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TITLE OF THE PROJECT

ENVIRONMENTAL IMPACT ASSESSMENT STUDY FOR THE REHABILITATION OF THE KIGALI – RUHENGERI Road.

LOCATION

KIGALI – RUHENGERI REPUBLIC OF RWANDA

REVISED APRIL 2011

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TABLE OF CONTENT LIST OF FIGURES

1  EXECUTIVESUMMARY .................................................................... 5 

2  PROJECT DESCRIPTION ................................................................. 6 

2.1  TYPE OF WORKS: REHABILITATION ................................................. 6 

2.2  SITE LOCATION AND SENSITIVITY .................................................... 6 

2.3  ENVIRONMENTAL REQUIREMENTS ..................................................... 8 

2.4  LEVEL OF STUDY REQUIRED ............................................................. 8 

2.5  LEVEL OF STUDY PROVIDED............................................................. 9 

2.6  STANDARDS FOR ENVIRONMENTAL IMPACT ASSESSMENT STUDIES ......... 9 

3  MAIN TEXT .................................................................................. 11 

3.1  INTRODUCTION AND CONTEXT .................................................... 11 

3.1.1  Objectives of the Study .................................................................. 11 3.1.2  Data Basis .................................................................................... 12 3.1.2.1  Topographic Maps ...................................................................................... 12 3.1.2.2  Other Sources of Information ...................................................................... 12 3.1.3  Field Data Collection ...................................................................... 12 3.2  LOCATION OF THE PROJECT AND ITS IMPACT ZONE ............................ 14 

3.3  DESCRIPTION OF THE PROJECT ...................................................... 15 

3.4  LEGAL FRAMEWORK ..................................................................... 16 

3.5  PLANS AND PROJECTS .................................................................. 17 

3.6  INVENTORY AND ASSESSMENT ....................................................... 18 

3.6.1  Emission, Dust, Noise, Vibration ...................................................... 18 3.6.2  Agriculture and Forestry/Silviculture ................................................ 18 3.6.3  Settlement and Infrastruture .......................................................... 18 3.6.4  Fisheries and Hunting .................................................................... 19 3.6.5  Ecological Resources (Habitats) ....................................................... 19 3.6.6  Socio-Economics ........................................................................... 20 3.6.7  Landscape Aesthetics ..................................................................... 21 3.6.8  Physical Cultural Resources ............................................................. 21 3.7  ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT ............. 21 

3.7.1  Project Phase: Construction-Caused Impacts ..................................... 22 3.7.1.1  Emission, Dust, Noise, Vibration .................................................................. 22 3.7.1.2  Water Resources ........................................................................................ 23 3.7.1.3  Agriculture and Forestry/Silviculture ............................................................. 23 3.7.1.4  Settlement and Infrastructure ..................................................................... 23 3.7.1.5  Fisheries and Hunting ................................................................................. 24 3.7.1.6  Ecological Resources (Habitats) ................................................................... 24 3.7.1.7  Socio-Economics ........................................................................................ 24 3.7.1.8  Landscape Aesthetics ................................................................................. 25 

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3.7.1.9  Physical Cultural Resources - "Chance Finds" Procedures ................................ 25 3.7.2  Project Phase: Layout-Caused Impacts ............................................. 26 3.7.2.1  Geology, Geomorphology, and Soils ............................................................. 26 3.7.2.2  Emission, Dust, Noise, Vibration .................................................................. 26 3.7.2.3  Water Resources ........................................................................................ 26 3.7.2.4  Agriculture and Forestry/Silviculture ............................................................. 26 3.7.2.5  Settlement and Infrastructure ..................................................................... 26 3.7.2.6  Fisheries and Hunting ................................................................................. 27 3.7.2.7  Ecological Resources (Habitats) ................................................................... 27 3.7.2.8  Socio-Economics ........................................................................................ 27 3.7.2.9  Landscape Aesthetics ................................................................................. 27 3.7.3  Project Phase: Operation-Caused Impacts ......................................... 27 3.7.3.1  Geology, Geomorphology, and Soils ............................................................. 27 3.7.3.2  Emission, Dust, Noise, Vibration .................................................................. 27 3.7.3.3  Water Resources ........................................................................................ 27 3.7.3.4  Agriculture and Forestry/Silviculture ............................................................. 27 3.7.3.5  Fisheries and Hunting ................................................................................. 29 3.7.3.6  Ecological Resources (Habitats) ................................................................... 29 3.7.3.7  Socio-Economics ........................................................................................ 29 3.7.3.8  Landscape Aesthetics ................................................................................. 29 3.7.4  Conflict Analysis ............................................................................ 29 3.7.5  Land Acquisition ............................................................................ 29 3.8  ENVIRONMENTAL AND SOCIAL ACTION PLAN ......................... 30 

3.8.1  Environmental and social Mitigation Measures ................................... 30 3.8.2  Traffic-Related Mitigation Measures .................................................. 35 3.8.3  Selected Sites ............................................................................... 37 

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LIST OF FIGURES

Fig. 1 Site location and sensitivity .............................................................. 6 Fig. 2 Environmental requirements ............................................................. 8 Fig. 3 Level of study required for the present project ..................................... 8 Fig. 4 Field campaigns of the Consultant for the study in hand ...................... 12 Fig. 5 Features recorded in the field campaigns .......................................... 13 Fig. 6 Road sections of the project ............................................................ 14 Fig. 7 Location of the project and the road sections .......... Error! Bookmark not

defined. Fig. 8 Road alignment changes, foreseen in the road design ....Error! Bookmark

not defined. Fig. 9 Population in the project zone ......................................................... 19 Fig. 10 Important local and regional installations .......................................... 20 Fig. 11 Provisional assessment of mining areas ............................................ 22 Fig. 12 Classification of conflicts and measures ............................................ 30 Fig. 13 Environmental mitigation measures ................................................. 38 Fig. 14 Traffic-related mitigation measures .................................................. 38

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1 E X E C U T I V E S U M M A R Y

The “Kigali – Ruhengeri Road Rehabilitation Project” is located in the North-West of Rwanda; it has a length of 83 km. The project is classified as a category B project (according to the World Bank classification)

The proposed project is unlikely to have significant adverse environmental impacts that are sensitive, diverse, and unprecedented. The assessment identified sites and areas of conflict in the field. Conflicts are classified into two classes:

Class A conflicts are of regional or local character; settling those conflicts is also essential and is required latest during the setting up of the final detailed design for execution. No Category A measure was identified for this project.

Class B conflicts will be mitigated during the execution of construction works. En-vironmental guidelines for the contractor shall be established before works will start.

In some cases of the conflict solving process, the involvement of the Administra-tion, Local Administrations, Local Stakeholders, and landowners is required. Their participation shall be ensured during implementation.

Sites of conflicts and mitigation measures are laid done in environmental map se-ries H+E in the detailed scale 1:2.000. Various mitigation measures are recom-mended and applied.

Dumping sites and quarries are identified in the road rehabilitation design

RECOMMENDATION The project is categorised as environmentally sound if the measures of the Environmental Action Plan, proposed in this report, will be imple-mented. Negative impacts will be reduced to a negligible level.

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2 P R O J E C T D E S C R I P T I O N

2.1 TYPE OF WORKS: REHABILITATION The project will not affect the width or the alignment of the existing paved road. The drainage system will be adjusted and improved to actual and future require-ments. The road will be resurfaced. No additional land will be required.

2.2 SITE LOCATION AND SENSITIVITY The following table shows key characteristics according to the World Bank’s “Guidelines for Environmental Screening of Road Projects” (1997). Characteristics, which are valid for the present project, are highlighted.

No. Low Sensitivity

Medium Sensitivity

High Sensitivity

1 Natural Habitats No critical habitats; no other natural habi-tats

No critical habitats; other non-forest natural habitats occur

Critical natural habitats are existing; protected and proposed protected and non-protected areas

2 Resettlement Low population density; dispersed population; no or little roadside activi-ties; well established business and legal ten-ure along right of way

Medium population density; settlements; some roadside activi-ties; mixed ownership and land tenure along right of way []

High population; major towns and villages; intensive roadside activi-ties; low income families and illegal ownership of land in and along right of way

3 Indigenous Peo-ple

No indigenous people Dispersed and mixed indigenous population; mainstream indigenous population

Indigenous territories and reserves; vulnerable indigenous population

4 Induced Devel-opment

Area or region is well consolidated; dense road network

Medium density road network; open lands are still available

Area or region is under-developed; road network is incipient or non-existent

5 Soil Stability/ Erosion

Flat terrain; no poten-tial erosion problems

Medium slopes; some erosion potential

Mountainous terrain; high slopes; unstable soil formations; high erosion potential

6 Cultural Heritage No known or sus-pected cultural heri-tage sites

Suspected cultural heri-tage sites; known heri-tage sites in area of influence

Known heritage sites along the right of way

Fig. 1 Site location and sensitivity

(from: Guidelines for environmental screening of road projects, World Bank, 1997)

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2.3 ENVIRONMENTAL REQUIREMENTS The cross table between type of project and environmental and social sensitivity is shown in the following table (fig. 2). The most sensitive issue shall be taken into account, not the average value. The level of required environmental study is clas-sified in three levels.

No. Type of Project Low Sensitivity

Medium Sensitivity

High Sensitivity

1 Maintenance Level 1 Level 1 Level 1

2 Rehabilitation Level 1 Level 1 Level 2

3 Improvement Level 1 Level 2 Level 2

4 Upgrading Level 2 Level 2 Level 3

5 New construction Level 2 Level 3 Level 3

Fig. 2 Environmental requirements

(from: Guidelines for environmental screening of road projects, World Bank, 1997)

2.4 LEVEL OF STUDY REQUIRED1

Combining the result of the sensitivity analysis (fig. 1) and the classification of possible study levels (fig. 2), determines which level of environmental study is required for the proposed road (fig. 3). The level required for the present project is highlighted in the table below.

No. Type of Project Low Sensitivity

Medium Sensitivity

High Sensitivity

1 Rehabilitation Level 1 Level 1 Level 2

Fig. 3 Level of study required for the present project

(applied from: Guidelines for environmental screening of road projects, World Bank, 1997)

The preparation of environmental guidelines for the contractor have been ensured and agreed with the Administration during the development of the final detailed design of the rehabilitation works

The application of those guidelines shall be controlled and guaranteed as part of the supervision of the rehabilitation works.

1 World Bank (1997): Roads and the Environment – A Handbook. – Technical Paper 376.

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Apart from the application of environmental guidelines during the execution of works, additional screening of environmental and social issues was undertaken, including an environmental survey.

According to the definition of the World Bank on the degree of environmental and social impact, the impact of the project will be classified as minor.

The road rehabilitation project of the Kigali – Ruhengeri road shall be classified as a category B project according to World Bank (WB) definitions.

2.5 LEVEL OF STUDY PROVIDED The environmental study bases on an intensive environmental survey along the road project, including the entire potential project impact corridor. The study con-tains two parts:

- the environmental/social report in hand: - the Environmental Impact Assessment Study concentrated on existing conflict

sites, the institutional set-up, and on the development of appropriate mitiga-tion measures

Technical data is derived from the design study conducted separately as part of project technical design, and which also includes drawings of the environmental map series in the scale of 1:2.000 for the road (available in project files).

The Environmental and Social Impact Assessment includes the inventory, the im-pact assessment, and the development of mitigation measures according to the requirements of a full-size Environmental and Social Impact Assessment.

2.6 STANDARDS FOR ENVIRONMENTAL IMPACT ASSESSMENT STUDIES

The given Environmental Impact Assessment (EIA) is elaborated according to guidelines of international organisations on the field of environmental protection management and environmental management systems.

The structure of the given study and the assessment methods used correspond to these international standards, especially to the requirements of the World Bank. The main standards are given in the following Operational Policies (OPs) series of the World Bank

OP 4.01 Environmental Assessment, including Public Consultation OP 4.04 Natural Habitats OP 4.09 Pest Management OP 11.03 Cultural Property

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OP 4.12 Involuntary Resettlement OD 4.20 Indigenous Peoples OP 4.36 Forests OP 4.37 Safety of Dams OP 7.50 Projects in International Waterways OP 7.60 Projects in Disputed Areas

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3 M A I N T E X T

3.1 INTRODUCTION AND CONTEXT 3.1.1 OBJECTIVES OF THE STUDY The report in hand is the Environmental and Social Impact Assessment (ESIA). The objective of the ESIA was to determine and estimate the future potential envi-ronmental and social impacts of the activities to be undertaken under the project, and to define the mitigation measures, monitoring and the institutional measures to be undertaken during the implementation of the project. The scope of work was to produce an ESIA for predicting, monitoring, and mitigat-ing potential impacts, in compliance with national and Bank policies and guide-lines. The consultant discussed with government and project officials, local commu-nities and private sector operators in order to assist in designing solutions and recommendations for the environmental and social impact assessment process that are appropriate, clearly defined, uncomplicated and user friendly. The Assessment is based on:

Environmental and social data collected in Rwanda Topographic maps regarding land-use, settlement pattern, and natural drain-

age systems Aerial photographs of the town of Ruhengeri The environmental survey conducted along the road

The contribution to the road design is based on Field survey along the road alignment within a corridor of 400 m in average,

including environmental, social, and other features, which may have some in-fluence on the dimension of the projected structures

Actual topographic survey data of the road corridor of some 30 m in average, provided as digital data sets in the format of AutoCAD

The Environmental and Social Action Plan The Environmental Sound Drainage Design.

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3.1.2 DATA BASIS 3.1.2.1 TOPOGRAPHIC MAPS Aerial photographs in the scale of ~1:10.000 are available for the town of Ru-hengeri. They derive from 2004, prepared by the ongoing Urban Infrastructure and City Management Project (PIGU), under the World Bank financing. The project road does not cross the City of Ruhengeri, since it stops at Mukungwa river bridge, 3,2 km before reaching the City.

3.1.2.2 OTHER SOURCES OF INFORMATION

Information was collected from the Internet, from central and local Government officials and from the population in the region and in the capital. Local data collec-tion was carried out in cooperation with the University of Butare.

3.1.3 FIELD DATA COLLECTION Consultants for the study in hand carried out the following field campaigns:

No Date Action

1 06.03.-13.03.2005 Kigali – Ruhengeri: first field inspection

2 28.04.-02.05.2005 Kigali – Ruhengeri: environmental field inspection

Fig. 4 Field campaigns of the Consultant for the study in hand

Field data collection and field survey were carried out with the help of a handheld GPS instrument, registering geographical coordinates and elevation of each point and feature.

Data collected in the field are presented in the drawings which form part of the project documentation (not included in this report because of their bulk). The se-lection of appropriate mitigation measures below bases largely on the findings of the field survey.

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All the features raised are materialized and clearly described in separate drawings

No. Features Remarks

Bridges and major road-crossing water structures

Location, type and size identified and included in the design of works

2 Bridges and road-crossing water struc-tures

Not applicable

3 Road-crossing water courses, where additional water structures are needed

Location, type and size identified and included in the design of works

4 Important water kiosk Not applicable

5 Additionally needed longitudinal drain-age infrastructure

Not applicable

6 Settlement, low density Beginning and end

7 Settlement, high density (village cen-tre)

Beginning and end

8 Building Inventory along the roadside conducted

9 Building to be demolished Not applicable

10 Zone of insecurity for pedestrians Not applicable

11 Land-use type Forest and woodland, semi-natural vegetation zone, line of trees at the roadside, agriculture, banana plantation, settlement

12 Water pollution Locations identified and measures included in the design of works

13 Erosion, denudation, slope instability Location, intensity, description

14 Quarry, dumping site Location identified

15 Preference of road widening Not applicable

16 Road crossing, road junction Location, direction of important features, iden-tified and included in the design of works

17 Stopping places of buses and taxi Location, size identified and included in the design of works

20 General characteristic of road section Beginning, end: e.g. mountainous, steep slope, many curves, used by pedestrians

21 Pedestrian’s use of road Beginning and end: quantity classification of road-passing pedestrians

22 Important site of conflict Location, description

Fig. 5 Features recorded in the field campaigns

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3.2 LOCATION OF THE PROJECT AND ITS IMPACT ZONE The “Kigali-Ruhengeri Road Rehabilitation Project” (approx. 83 km) starts at the Western end of Kigali town and was built as an international trunk road in 1981 to 1985 by a Chinese company, financed by the German Government.

The road crosses through the major settlements of Gihinga (7.000 inhabitants in 2002). The mileage of the road derive from the road design database, which is created by BCEOM road design project team.

All mileage notations in this EIA report refer to this road-design database mileage-system. The notations are homogeneous within the entire environmental report as well as in all environmental drawings. The entire project contains of 83km.

Section No.

Location Starting from Ending at

Kigali – Shyorongi – Gakenke – Ruhengeri PK 00+000 PK 83+008

Fig. 6 Road sections of the project

Fig. 7 Location of the project and the road sections

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3.3 DESCRIPTION OF THE PROJECT The detailed project description is given in the design documents. Some of its main characteristics are summarised here. No changes of the existing width of the road or its alignment are foreseen. The drainage system will be adjusted to actual and to future requirements. The road will be rehabilitated. No additional land will be required.

The road starts at the Western end of Kigali town as a right-hand junction to Ru-hengeri (PK 0+000, h=1.375m) from the international trunk road to Gitarama and Bujumbura/Burundi. After a steep mountainous section of 5,2km with predomi-nantly open woodland and forests, the road follows generally the hill ridges, climb-ing from h=1740m up to 1.760m at PK 16+000. The road passes mainly through agricultural fields and banana plantations, arriving at the village of Shyorongi.

The following section up to PK 25+500 (h=2.130m) is characterised by a small longitudinal road slope and steep descending hillside slopes on both sides of the road, which are mainly covered by trees and open forests.

The descending mountainous road section leads down to the valley of Kwisumo River (PK 30+000, h=1.820m). Following the left bank of the river, numerous creeks, water courses, and gullies arrive at the roadside, draining a hilly zone, which is purely under agricultural use. Overexploitation and not appropriate agri-cultural production systems lead to intensive erosion processes.

At PK 44+000 (h=1.930m), the road crosses with two bridges permanent rivers (Bahimba River and Base River). The road follows the Base River valley, crossing the river at around PK 51+500 (h=1.750m).

The road passes through Gakenke Village at PK 56+200 (h=1.670m). Gakenke is the major centre for market, transport, education, and health facilities for an ex-tended region. An earth road branches out from here reaching the hospital and several school centres after 1.2 km (h=1.690m). The earth road is not part of the project.

The mountainous and ascending road section culminates at PK 67+500 (h=2.110m). The valley of Mukungwa River is reached at PK 72+000 (h=1.680m).

The road follows the river course on its left bank up to the bridge over the Mu-kungwa River at PK 83+003 (h=1.647m). The bridge marks the end of road under study, and the beginning of the section to Gisenyi, on the DRC border, to be fi-nanced by the European Union.

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3.4 LEGAL FRAMEWORK In June 2004, the « The Organic Law on the Protection, Conservation and Man-agement of the Environment in Rwanda » was enacted. The following articles are of interest in the framework of the present road rehabilitation project:

Article 12 refers stipulates that the irreversible usage of land should be limited and as rational as possible. This regulation will be of major interest for the impact assessment of gravel pits and dumping sites.

Article 17 refers specifically to the environmental management of gravel pits and dumping sites, but is also applicable for other conflict sites along the road.

Articles 36 prescribes measures to reduce noise, dust, and vibrations caused by heavy machinery for excavation and road construction. Especially in the vicinity of residential areas, schools, and hospitals these minimizing measures are required.

Artcicle 108 includes sanctions if measures prescribed in rticle 36 are not res-pected.

The Rwanda Environment Management Agency approves procedures for several major projects across the country like in the travertine-mining sector, the irriga-tion and drainage construction sector for agricultural production zones, and for extended quarries operated for road construction projects.

Law No.11/82 de 30.03.1982 on the protection, conservation and use of land» gives regulations on protection, management, and use of woodlands, forests, oth-er natural habitats, and soils. According to this regulation, natural protection zones are defined. Two articles are of special interest for the present project:

In every construction or road maintenance work, the person in charge is required to avoid damage to neighboring lands, and should envisage anti-erosion measures such as grass planting on slopes, tree plant-ing on road sides and drainage of rain water that is like to provoke errosion as a result of flowing.

In all mining sites and all quaries, the user is required to install and maintain anti-errosion measures, and to fill up or plan trees on every degraded land, to avoid destruction of agricultural lands from waste accumula-tion, water or other forms of drainage

This refers especially on one hand to the area with intensive risks of soil denuda-tion and erosion from PK 30+500 to PK 37+850).. Also quarries and dumping sites fall under these regulations.

The following international conventions are signed by Rwanda:

Signed 1980 Convention on on internal trade of wild species and threatened ecosystems also known as the The 1973 Washington Convention

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Signed 1995 Convention on climaric changes, also known as the 1992 New York Convention.

Signed 1995 Convention on biological diversity, also known as the 1992 Rio Convention

Signed 1998 International Convention on the fight against desertification, also known as the Paris Convention of 1994,

Signed 2004 The 1971 Ramsar Convention on humid zones of international importance, particularly as habitat for water birds

Law N° 47/1988 (The 1998 Forestry Law)» gives relevant regulations for the use and management of public and private forest areas. National and communal forest management plans are put into place. Reafforestation funds are to be created ac-cording to this law. The law says especially:

Art. 36 Without prejudice to Town Planning legislation, land space of 15 m on either side of a national road is re-served as a public forestry area and must be covered with trees, unless technically deemed impossible. This stretch can be reduced to 10 metres in the case of an existing paved road or modification of track.

Art. 52 The same applies for communal road sides, reserved as communal forestry areas.

Art. 85 Before starting a quary, opening a search, opening or modifying a communication track, all moral and phys-ical persons are required to: - obtain an authorization from the minister in charge of forestry,

- take every precaution against erosion and soil degradation, destruction of vegetation, change of the quali-ty of waters and modification of water cours

- restore the places after works are completed.

The regulations might be applicable in mountainous sections of the road under study.

The « Law on Water » from 2003 deals with catchment and ground water protec-tion. Combat against erosion processes requires planting trees and bushes for soil stabilization purposes. The use of pesticides shall be limited; water pollution shall be put under strong punishment.

3.5 PLANS AND PROJECTS In the Province of Ruhengeri, the main important development programme is the “The Support to Decentralization and Particpative Economic Development (PAD-DEP) ». The main purpose of the programme is the strengthening of decentralized regional capitals and their institutions and to enforce communal initiatives in the infrastructure, education, water supply and sanitation, and health sectors.

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Projects will provide opportunities for the local population to generate additional income in both the agricultural and the animal husbandry sector and the Small Rural Enterprise sector.

3.6 INVENTORY AND ASSESSMENT 3.6.1 EMISSION, DUST, NOISE, VIBRATION Due to the fact that the project road is already paved, there is no considerable dust emission.

3.6.2 AGRICULTURE AND FORESTRY/SILVICULTURE The agricultural production along the road from Kigali to Ruhengeri consists of seasonal crops like peas, maize, sorghum, beans and of banana plantations carrot, potato, jams, and other vegetables. There is no agro-industry and no stock farm-ing to be found in the project zone.

3.6.3 SETTLEMENT AND INFRASTRUTURE The project road crosses through 27 communities, in which the total population is almost 400.000. The road provides mobility to 1.450 people per road kilometer, both to the urban and to the rural population. Approximately 122.700 people are living in mainly rural settlements. Taking into account a population growth rate of 2,9 % per year, the population of the project zone arrives at approximately 200.000 in a few years.

No groups of indigenous people are reported from the project zone.

No. District Community Population per Community

Population per District

1 Shorongi Nzone 3.342 17.471

2 Kanyinya 5.971

3 Shyorongi 4.371

4 Rusiga 3.787

4 Rulindo Ntarabana 2.858 22.423

5 Remera 4.251

6 Bushoka 3.256

7 Buramira 3.182

8 Tare 3.594

9 Munyogwe 5.282

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No. District Community Population per Community

Population per District

10 Rushasili Buhata 4.677 4.677

11 Nyarutovu Giginha 7.002 37.471

12 Rutenderi 4.230

13 Gashenyi 4.684

14 Gakenke 4.870

15 Kiriba 6.992

16 Ruhinga I 4.192

17 Ruhinga II 5.501

18 Bugaruga Bushoka 4.169 39.652

19 Rugimbu 3.935

20 Ntanama 4.565

21 Rusayo 3.196

22 Muhaza 3.666

23 Muhororo 3.608

24 Mukono 3.555

25 Kiganda 4.021

26 Rwaza 4.781

27 Ngenge 4.156

28 Umujyi wa Ruhengeri Mubona 5.069 54.776

29 Muhoza 16.044

30 Gashangiro 11.077

31 Kabaya 11.085

32 Gahondogo 6.337

33 Musange 5.164

Fig. 9 Population in the project zone

(from National Statistics of Rwanda, dated 2002)

The city of Ruhengeri is a major regional capital with numerous facilities in the sectors of health, education, administration, defence, and commerce. No industrial production is located in Ruhengeri in a larger scale.

3.6.4 FISHERIES AND HUNTING There are no data available for the project area in the fisheries and hunting sec-tors. There are no hunting, nor significant fishing activities in the region

3.6.5 ECOLOGICAL RESOURCES (HABITATS)

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There are no inventories available on natural or semi-natural habitats and bio-topes in the primary project zone.

The assessment did not reveal any natural or semi-natural site, which exceeds 5 to 10m². This is due to the high rate of population growth, leading to the cultiva-tion of all land, which is not yet under agricultural or residential use.

Semi-natural habitats are to be found in the steep mountainous section along wa-tercourses crossing through forest zones.

Forests and woodlands within the primary project zone are characterized as artifi-cial tertiary forests. Eucalyptus trees form the majority of trees. Trees are mainly planted for private use. Replanting of Eucalyptus and Grewillea and Leucaena trees was observed. Forests can be found along the road, especially in the first 8 km.

The Assessment team did not observe one single mammal during his fieldwork. Birds and insects pulled back to the surroundings of some watercourses, where some bushes are growing. In the agricultural fields, the fauna is already reduced to a minimum or disappeared completely.

National parks, nature protection zones, and forest reserves are not in the vicinity of the project road.

3.6.6 SOCIO-ECONOMICS Official regional planning processes do not show strong results so far in the hous-ing sector. Building small houses and agricultural activities base on decisions of individuals or groups of individuals in the vast majority of cases. Abandoned plots are taken over spontaneously and in a short time. In contrast to that picture, dur-ing the Consultant’s field campaigns he could observe that market places and schools are under construction in several villages.

The following installations are of special importance within the road zone:

No. Community Installation

1 Nyirangarama Commercial center, tourist hotel

2 Gakenke/Nemba Market place under construction, important district health center and hospital

3 Bugarura Upcoming centre

Fig. 10 Important local and regional installations

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Access to drinking water gets increasingly difficult for the population because the groundwater table is declining in many areas and the demand for drinking water is increasing. Walking distance is very often more than 500m to the water points.

Wood and charcoal are still by far the main means for cooking and heating in the rural areas. Regular electricity is only available in the urban centres.

3.6.7 LANDSCAPE AESTHETICS Agricultural fields characterize the overall aesthetical impression in the project zone. Banana plantations are very dominant. Rural settlements, are not well sepa-rated from each other; settlements merge into one another without leaving open space in between. Village centers are not easily visible and not well developed in some parts of the area.

The landscape aesthetics are of minor concern because there is already a road network existing. In the case of new alignment crossing so far agricultural lands, a road of 10m width might affect the landscape aesthetics.

The road does not pass through major tourist and recreation zones. Since more than ten years, only a limited number of tourists visit Rwanda. They mainly travel to the Parc Virunga (volcanic mountains) north of Ruhengeri to observe Mountain Gorillas.

3.6.8 PHYSICAL CULTURAL RESOURCES Cultural property include monuments, structures, works of art, or sites of signifi-cance points of view, and are defined as sites and structures having archaeologi-cal, historical, architectural, or religious significance, and natural sites with cul-tural values. This includes cemeteries, graveyards and graves. No physical cultural resources have been identified that would be affected by the project during implementation. However, if any physical cultural resource, such as burial and archaeological sites is identified during the project implementation, an appropriate mitigation plan will be prepared, consulted upon, and disclosed before commencing any works in that area, as provided in the Bank policy on physical cultural resources (OP 4.11). Guidelines for “chance finds” procedure will be integrated into the contracts for construction and road maintenance consultants. These include development of a cultural property management plan if physical cultural resources are found, in ac-cordance with the government of Rwanda’s policies and guidelines.

3.7 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT The purpose of the Environmental and Social Impact Assessment (ESIA) of the road project is to improve decision making and to ensure that the project under

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consideration is environmentally and socially sound and sustainable. ESIA identi-fies ways of improving the project environmentally and socially by preventing, minimising, mitigating, or compensating for adverse impacts. These measures will help to avoid costly remedial measures.

This chapter describes the impacts on environmental issues, differentiated accord-ing to the project phases as

Construction-caused impacts, Layout-caused impacts and Operation caused impacts.

The next chapter describes sites or areas of conflict in detail. The required mitiga-tion measures for each type of conflict or area of conflict are described separately.

Sites or areas of conflict are presented in the drawings of the map series H+E, generally given in the scale of 1:2.000 (Conflict Analysis); mitigation measures are drawn in the same drawings and clearly numbered and marked by symbols (Mitigation Plan). The impact sites are numbered in the report; the same numbers are used in the drawings, so that the location can be easily identified.

3.7.1 PROJECT PHASE: CONSTRUCTION-CAUSED IMPACTS

No. Name Location Assessment

1 C3 Base PK 43+600 Destruction of a hill; high risk of increased water pollution of Base river; endangering of riverain and pedestrians

2 C13 Kinini PK 28+150 New access road needed; destruction of agricultural production land

3 G4 PK 22+400 Quarry is planned at the top of a hill, which is actually covered by forest and woodland (main vegetation Eucalyptus, Casuari-na and Eragrostis)

4 C13 PK 29+100 Hillside with reforested woodland (main vegetation Eucalyptus, Casuarina, Eragrostis, Paspalum) and three informal settle-ments, which would be expropriated

5 C3 Base PK 43+900 Destruction of a hill; high risk of increased water pollution of Base river;

6 C4 PK 83+500 Small mining site; actually under agricultural use

Corrective measures should be quantified and included in the design of works. Fig. 11 Provisional assessment of mining areas

3.7.1.1 EMISSION, DUST, NOISE, VIBRATION Emission, noise, dust, and vibration will create a strong negative impact to the population living and working close to the road. People, walking on the road and crossing the construction sites in order to reach the next marketplace, will face

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severe strains. The urban population as well as the rural population in villages and settlements will be heavily affected by the construction works.

Heavy loading and dumping machinery will cause air pollution by the emission of carbon-dioxide and other greenhouse gases. This effect will be felt especially in the surroundings of town and villages.

At present, there are approximately 1.200 vehicle movements per day along the existing roads. During the construction stage, the number of vehicle movements will increase rapidly. This causes increased air pollution by exhaust gas of the ve-hicles.

Explosion activities and traffic will cause an increased noise level in the entire pro-ject area. The increase of noise and vibration level would be site specific and short-term for peak value. In addition, the average level will increase. High noise levels affect also the towns and villages.

3.7.1.2 WATER RESOURCES There are no significant changes in the runoff regime of the watercourses in gen-eral caused by the construction activities.

At present, there is no information available where temporarily labourer estates should be installed. If extended labourer camps will be installed nearby water-courses, water pollution will increase due to the presence of a large number of labourersspecializes. In road construction practices, labourer estates are determined at the start of road works. The action plan will allow for close monitoring by the environmental specialist being recruited.

No specific impacts on ground water are expected during the construction stage.

3.7.1.3 AGRICULTURE AND FORESTRY/SILVICULTURE There will be no loss of agricultural land since the project entails the resurfacing of the existing road.

3.7.1.4 SETTLEMENT AND INFRASTRUCTURE

The settlement pattern of the towns and villages will be changed by frequent movements of vehicles and workers, shopkeepers and other people, especially in smaller settlements.

Due to construction works, some losses of settled area will be noted.

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The traffic density will temporarily increase from 1.200 vehicles per day to 1.500 vehicle movements per day and more. The disturbance to the population in the villages will be relevant.

3.7.1.5 FISHERIES AND HUNTING No impact is expected.

3.7.1.6 ECOLOGICAL RESOURCES (HABITATS) Small spots of semi-natural vegetation along watercourses will be removed nearby the construction sites of culverts and bridges. Firewood might be cut nearby work camps. No impact on animals is expected apart from breeding birds. They will be disturbed within a distance of approximately 400 m.

3.7.1.7 SOCIO-ECONOMICS No general negative impact on the population is expected during the construction period.

Local employment opportunities will create temporarily new sources of income, both for men and women. The rural population can benefit by starting small rural enterprises, such as selling food or providing other services.

The project during the construction stage will have a major effect on the life style of the villagers. It is anticipated that new accommodation facilities will be devel-oped and the local people will be exposed to new income-generation opportuni-ties. New markets will also be established. People from other areas and regions are expected to join the labourers.

Temporary resettlement enabling the construction works is not expected and will be limited to single cases.

The destruction of cultural heritage sites is not expected. The only grave yard in the zone of the project is more than 50 metres from the road and would not be affected by works.

Migrating workers might bring diseases to the local population, including HIV. Health hazards arise mainly through dust emission caused by construction activi-ties.

The road project will have major positive affects on local economy, employment, and income. The local markets will provide food, clothing, and other consumables for the workforce of the project. The requirements of gasoline, fuels, and accom-

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modation will bring more business to the project area. The prices of local products will increase and will be stabilised at a certain level.

Both semi-skilled and unskilled workers can benefit by being employed on the pro-ject. The demand for labourers will increase as the contractor of construction is expected to employ several hundreds of local labourers and assistants as workers, drivers, electricians, plumbers, cleaners, or guards.

3.7.1.8 LANDSCAPE AESTHETICS The presence of heavy machinery and dust and noise will stress the aesthetics temporarily. A strong negative impact can be expected from the opening of new quarries and from new dumping sites.

3.7.1.9 PHYSICAL CULTURAL RESOURCES - "CHANCE FINDS" PROCEDURES The Rwanda Transport Development Authority will develop a cultural property management plan if physical cultural resources are found, in accordance with the government of Rwanda’s policies and guidelines. In the event that during rehabilitation or reconstruction or construction sites of cultural value are found, the following procedures for identification, protection from theft, and treatment of discovered artefacts should be followed and are in-cluded in this rehabilitation contract. Chance find procedures will be used as follows:

a) Stop the construction activities in the area of the chance find; b) Delineate the discovered site or area; c) Secure the site to prevent any damage or loss of removable objects.

In cases of removable antiquities or sensitive remains, a night guard shall be present until the District Authorities take over;

d) Notify the supervisory Engineer who in turn will notify the responsi-ble District immediately;

e) Responsible District would be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures;

f) Decisions on how to handle the finding shall be taken by the con-cerned;

g) Implementation for the authority decision concerning the manage-ment of the finding shall be communicated in writing to the Client (Ministry of Infrastructure)

h) Construction work could resume only after permission is given from the responsible District Authority and the Client (Ministry of Infra-structure) concerning safeguard of the heritage.

These procedures must be referred to as standard provisions in this contract. Dur-ing project supervision, the contractor’s EIA Expert shall monitor the above regu-lations relating to the treatment of any chance find encountered are observed.

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Relevant findings will be recorded in World Bank Supervision Reports and Imple-mentation Completion Reports will assess the overall effectiveness of the project’s cultural property mitigation, management, and activities, as appropriate.

3.7.2 PROJECT PHASE: LAYOUT-CAUSED IMPACTS 3.7.2.1 GEOLOGY, GEOMORPHOLOGY, AND SOILS

Terracing, gabions, and slope-stabilization walls will change the natural surface locally.

Soil erosion processes bear high risk of road blockages during the rainy season. Soil erosion is a severe problem in the mountainous zone, which needs urgent combating by the implementation of appropriate rural development and soil pro-tection programmes. Erosion processes are not caused or enforced by the design of the road project, because no undercutting of slopes is foreseen.

3.7.2.2 EMISSION, DUST, NOISE, VIBRATION No impact is expected.

3.7.2.3 WATER RESOURCES Water structures will be designed in that way that natural waterways are not blocked or reduced. The drainage system will allow rainwater reaching the nearest watercourse. A change of groundwater regimes or dynamics is not expected. No negative impacts are expected.

3.7.2.4 AGRICULTURE AND FORESTRY/SILVICULTURE No loss of agricultural land is foreseen.

3.7.2.5 SETTLEMENT AND INFRASTRUCTURE No expropriation is envisaged under the project. The implementation of new drainage systems in towns, villages, and other settlements will improve consid-erably kind and size of the public place. All junctions, access roads, and plot ac-cesses will be improved.

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3.7.2.6 FISHERIES AND HUNTING No impact is expected.

3.7.2.7 ECOLOGICAL RESOURCES (HABITATS) No long-term impact is expected.

3.7.2.8 SOCIO-ECONOMICS The rehabilitated road will enhance geographic and social mobility. Other envis-aged benefits on the project include rural traffic linkages to the regional centres, employment, health, improvement in living standards and cultural lift-up of the people.

3.7.2.9 LANDSCAPE AESTHETICS Locally, artificial walls and surface sharpening will slightly decrease the natural landscape aesthetics. No major changes are to be expected.

3.7.3 PROJECT PHASE: OPERATION-CAUSED IMPACTS 3.7.3.1 GEOLOGY, GEOMORPHOLOGY, AND SOILS No long-term impacts caused by the road rehabilitation are expected.

3.7.3.2 EMISSION, DUST, NOISE, VIBRATION Increasing traffic will cause increasing exhaust gas and noise emission. Dust emis-sion will be reduced to a minimum due to the bituminised sheeting.

3.7.3.3 WATER RESOURCES There will be no impact to surface-water and groundwater due to road operation apart from traffic accidence.

3.7.3.4 AGRICULTURE AND FORESTRY/SILVICULTURE There will be no direct impact to agricultural land due to road operation. Concern-ing market development.,

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3.7.3.5 FISHERIES AND HUNTING There will be no direct impact to fishery or hunting due to road operation. Con-cerning market development

3.7.3.6 ECOLOGICAL RESOURCES (HABITATS) Due to noise emission and optical disturbances, there will be a negative impact on wildlife, if there is any. The increasing number of traffic movements will cause an increasing number of bird accidence.

3.7.3.7 SOCIO-ECONOMICS Due to an increasing number of traffic movements, the endangering of pedestri-ans, cattle herds and cattle drovers will increase. Appropriate measures of avoid-ance shall to be taken. Other benefits are analysed in the economic analysis re-port.

3.7.3.8 LANDSCAPE AESTHETICS During the operation phase of the roads, landscape aesthetics will not obtain addi-tional negative impacts.

3.7.4 CONFLICT ANALYSIS The notation of conflicts is as complete as possible, founded on the actual knowl-edge on the road rehabilitation design of the project.

3.7.5 LAND ACQUISITION There will be no land acquisition

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3.8 ENVIRONMENTAL AND SOCIAL ACTION PLAN An Environmental and Social Action Plan (ESAP) consists of mitigation, manage-ment, monitoring and institutional measures to be taken during implementation and operation in order to eliminate or offset adverse impacts or reduce them to acceptable levels.

The following three chapters describe different types of conflict situations and ap-propriate mitigation measures. Additional information is contained in the drawings of the map series H+E (available in project files). In drawings of the environmen-tal map series H+E in the scale of 1:1.000 to this project, the sites of environ-mental and social conflicts are clearly shown. The required mitigation measures are indicated by different symbols. Some mitigation measures are standardized and do not require explanations for each site of conflict separately. Therefore the explanation of symbols is presented in the following tables fig. 13 and fig. 14.

The Environmental and Social Action Plan (ESAP) contains:

Environmental and social mitigation measures and Traffic-related mitigation measures. Institutional Dispositions and Budgetary arrangements

3.8.1 ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES All proposed measures are classified according to the following definitions:

Class B: Class-B measures concern sites of conflict of regional or local character. Set-tling Class-B conflicts is required and necessary and will be possible to mi-nimize and/or mitigate adverse project effects. Those measures shall be implemented during the elaboration of the final de-tailed design for execution. The Engineers will search for appropriate solu-tions and will implement those solutions into their plans. They are to be con-sulted and agreed with the Administration, the Local Administration, Local Stakeholders, and in some cases also with Landowners.

Class C: Class-C measures are designed to minimize important but minor negative ef-fects of the project. The implementation of Class-C measures will help to guarantee that the project is environmentally and socially sound. They shall be respected and implemented during the construction by the En-gineers and agreed by the Administration.

Fig. 12 Classification of conflicts and measures

The measures listed in this table will be implemented as an integral part of the works contract, and monitored by an en-vironmentalist and by the engineers responsible for the supervision of works. No. Symbol Measure Description Class of

Measure

1

Giving preference of road widen-ing to the indicated side

In case of the unavoidable use of additional land for road widening, in most of the road sections the road should not be widened on both sides but only on one side. Preferences of the side of widening derive from the Consultant’s field assessment. Buildings, important and valuable plantations, crossings, water tanks, water taps etc. lead to the recommendation of widening.

The access to all plots and courtyards shall be preserved. The edge of asphalt surfac-ing and the base course shall be prepared for frequent vehicle crossing.

The recommendation for one widening direction shall be respected, where technically possible during the elaboration of the final detailed design for execution. The preferences are indicated in the drawings for the entire road alignment.

B

2

Carrying out extensive works The construction of large box culverts, the realignment of watercourses or slope stabi-lization installations require extensive works. Those works will interrupt traffic during execution and need special planning and timing. Timing and planning shall be incorporated into the final detailed design for execution.

The location is indicated in the drawings.

B

3

Respecting settlement enlarge-ment

Villages and other settlements expand rapidly due to population growth. In some cas-es, the direction of future urban development shall be respected, e.g. for location, design and number of junctions and access road linkages.

The second symbol indicates more dense village zones, which are highly populated and show a high number of pedestrians. This information shall be respected in the final detailed design for execution and especially during execution.

B,C

4

Reducing insecurity of riverain Appropriate measures shall be taken to increase the level of pedestrians crossing and passing the main road. Especially zones around school centers, the UNHCR camp and other facilities with numerous visitors shall be taken into account while creating the final detailed design for execution. When the construction activities take place in the villages, special measures shall be taken to protect pedestrians. Those measures shall be implemented in accordance with the Local Administration and other Local Stakeholders. Important locations are marked in the drawings.

B,C

5 Protecting woodlands and forests A special maintenance program for the protection and for the development of rows of trees, forests and woodlands should be formulated. Partners shall be the Administra-

B,C

No. Symbol Measure Description Class of Measure

tion for Public Works and the Administration for Environment and Rural Affairs.

If suitable, areas of reforestation shall be identified.

Tree and forest protection and development programs shall be agreed with the Admin-istration responsible and with Local Authorities. Location and area are indicated in the drawings.

11

Planting trees All trees shall be protected in the road design as well as during the construction phase. In compensation of each logged tree aged more than 10 years, the double amount of tree shall be planted. Each tree aged more than 50 years, must be substituted by eight trees aged minimum five years. Logging of natural monuments is not permitted. Wherever possible, rows of trees shall be planted within the strip of Way-of-Right in order to give shade and to improve the aesthetics of the site. The selection of species shall be done in accordance with the relevant Administration. The location of important rows of trees is indicated in the drawings.

C

11

Protecting swampy zones Swampy habitats are very rare in the vicinity of the project road. They all should be protected and preserved. Most of the wet zones can be found nearby watercourses. During the execution of works (culvert construction), special measures of care shall be taken for those sensitive areas. Working camp should be avoided nearby those sites, clearing shall be limited to the absolute necessary level. After the completion of the work, revegetation shall take place.

The location of major swampy zones is indicated in the drawings.

C

12

Protecting ecological zones Semi-natural habitats are extremely rare in the vicinity of the project road. They all should be protected and preserved.

During the execution of works, those sensitive areas shall be carefully protected against destruction and pollution. Working camp should be avoided nearby those sites, clearing shall be limited to the absolute necessary level. After the completion of the work, revegetation shall take place. The location of major semi-natural zones is indicated in the drawings.

C

13

Preventing water pollution Water pollution is of high risk at the central bridge of Ruhengeri. Car washing take commonly place. By appropriate measures, car washing shall be shifted to a safe loca-tion.

B

14

Stabilizing slopes In some mountainous road sections, measures of slope stabilization are essential. Uphill drainage systems, drain pipes, and more frequent road-crossing culverts are some of the required measures.

For selected locations, the elaboration of special studies on slope stability might be recommendable, latest during the development of the final detailed design for execu-

A,B

No. Symbol Measure Description Class of Measure

tion.

The locations are indicated in the drawings.

15

Combating earth gliding and avalanches

In some sections of the road, measures of slope stabilization are essential. Uphill drai-nage systems, drain pipes, and more frequent road-crossing culverts are some of the required measures. In some cases, even the removal of a part of the gliding material might be unavoidable. For selected locations, the elaboration of special studies on slope stability might be necessary, which should be undertaken before the development of the final detailed design for execution.

The locations are indicated in the drawings.

A,B

16

Terracing slopes In some sections of the road, it might be necessary to terrace the slope in order to avoid frequent road blockages during the rainy season. Terracing shall be always com-bined with other slope stabilization measures.

For selected locations, the elaboration of special studies on slope stability might be necessary, which should be undertaken before the development of the final detailed design for execution. The locations are indicated in the drawings.

A,B

17

Constructing gabions In some road sections, it is necessary to construct gabions as a slope stabilization measure in order to tackle minor instabilities. Gabions will be required at some bridges and larger box culverts at both sides of the road, upsides and downsides for the protection of the banks of the watercourses against erosion. Slopes shall be revegetized as completely as possible. Gabion construction shall be respected during the development of the final detailed design for execution.

The locations are indicated in the drawings.

B,C

18

Improving deposit zones Deposit zones are not yet identified.

Deposit zones for overburden, for road debris and other stone and earth material shall be identified before the development of the final detailed design for execution. Locations shall be agreed with the Local Administration, other Local Stakeholders and landowners.

A,B

19

Improving mining zones Mining zones are not yet finally identified. Deposit zones for overburden, for road debris and other stone and earth material shall be identified before the development of the final detailed design for execution. Locations shall be agreed with the Local Administration, other Local Stakeholders and landowners.

A,B

No. Symbol Measure Description Class of Measure

20

Rejecting deposit zones Deposit zones are not yet identified.

A,B

21

Rejecting mining zones Mining zones are not yet finally identified.

A,B

Fig. 13 Environmental and social mitigation measures

3.8.2 TRAFFIC-RELATED MITIGATION MEASURES No. Measure Description Class of

Measure

22

Creating a cross junction Major crossings were identified during the Consultant’s field visits.

They should be implemented in the final detailed design for execution. Selection and design will also depend on the road rehabilitation standards for secondary roads and should be agreed with the Administration.

Locations are indicated in the drawings.

B

23

Creating a right-side or left-side junction

Major right-side and left-side junctions were identified during the Consultant’s field visits. In many cases, small local marketplaces are established at these locations.

They should be implemented in the final detailed design for execution. Selection and design will also depend on the road rehabilitation standards for secondary roads. They should be agreed with the Administration, the Local Administration and other Local Stakeholders. Design and requirements of local market places shall be considered.

Locations are indicated in the drawings.

B

24

Creating a vehicle parking At some places, parking places shall be installed outside of the road, probably even in a side road of the main road.

Those places should be implemented in the final detailed design for execution. They should be agreed with the Administration, the Local Administration and other Local Stakeholders. Locations are indicated in the drawings.

B

25

Rejecting the permission of transporting dangerous goods on the indicated road section

Some sections of the project road are too sensitive for dangerous goods. Transport shall not be permitted in those road sections due to a high risk of environmental pollu-tion and risk to environmental and human health. The Consultant provides alternative alignment for those sections. Before the execution of the final detailed design for execution, those re-alignment requirements shall be studied. Changes shall be agreed with the Administration and the Local Administration.

Locations are indicated in the drawings and discussed in the detail descriptions below.

A

26

Designing a taxi stop Taxis use to stop in the road zone, so that they form traffic obstructions and provoke a risk of pedestrians’ injury. A taxi stop shall be designed on both sides of the road in a stagger manner. The stopping areas to be installed offside the carriageway shall be asphalted.

The location is indicated in the drawings. Detailed determination of the location shall be arranged with local stakeholders.

B

No. Measure Description Class of Measure

27

Designing a bus station Buses use to stop in the road zone, so that they form traffic obstructions and provoke a risk of pedestrian’s injury. An asphalted bus station shall be installed offside the main road, probably at a side road.

The location is indicated in the drawings. Detailed determination of the location shall be arranged with local administration and other stakeholders.

A,B

28

Rejecting taxi and bus stopping A new concept of public transport services and their stopping points shall be developed by the Administration and incorporated into the final detailed design for execution.

Locations and indicated in the drawings.

A,B

29

Restricting maximum speed In order to minimize the risk of pedestrian’s injury, the passage through the village shall be speed controlled in combination with measures for the improvement of visibili-ty: 30 km/h, 50 km/h. Deceleration measures are required at the entrances of the settlement in order to reduce the speed of vehicles. These measures might be de-signed as traffic islands or as optical narrowing of the road zone or by any other suita-ble installation. The grade of speed limits outside of settlements depend on the type of road section (mountainous, flat, winding): 50 km/h,60 km/h, 80 km/h.

Locations of changes of speed limits are indicated in the drawings.

B

30

Designing a pedestrian’s sidewalk Pedestrian’s unpaved sidewalks shall be preserved or developed. The location of required sidewalks (at which side of the road) is indicated in the draw-ings. The selection of side depends on the pedestrian’s usual walking side (village centers, outside of curves, school centers etc.). The required width of the sidewalk corresponds to the intensity of pedestrian’s traffic and is indicated on the drawings. Detailed determination of the location shall be ar-ranged with local stakeholders.

A

Fig. 14 Traffic-related mitigation measures

3.8.3 SELECTED SITES PK 37 .

Only four major environmental or social sites of conflict are documented. Slope instability from PK 30+500 to 37+850 is the most serious environmental issue.

This road section shows severe erosion processes at the uphill side of the road. Slopes with partly more than 30% and a length of 600m are covered with agricul-tural land. Almost no bushes or trees stabilize the soil. During rains, the soil is washed down. At the road-crossing water structures sediments will accumulate and will temporarily block the road drainage structures, forcing an increased in-tensity of maintenance work.

The erosion issue is not caused by the road or by the road construction. Neverthe-less it influences the functionality of the road drainage system.

An integrated regional development program will be needed, dealing with the agricultural production methods, soil stabilization measures, and reafforestation components. Carrying out such a program cannot be part of the present road re-habilitation project. The Administration, the Local Administration and local stake-holders shall be encouraged to initiate an integrated rural development program.

The Great Village of Gakenke builds the major important center between Kigali and Ruhengeri. Many facilities can be found: regional administration, education of all levels, market and economics, hub for public transport.

The Regional Hospital is situated at the Western end of Gakenke and is linked by an unpaved road of 1.200m (section 1G). The road is in a very bad condition, causing that during the rainy season emergency cars cannot reach the hospital or only with great difficulties.

The main problem is the missing road drainage system. The project road climbs up uphill of the hospital access road (PK 57+000 to PK 59+000). Drainage water from the project road crosses downhill over the hospital access road, causing se-vere damages and washouts.

PK60 Land slide. A retaining wall will be built instead of widening the road here

3.8.4. Institutional Arrangements

In addition to implementation of the environmental and social measures listed in Figure 14 above, the following additional actions will be undertaken in accordance with the indicated time table:

In the past, the ministry of public works has been supported in the implementa-tion of environmental and social safeguards relating to its programs by part time staff assigned from the ministry of Environment. This partnership has not proven successful. The ministry of infrastructure now plans to strengthen safeguard func-tions in the following ways:

In the short term, it has established a Transport Project and Program Manage-ment Unit as a permanent structure responsible for the oversight and manage-ment of transport projects and programs. The unit is headed by a coordinator, and includes technical staff. An environmental specialist is being recruited as a perma-nent staff of the unit. S/He will receive appropriate training courses in environ-ment management and communication, and then, be responsible for the monitor-ing of the environment issues related to projects, and the implementation of the communication plans associated with road works, including the ones planned for this project.

One of the first actions to be implemented by the Unit is to prepare and imple-ment a communication plan for this project. The communication plan will involve the main stakeholders of the project, including environment policy makers, local administration and local population in the project zone. The communication strategy will be based on meetings, workshops, training semi-nars with the stakeholders, publication of articles in the local newspapers, envi-ronment focused brochures production and distribution, and specialized emission through the national medias (radios, television,...). The salary of the environmental specialist will be paid initially by the proceeds of a PPF which the Government has obtained from IDA, and subsequently taken over by the Government, in the same manner as with the other staff of the unit. In the medium-long term, the Government intends to establish a road agency whose structure and organization will be discussed with development partners. The agency would be responsible for the preparation and implementation of road programs. ’An environmental protection unit is expected to be created within the agency and staffed accordingly. In the specific case of the Kigali-Ruhengeri project, the environmental and social mitigations measures listed in Paragraph 3.8.2 above will be integrated into the project design and implemented as an integral part of the project. The Depart-ment of Public Works of the ministry of Infrastructure is responsible for these as-pects, and will delegate monitoring and supervision to an internationally recruited consultaing firm to be recruited with IDA funds. The Transport Project and and Program Management Unit (TPMU), through its environmental specialist, will monitor the environmental action plan above.

Reporting: The reporting of progress in the implementation of the environmental and social action plan will be an integral part of the project reporting, which is un-der the responsibility of the TPMU. It will be required to produce quarterly and yearly activity reports, with a specific volume on environmental the plan. Timetable: The TPMU will oversee the implementation of the time table below with regard to meeting safeguard conditions of the project:

- February 2006, publication of this report in the country - November 2006: Environmentalist recruited. Terms of reference are in pro-

ject files - January –March 2007: Environmentalist receives training - April 2007: Meetings and workshops with local administration in the project

zone - May 2007-December 2008: Sensitization workshops with local population - May 2007-December 2008: Medias communication on environment protec-

tion (newspapers, radio) - May 2007-December 2008: Brochures to be printed and disseminated - April 2006-December 2006: Selection of contractor and supervising firm for

rehabilitation works (including mitigations measures in Paragraph 3.8.2 above).

- January 2007-December 2008: Duration of rehabilitation works (including mitigations measures in Paragraph 3.8.2 above).

Budget for institutional aspects: 62.848 USD

- Environmentalist Salary: 40.848 USD - Training fees: 12.000 USD - Communication fees: 10.000 USD