoftheproduction/quarrysite,itshouldberehabilitated and
restored to a reasonable degree to its original state so as to
avoidwaterponds,soilerosion,aestheticallyundesirablesituationsanddisfiguredlands
cape.Backfilling,grading andre-vegetationof thesitewouldhelptomitigate the
impact.Based on the site condition simple soil retaining
structuresandrunoffwaterdiversionstructuresmightberequiredtostabilizethesoilstruc
tureand reducetheeffectofsoilerosion untilit consolidates.

Based on the Social Impact Assessment (SIA) findings that identify the number
ofpersons to be affected by the subject project, Resettlement Action Plan (RAP)
hasbeenprepared.

Protection and preservation requirements for Cultural Heritages,

Archeologicalsites and aesthetics of Landscape shall be specified in the
construction documentsfor contractors, and training on awareness of the PCR will
be provided to the siteworkforce.This include the provision of short term training
for excavators
onPCRartifactrecognition,andrapidresponsesystemwillbesetupforPCRfindingswith
concernedauthorities.

It is required that the contractor should timely rehabilitate the excavated

groundsas soon as site work is completed, maintain sanitary conditions in camp
sites
andworkplacesandprovisionofsanitationfacilitiestotheworkers,avoidanystagnantwa
terandunsanitarygroundtoavoid mosquitoandvectorbreeding.

The design documents, contract documents and specifications prepared for

thisproject require the contractor/s to take necessary protective measures to
minimizepotential impacts and will be closely supervised by supervising
engineers andERA'sEnvironmental Monitoringand SafetyBranch (EMSB).

Itwillbeofparamountimportancethattheroaddesigntakesintoaccountprotective
measures for the Ankober Serin and the Yellow Throated Serin as wellas the need
for alternative sources of sand and gravel. EMSB will have overallresponsibility
for ensuring that the design includes the appropriate
environmentalprotectionmeasures.

1.5.6 EnvironmentalManagementPlan

EnvironmentalManagementPlanspecifiesmitigationandmonitoringactionswith
time frames, specific responsibilities assigned and follow-up actions
defined.Major negative impacts and proposed mitigation measures responsible
bodies forthe various actions are summarized as part of the EIA, which should be
closelymonitoredandsupervisedbyERAASMBhavebeenout-
linedintheabovesections.Implementations of these measures have to be carried out
at differentstagesofroad construction and operation phases.

33
 1.5.7 EnvironmentalMonitoringPlan

Environmentalmonitoringshallbeconductedwiththefollowingmajorobjectives:
a) ToensuretheproperimplementationofthemitigationmeasuresinlinewithEIAprop
osal (compliance monitoring).
b) Tocomparetheenvironmentalconditionsandchangeoftheprojectareaafterprojecti
mplementationwiththatofpre-projectsituation(Effectsmonitoring).

Themonitoringexerciseshallbecarriedoutbyqualifiedexpertsandinstitutionally
organized body. The training and capacity building needs
havebeenidentifiedandrecommendationsareincludedalongthenecessarybudget.

1.5.8 CostofEnvironmentalMitigationandMonitoring

Major Cost related to environmental enhancement measures that require

physicalconstructionworksareestimatedandincludedintheengineeringdesignandten
der/contract documents.Compensation for properties lost and relocation ofProject
Affected Persons (PAPs) is included in RAP report. Apart from the costof
relocation/compensation and the costs already included in the engineering
costestimate,thecostofenvironmentalmitigationmeasuresunderthisreportisestimate
dtobeBirr5 000000.Thesemeasuresinclude:bio-
engineeringmeasures,treereplanting,trainingandawarenesscreationprograms,costfo
renvironmentalinspectors, forsupervision andmonitoring activities.

1.6 PolicyandLegalFramework

ThisEIAhasbeenundertakenwithinEthiopia’sexistingpolicy,legalandadministrative
framework as well as the World Bank’s Safeguard Policies. Themost relevant
ones and how they are considered in the EIA study are brieflydescribedbelow.

1.6.1 NationalPolicyandLegalFramework

The Constitution of Ethiopia has provisions, which have direct policy, legal
andinstitutionalrelevancefortheappropriateimplementationofenvironmentalprotecti
on and rehabilitation action plans to avoid, mitigate or compensate theadverse
effects of development actions including road projects. The concepts
ofsustainabledevelopmentandenvironmentrightsareentrenchedintherightsofthe
people of Ethiopia through Articles 43 and 44, which state among others theright
to development and the right to live in a clean and healthy environment. Theother
important policy document is the Environmental Policy of Ethiopia (EPE),which
has an overall policy goal to improve and enhance the health and quality oflife of
all Ethiopians, to promote sustainable social and economic
developmentthroughsoundmanagementanduseofnatural,human-
madeandculturalresourcesandtheirenvironmentasawhole.TheEnvironmentalImpact

34
Assessment (EIA) policies emphasis the early recognition of environmental
issuesinprojectplanning,publicparticipation,mitigationandenvironmentalmanagem
ent,and capacity buildingatalllevels ofadministration.

In addition, the Government of Ethiopia (GOE) has issued several

Proclamationsthatareaimedtofosterenvironmentalprotectionandsustainableuseofth
eCountry’s natural as well as man-made resources. Among these legislations,
themost relevant ones include the Proclamation on EIA, Procl. on
Development,ConservationandUtilizationofWildlife,andProcl.onResearchandCon
servation of Cultural Heritage (RCCH). The EIA Proclamation makes anEIA
mandatory for specified categories of activities undertaken either by
thepublicorprivatesectorsandisthelegaltoolforenvironmentalplanning,management
and monitoring. The proposed road project has been assigned underthe category
of projects likely to have negative impacts and thus require EIA.Therefore, in
accordance to this legislation, EIA has been conducted to determinethe project’s
potential impacts and to develop appropriate mitigation measures
toavoidorminimizethesignificantnegativeimpactstoacceptablelevels.Therecommen
dedmitigationmeasuresarepresentedinanenvironmentalmanagement plan (EMP)
which will be part of the project implementation
plan(PIP).Furthermore,otherpertinentlegislations,theEnvironmentalProtectionAut
hority’sEIAGuidelines,EthiopianRoadsAuthority’sEnvironmentalProceduresMan
ual,andEnvironmentalInstitutionshavebeenreviewedandincorporatedinto the
EIAReport.

1.6.2 WorldBank’sSafeguardPolicies

The World Bank’s Safeguard Policies triggered by the proposed Ankober-

AliyuAmba-Awash Arba Junction Road Project and how their requirements will
bereflectedin the EMParebriefeddiscussed below.

i The World Bank’s Safeguard Policies triggered by the proposed Ankober-

AliyuAmba-AwashArbaJunctionRoadProjectaretheOP/BP4.01Environmenta
l Assessment (EA), OP/BP 4.11Physical Cultural Resourcesand OP/BP 4.12
Involuntary Resettlement. According to the OP 4.01, theBank requires EA of
projects proposed for Bank financing to help ensure
thattheyareenvironmentallysoundandsustainable,andthustoimprovedecision
making through appropriate analysis of actions and of their
likelyenvironmental impacts. The proposed road project is treated as
Category AProject [projects likely to have significant adverse environmental
impacts]since it is likely to have a number of significant adverse
environmental andsocial impacts. Therefore, EIA has been carried out to
assess the project’spotential negative and positive environmental impacts and
to recommendmeasures that would reduce potentially significant adverse
environmentalimpactstoacceptablelevels.Thesetofmitigation,monitoringandin
stitutional measures to be taken during the project implementation
andoperation are organized in the form of an environmental management
plan(EMP),whichwillbepart oftheprojectimplementation plan(PIP).

35
 ii) TheobjectiveofOP/
BP4.11istoassistcountriestoavoidormitigateadverseimpactsofdevelopmentpro
jectsonphysicalculturalresources,whichmayincludemovableorimmovableobje
cts,sites,structures,groupsofstructures,naturalfeaturesandlandscapesthathavea
rchaeological,paleontological, historical, architectural, religious, aesthetic, or
other culturalsignificance. The proposed road project is located in a corridor
which isrecognized for its archaeological and historical significance.
Therefore, thelikely impacts of the road project on those sites of value have
been assessedand mitigation measures recommended, which are included in
the EMP forimplementation.

iii) TheOP/BP4.12isaimedateitheravoidingorminimizinginvoluntaryresettlement
where feasible, assisting displaced persons in improving
theirformerlivingstandards,incomeearningcapacity,andproductionlevels,enco
uragingcommunityparticipationinplanningandimplementingresettlement,and
providingassistancetoaffectedpeople.Thispolicyistriggered by the proposed
road project since its implementation is likely todisplace a number of
families residing along the project route and cause lossof livelihood sources
for several families as well. To address this issue,
aresettlementactionplan(RAP)hasbeenpreparedasaseparatedocumentandit has
been disclosed.

1.7 ConclusionandRecommendations

The Ankober – Aliyu Amba – Awash Arba junction roadproject runs along
theancient camel-caravan traders' road from the old Red Sea ports to the
Christian"Abyssinian" highlands, and its importance has been recognized for
decades.
Theprojectwillbringavarietyofbenefitsatbothlocalandnationallevel.Inparticular, the
impact at local level in increasing the reliability of road transportand the potential
to develop the local economy through improved infrastructureandemployment
opportunities willbe significant.

The proposed project activities may bring several negative impacts to the
naturalandsocialenvironment.Manyoftheseimpactswillbeshort-
termandreversiblein nature, but some will be permanent impacts. The potential
significant
impactswillincludesoilerosion,slopedestabilisation,siltation,waterpollution,airpoll
ution, ecological disturbances (deforestation and disruption of wildlife),
andspreading of communicable diseases. In addition, like all ancient caravan
routes,theoldroaditselfislikelytoyieldundiscoveredculturalartifacts,andanyculturalr
esourcesencounteringshouldbereportedtothelocalCulturalandTourismBureauand/
orrelevantauthoritiesandthemitigation/preservationmeasuresbe consulted and
implementedas necessary.

However, these anticipated impacts will be minimized with engineering

measuresasdetailedintheEIAthatwillbeappliedduringroadworksandbyadoptingothe
rappropriateenvironmentalandsocialmitigationmeasuresduring
36
implementationaswellasoperationoftheproject.Moreover,thisareahasbeenin need
of a decent road for decades, and has great potential not only in social
&economicdevelopment,butalsoforpotentialtourismdevelopmentalongtheroad.

It can therefore be concluded that there are no severe environmental impacts

orothergroundsthatwillpreventtheroadprojectfromnotproceedingtoitsimplementati
onprovidedthattherecommendedreinforcementandmitigationmeasuresshowninthis
documentarestrictlyadheredbyallconcernedbodies.

To maximise the efficiency of the road project and reduce the magnitude of
theunwanted effects to acceptable levels, it is essential that the mitigation
measuresare applied at the right time through the environmental management
plan, and byincorporating the relevant ones in the engineering design for
implementation. Aclose follow-up of the effectiveness of the implemented
measures through a well-
plannedmonitoringprogrammebythesupervisionconsultantandbytheEnvironmental
Monitoring and Safety Branch of the Ethiopian Roads Authority
isofcriticalimportance.
Public disclosure of the EIA Report has to be made to Project Affected
Persons(PAPs) and other stakeholders for review and comments on before the
projectappraisal. The purpose of the disclosure is to receive comments and
suggestionsfromPAPsand otherstakeholderstoincorporatethe
appropriatesuggestions.

37
Figure4.1AlternativesConsideredintheFeasibilityandEIAStudies

38
Figure4.2:ConservationAreasandPaleontologicalResearchSites

39
Figure4.3:TheSelectedRouteAlignment-AlternativeB

40
Figure4.4:RealignmentSections

41
 SummaryoftheRevisedEnvironmentalImpactAssessmentReportsforAPLIVProj
ects–Re-Disclosure12March2009
ProjectRoad

No DescriptionofActivities Ankober-AliyuAmba- Mekenajo-Demidolo Welikite-Hosaina

Dulecha-AwashArba
CostEstimate
1. TreePlantingandManagement 1,200,000.00 900,000.00 1,500,000.00

2. HIV/ 500,000.00 1,700,000.00 1,250,000.00

AIDSprogramImplementationAwarenesscreationanda
vailingCondoms.
3. Short term Training of Environmental Management 300,000.00 500,000.00 -
Expert ofERA,sEMSB
4. Routinemonitoringandfieldvisitexpensesincludingallo 200,000.00 - -
wanceforEMSB,EPA &EWDCAstafflocalexperts.
5. RelocationofGraveYards - - 232,600.00
6. AwarenessWorkshoportraining/orientationforworeda 120,000.00 660,000.00 105,000.00
/
zoneenvironmentexpertsandshorttermtrainingforexca
vatorsonPCR artifactrecognition.
7 others * * *

OriginalEIMCinEIAwith15%Contingency 5,000,000.00 5,577,000.00 3,550,740.00

GrandTotalEIMCForAllProjects 14,127,740.00
*-Showsotherimpactmitigationcostswhicharenotindicated

2
4