E442 Vol. 1 ADMINISTRACAO NACIONAL DE ESTRADAS DIRECIAO DE ESTRADAS NACIONAIS Environmental Impact Assessment of the Next Road Sector Program in Mozambique Process No 592/CON/2000 Final Report , g _ . "'S. ~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~ .'s .~~~~~~~~~~~~~ :s..........~~~~~~~~~~~~~~~~.. .... Prepared for: Prepared by: (" )SMEC Administra,co Nacional de Estradas SMEC International Direcgao de Estradas Nacionais PO Box 1052 Av. de Mocambique. 1225 North Sydney Maputo NSW 2060 Australia Tel.: (258-1) 476163/7 Tel: (61-2) 9925 5555 Fax: (258-1) 475862 Fax: (61-2) 9925 5566 F[N-ANCED BY: IDA FebaUlf% 2001I FILE COPY IMPA LI'() TABLE OF CONTENTS EXECUTIVE SUMMARY PART A INTRODUCTION I BACKGROUND ........................... 1-1 1.1 INTRODUCTION .............................................. 1-1 1.2 THE INTEGRATED ROAD STRATEGY FOR MOZAMBIQUE ......... 1-1 1.2.1 Historic Background .................................................. 1-1 1.2.2 The Roads Policy .................................................. 1-2 1.2.3 ROADS3 Strategy .................................................. 1-2 1.3 THIS ENVIRONMENTAL ASSESSMENT . ........................... 1-4 1.3.1 Terms of Reference .................................................. 1-4 1.3.2 Study Team .................................................. 1-5 2 METHODOLOGY ........................... 2-1 2.1 EA STRUCTURE ................................ 2-1 2.2 CONSULTATION ................................ 2-2 2.3 FIELD INSPECTION ................................ 2-6 3 INSTITUTIONS AND LEGISLATION ............. .............. 3-1 3.1 MOZAMBIQUE LEGISLATION .................................................. 3-1 3.1.1 Environmental Law .................................................. 3-1 3.1.2 National Environmental Management Programme (NEMP)..3-1 3.1.3 The Framework Environment Law ........................................ 3-2 3.1.4 EIA Regulations .................................................. 3-2 3.1.5 EIA Guidelines for Road Projects ......................................... 3-4 3.1.6 Land Law .................................................. 3-5 3.2 MOZAMBIQUE INSTITUTIONS INVOLVED IN EIA . ................... 3-5 3.2.1 Identification .................................................. 3-5 3.2.2 MICOA .................................................. 3-6 3.2.3 MICOA and Other Ministries ................................................. 3-7 3.3 WORLD BANK REQUIREMENTS ................................. 3-8 PART B DESCRIPTION OF THE PHASE I PROGRAM 4 THE ROADS PROGRAM .4-1 4.1 IDENTIFICATION .4-1 4.2 TYPE OF WORK - PHASE I .4-5 5 WORLD BANK PROJECTS .................... 5-1 IMPA C(U 5.1 DESCRIPTION OF ROAD ELEMENTS . ........................... 5-1 5.2 ROAD CORRIDOR OWNERSHIP ................................ 5-2 5.3 EN 1 NORTH - SOUTH TRUNK ROAD . ........................... 5-2 5.3.1 Existing Condition ....................................... 5-2 5.3.2 Traffic Volumes ....................................... 5-3 5.3.3 Proposed Work ....................................... 5-3 5.3.4 Construction Methods ....................................... 5-4 5.3.5 Construction Materials ....................................... 5-6 5.4 OTHER ROADS ....................................... 5-7 5.4.1 Traffic Volumes ....................................... 5-7 5.4.2 ER 405: Maputo Province to Ch6kw6 ........ ......................... 5-8 5.4.3 EN 215: Corner EN 1/215 to Maringue ................................ 5-8 5.4.4 EN8: Nampula to lapala ....................................... 5-9 5.4.5 EN 224: Quelimane to Chinde ....................................... 5-9 5.4.6 EN 239, ER 455, EN 221 and EN 572 ................................ 5-10 5.4.7 Construction Methods ....................................... 5-11 5.5 COMMON CONSTRUCTION ACTIVITIES . ........................ 5-11 5.5.1 Borrow Pits for Sand ....................................... 5-11 5.5.2 Construction Camps and Works Compounds ..................... 5-12 PART C SEA OF THE ROADS3 PROGRAM 6 ENVIRONMENTAL OVERVIEW ........................... 6-1 6.1 SOCIO-ECONOMIC ENVIRONMENT . .......................... 6-1 6.1.1 Broad Description ........................... 6-1 6.1.2 Administration & Economy ........................... 6-1 6.1.3 Poverty and Food Security ........................... 6-2 6.1.4 Health ........................... 6-3 6.1.5 Services ........................... 6-3 6.1.6 Summary Statistics ........................... 6-4 6.2 BIOLOGICAL ENVIRONMENT ........................... 6-6 6.2.1 Flora ........................... 6-6 6.2.2 Fauna ........................... 6-7 6.2.3 Protected Areas ........................... 6-8 6.2.4 Areas Of Outstanding Value ........................... 6-9 6.2.5 Summary ........................... 6-11 6.3 PHYSICAL ENVIRONMENT ........................... 6-12 6.3.1 Topography ........................... 6-12 6.3.2 Geology and Soils ........................... 6-13 6.3.3 Climate ........................... 6-14 6.3.4 Hydrology ........................... 6-14 6.3.5 Land Use ........................... 6-16 6.3.6 Summary ........................... 6-17 6.4 ENVIRONMENTAL ZONES .. ......................... 6-18 7 ROADS3 PROGRAM EVALUATION ........................... 7-1 7.1 METHODOLOGY ................................ 7-1 7.2 DIRECT AND INDIRECT IMPACTS .......................... 7-1 IMPAC'fO 7.3 ENVIRONMENTAL IMPACTS AND SCREENING ISSUES ............. 7-2 7.3.1 Issue Identification ............................................ 7-2 7.3.2 Primary Analysis Issues ............................................ 7-6 7.4 PHASE I PROJECT EVALUATION ................................ 7-7 7.4.1 Evaluation ............................................ 7-7 7.4.2 Roads of Special Concern ............................................ 7-11 7.4.3 Environmental Assessment Requirements ......................... 7-12 8 GUIDELINES ................... 8-1 8.1 SCREENING AND EVALUATION GUIDELINES . ..................... 8-1 8.1.1 Process ...................................... 8-1 8.1.2 Pre-Assessment of Road Projects ...................................... 8-2 8.2 ENVIRONMENTAL MANAGEMENT GUIDELINES . ................... 8-3 PART D IEE FOR PHASE I SUB-PROJECTS 9 ASSESSMENT SUMMARY ................... 9-1 9.1 PRESENTATION OF ASSESSMENT . ............................. 9-1 9.2 ENVIRONMENTAL ISSUES ..................................... 9-1 9.3 SUB-PROJECTS, ENVIRONMENTAL DESCRIPTION ................. 9-2 9.3.1 EN 1 ........................................ 9-2 9.3.2 ER 405: Chdkwe to the border with Maputo Province .......... 9-3 9.3.3 EN 215: Corner EN 1/215 to Maringue ................................. 9-3 9.3.4 EN 8: Nampula to Corner of EN8/104 (lapala) ...................... 9-4 9.3.5 EN 224: Quelimane to Chinde ........................................ 9-5 9.3.6 EN 239: Nametil - Corner. EN 239/260 ................................. 9-6 9.3.7 ER 455: Estima - Magoe ........................................ 9-6 9.3.8 EN 221: Bene - Fingoe ........................................ 9-7 9.3.9 ER 572: Meconta - Corrane ........................................ 9-8 9.4 SUB-PROJECTS, COMMON IMPACTS . ........................... 9-8 9.4.1 Introduction ............................. 9-8 9.4.2 PHYSICAL EFFECTS ............................. 9-8 9.4.3 BIOLOGICAL EFFECTS ............................. 9-10 9.4.4 SOCIO-ECONOMIC IMPACTS ............................. 9-11 9.5 SUB-PROJECTS, SPECIFIC IMPACTS AND MITIGATION MEASURES . . 9-13 9.5.1 Introduction ....................................... 9-13 9.5.2 EN 1 ....................................... 9-13 9.5.3 ER 405: Ch6kwe to the border with Maputo Province ......... 9-13 9.5.4 EN 224: Quelimane to Chinde ....................................... 9-13 9.5.5 EN 221: Bene - Fingoe ....................................... 9-14 10 OUTLINE MITIGATION MEASURES ........................... 10-1 10.1 GENERAL MITIGATION MEASURES ................................. 10-1 10.2 SOCIO-ECONOMIC MITIGATION MEASURES .......................... 10-10 IMPA '( o 11 ENVIRONMENTAL MANAGEMENT ................................. 11-1 11.1 MITIGATION MEASURES ....................................... 11-1 11.2 CONTRACT CONDITIONS ....................................... 11-2 11.3 ENVIRONMENTAL IMPROVEMENTS ....................................... 11-2 PART E MONITORING AND ENFORCEMENT 12 NATIONAL ROADS ADMINISTRATION (ANE) .12-1 12.1 INTRODUCTION ..12-1 12.2 ENVIRONMENTAL MANAGEMENT CAPACITY . .12-2 12.2.1 Introduction .12-2 12.2.2 The Gender, AIDS, Poverty Alleviation and Environment Unit ..12-2 12.2.3 Other ANE Departments .12-4 12.3 REQUIRED CAPACITY . .12-5 12.3.1 Resources .12-5 12.3.2 The Unit .12-5 12.3.3 Other Departments .12-5 12.4 BUILDING CAPACITY . .12-6 12.4.1 Human resources .12-6 12.4.2 Budget .12-9 12.4.3 Other Resources . .12-11 13 MICOA .13-1 13.1 ENVIRONMENTAL MANAGEMENT CAPACITY . .13-1 13.1.1 National .13-1 13.1.2 Provincial Capacity .13-2 13.2 TRAINING ..13-5 13.3 BUILDING CAPACITY . .13-6 14 OTHER AGENCIES AND PRIVATE INDUSTRY. 14-1 14.1 PROVINCIAL DIRECTORATES OF ROADS AND BRIDGES ..14-1 14.1.1 Introduction .14-1 14.1.2 Capacity .14-1 14.1.3 Building Capacity within DEP .14-2 14.2 NATIONAL DIRECTORATE OF FORESTRY AND WILDLIFE ..14-3 14.3 PRIVATE INDUSTRY . .14-4 14.3.1 Background .14-4 14.3.2 Companies Providing Environmental Services in Mozambique . .14-4 14.3.3 Mozambican Company Capacity .14-6 14.3.4 Building Capacity .14-7 IMPA CTO PART F CONCLUSIONS 15 CONCLUSIONS ....................... 15-1 15.1 SUMMARY OF THE TOR ..................... 15-1 15.2 BENEFITS AND COSTS ..................... 15-4 ANNEXURES A Terms of Reference B Socio-economic Environment Overview C Biological Environment Overview D Physical Environment Overview E IEE for Specific Phase I Sub-projects F Supplementary IEE for Specific Phase I Sub-projects G Consultation Materials H Environmental Specialist Position Description I References and Bibliography LIST OF FIGURES Follows page 5.1 Typical Road Cross Section 5.1 5.2 ENI 5.2 5.3 Ch6kw6 to Maputo Border 5.8 5.4 EN I to Maringue 5.8 5.5 Nampula to lapala 5.9 5.6 Quelimane to Chinde 5.10 IMPACTO 1010SMEC EXECUTIVE SUMMARY Introduction Mozambique is a large, sparsely populated country whose people rely mainly on agriculture for their livelihoods. In the late 1980s the Government of Mozambique initiated an economic rehabilitation program to revitalize the country's economy. This involved addressing the country's severe transport constraints and led to the development of the IDA-financed Roads and Coastal Shipping (ROCS) projects. The proposed project is the third IDA project addressing Mozambique's transport issues. SMEC International (SMEC), in association with Projectos e Estudos de Impacto Ambiental, Lda (Impacto), was commissioned by the Administraccao Nacional de Estradas (ANE) to undertake an environmental assessment of the next road sector program in Mozambique. Terms of reference and methodology The main elements of the terms of reference were to: - Provide comprehensive environmental assessments for the phase 1 roads proposed for IDA funding. Principal environmental issues associated with other phase 1 projects were to be identified. * Identify environmental (biological, physical, and social) characteristics relevant for road maintenance, rehabilitation and upgrading projects within Mozambique. Where possible the country is to be subdivided into zones of similar ecological or social characteristics. * Develop guidelines for the environmental management of individual projects. These guidelines are to be relevant for all phases of the roads program. * Propose monitoring procedures, mechanisms, staff, training, equipment and resources to ensure that the environmental factors relevant for works undertaken under the roads program are implemented. * Ensure that proper guidelines, procedures, information flows and capacities related to environmental matters are put into place at the project development stage. To respond to the terms of reference a methodology was developed involving: * Consultation with a wide range of government and non-governmental organizations. * Field investigations for 11 of the World Bank subprojects. These were undertaken by specialists in ecology, sociology and physical environmental science. * Inputs from specialists in the fields of environmental impact assessment together with local Mozambican specialists in ecology and sociology. * Production of a report structured to respond to each of the principal issues defined in the terms of reference. 58602 Executive Summary February 2001 Mozambique Road Sector EA IMPACTO 4I$SMEC Consultation Consultation was undertaken with 21 government and non-governmental organizations. This involved interviews with 36 people from these organizations. Discussions were also held with local villagers and chiefs during field inspections. Outputs from the consultation included: * Improved understanding of the roles of both government and non-governmental organizations in developing and maintaining road infrastructure * Knowledge of concerns about the adverse effects of road development * Knowledge of the perceived or measured benefits of road development * Access to background information relating to various aspects of the biological, physical and social environments * Improved understanding of the importance and relevance of road infrastructure to local villagers. Findings were incorporated into the report. Environmental characteristics of Mozambique Mozambique contains a varied physical and biological environment, from mountain areas in the west and north to mangrove forests and coral reefs along the coast. Eight regions were identified as "areas of special concern" for physical or environmental reasons. There is some uniformity in socioeconomic characteristics across the country. A majority of the population is poor with a significant minority considered very poor. Poverty varies across the country, with three provinces Tete, Sofala and Inhambane, having higher percentages of their populations poor or very poor. The variation in environmental conditions is not correlated between environmental factors. As a result it was not possible to subdivide or characterize the country into zones or regions with similar characteristics. Instead individual factors need to be examined. Key factors or issues for each province were identified. Initial environmental evaluations of 11 Phase 1 roads Initial environmental evaluations were completed for 11 phase 1 roads. Seven of these subprojects were for the EN 1, the main north-south road link. The other four roads involve one primary road, two secondary roads and one tertiary road. One of the secondary roads serves what is probably the most isolated district capital in Mozambique, the town of Chinde. A range of environmental issues was investigated during the evaluation of 11 IDA-financed subprojects and 28 phase 1 subprojects being financed by other donors. These were: * Biological and Physical Impacts Ecology Land use change Erosion and sedimentation Water quality 58602 Executive Summary February 2001 ii Mozambique Road Sector EA IMPACTO ('OSMEC Hydrology Noise and vibration Air quality Aesthetics. * Socioeconomic impacts Direct impacts Access to services (health, education) Improved access to markets Migration Health Archaeological and cultural sites. Investigations found that work carried out under the IDA-financed subprojects could potentially damage the environment. The risk varied depending on subproject. Environmental management measures were developed and environmental management guidelines presented. However, overall potential impacts are minor and easily mitigated or managed. None of the IDA-financed subprojects are located in sensitive ecological areas. The subprojects do not require resettlement and no minorities are affected. In-migration (and associated effects) was identified as a potential effect of providing improved transportation access. Specific measures to mitigate its impact were developed. The only potential for the spread of HIV/AIDS was found to be associated with construction workers. ANE has already developed and implemented mitigation measures for this effect. The overall conclusion is that the subprojects proposed for IDA funding can proceed with no significant adverse effects. 58602 Executive Summary February 2001 iii Mozambique Road Sector EA IMPACTO VSMEC Table A11.1 Phase I Roads Investigated in the Environmental Assessment 42 & EN 1: Maputo - Maracuene (42) P 82 Maputo PM 3 Part of the north-south trunk road 43 EN 1: Maracuene - ManhiMa (43) 44 EN 1: Manhi,ca - Incoluane 45.4 Maputo PM Part of the north-south trunk road I EN 1: Incoluane - Zandamela P 159 Gaza PM Part of the north-south trunk road 2 EN 1: Zandamela - Maxixe 173 Inhamnbane PM Part of the north-south trunk road 3 EN 1: Muxungue - Inchope 145 Sofala / Rehab 3 8 Part of the north-south trunk road Manica 15 EN 1: Maxixe - Corner ER 520/EN P 123 Inhambane Rehab 18 Part of the north-south trunk road 1 29 EN 1: Corner EN 1/ER 520 - p 222 Inhambane Rehab 27 Part of the north-south trunk road Vilanculos (29A) and Vilanculos - Rio Save 8 EN 239: Nametil to Corner of EN S 76 Nampula PM - Link between coast and interior. 239/260 10 ER 405: Chokwe to the border with T 31 Gaza PM - Part of the Maputo bypass route from Ressano Maputo province Garcia to Gaza Province. The largest titanium mine in the world is located near Chibuto 14 ER 455: Estima - Magoe T 123 Tete PM - South of the Cahora Bassa dam storage 18** EN 215: Corner EN 1/215 to 5 36 Sofala PM - Short section of road linking Maringue with the Maringue new Gorongosa - Caia Road 32** EN 8: Nampula to Corner of P 159 Nampula Rehab 8 Part of the Nacala Corridor EN8/104 (lapala) 37 EN 221: Bene - Fingoe S 114 Tete Rehab 9 Opening up of a rich agricultural area. 38** EN 224: Quelimane - Chinde S 85 Zambezia Rehab 34 Chinde is a district capital currently inaccessible by road. 41 ER 572: Meconta - Corrane S/T 68 Nampula Rehab 45 Notes: 1. *Priority and comments provided by Israel Institute of Transportation Planning and Research (International), Ltd 2. P = primary, S= secondary, T= tertiary. 3. Rehab = rehabilitation, PM = periodic maintenance 4. **These roads were later removed from the roads proposed for World Bank funding. 58602 Executive Summary February 2001 iv Mozambique Road Sector EA IMPACT(V Screening guidelines Screening guidelines were developed for the other 28 phase 1 subprojects. These considered the range of environmental assessment issues developed for IDA-financed subprojects and identified five primary issues for which other road projects could be screened. Using the screening methodology revealed the necessity for a hierarchy of environmental assessment for periodic maintenance and rehabilitation projects. Application of the methodology reveals that five of the 28 projects have potential of causing significant adverse environmental impacts, and were classified as being of special concern. Eleven roads were considered to have potential for some adverse effects, while the remainder would cause no significant effects. Projects were classified as of special concern if they involved two of the following: * Location in an ecologically sensitive area * Location in an area of high erosion potential * Location in an area of high forestry production potential. Categorization of a road as of special concern does not mean it should not be built. However, decision makers should note that there are potentially significant environmental issues that need to be addressed. The screening methodology was considered a reasonable method for broad comparative evaluation of road projects. A methodology was also proposed for ANE to use while undertaking environmental assessment. This consists of: * An overview of the legislative requirements for environmental impact assessment (EIA) in Mozambique * A screening method, similar to that described above * An initial assessment pro-forna to use in classifying projects for environmental impact assessment purposes * Where an EIA is required under Mozambique legislation, an outline of the process to be followed * Where no EIA is required under Mozambique legislation, recommendations for the procedures that ANE should follow. Environmental management guidelines Environmental management guidelines for road periodic maintenance and rehabilitation projects were developed. They apply to any periodic maintenance or rehabilitation project. A more detailed environmental management guidelines document (intended for practical use) was prepared as a separate output from this study. The environmental management guidelines are intended to be practical for use in the field. The guidelines therefore treat road maintenance and rehabilitation subprojects as a series of defined activities. Analysts identify possible environmental impacts for each activity, specify mitigation measures, and designate responsibility for implementation. It is proposed that ANE incorporates the environmental management guidelines in contract specifications for periodic maintenance and rehabilitation projects. Their implementation would be 58602 Executive Summaty February 2001 V IMPAU'(U part of the road works contract and immediate enforcement would be the responsibility of the company supervising the contract. ANE's role would be to audit the environmental management of projects and update the environmental management guidelines when required. It is intended that the environmental management guidelines be a live document, with impacts or mitigation measures updated to suit field experience. The adoption of an approach based on activity rather than area of the environment will facilitate updating. Monitoring and evaluation Capacity needs to be established within ANE to effectively assess and manage environmental aspects of road construction and rehabilitation projects. This will require strengthening human resources and additional resources to support activities for environmental management. ANE has a fledgling social and environmental unit, the Gender, Poverty Alleviation, and Environment Unit. The general area of the environment was recently added to the unit's responsibility. The unit is stronger in the area of social studies, which reflects its origins. The development of the unit into a section with a broader environmental capability is proposed. This would require employment of a senior specialist in environmental impact assessment as part of the unit. This person would also have a role in capacity development within the unit. The unit would have the responsibility for determining the level of environmental assessment required for all of ANE's work and ensuring the work is completed to an appropriate standard. This does not mean that the unit would undertake all the work but that it has responsibility for ensuring its quality. This can be achieved by adopting an audit and review role for the environmental assessment or management stages of a project. The broader environmental capabilities of ANE were also assessed, as ANE's environmental management skills will need to extend beyond the unit. Personnel such as delegates and field engineers or technicians to must have, at a minimum, some understanding of environmental issues. Resource and training needs were identified. Short-term training modules in ten different areas for ANE staff are proposed. Selected staff from the following ANE groups would participate: * Environment unit * Training department * Supervision department * Department of studies and projects * Provincial delegates. Support for master's degree studies in environmental impact assessment for members of the ANE environment unit is also proposed. A budget of is proposed for training and other capacity building measures, as follows: * US$203,600 for training over the life of the Roads and Bridges Management and Maintenance Program * US$360,000 for employment of a senior environmental specialist * US$61,000 for equipment. Benefits and costs 58602 Executive Summary February 2001 vi IMPAC'fO Benefits and costs The project would generate the following benefits: * Restoration of traffic on the classified roads network * Rehabilitation of high volume roads and mechanisms to ensure their maintenance * Prioritization of the use of local resources and the employment of modern and efficient planning and control systems. The program also has benefits people living near the project roads by reducing their transport and transit time and improving their access to services and markets. This is particularly important for subprojects undertaken on tertiary and secondary roads. The costs of the project are: * Actual construction costs. * Environmental costs. There were no significant impacts identified for the 11 subprojects Evaluated provided the environmental management guidelines were implemented. - Costs of development and training for ANE personnel. These total US$624,600. The actual costs of implementing the environmental guidelines for a road project were not estimated. Provided these are incorporated into the project design and reflected in the works contracts then these costs would be borne by the contractors. The government would bear costs of monitoring compliance with agreed measures and enforcing laws, regulations and covenants. These costs are included in the development and training costs for ANE. 58602 Executive Summa,y February 2001 vii IMPA C'TO 1 BACKGROUND 1.1 INTRODUCTION SMEC International (SMEC), in association with Projectos e Estudos de Impacto Ambiental, Lda (Impacto), was commissioned by the Administraccao Nacional de Estradas (ANE) to undertake an environmental assessment of the next road sector program in Mozambique. The program aims to rehabilitate and upgrade portions of the Mozambique road network over ten years (2001 to 2010). It is divided into three distinct phases: u Phase I - 2001 to 2004 for confirmed and defined projects and interventions; Li Phase II - 2005 to 2007 for currently estimated projects and interventions; and o Phase III -2008 to 2010 for the currently anticipated projects and interventions. Detailed design of the individual road components will be developed gradually over this period. Funding is being sought from the World Bank for sections of the program. The program will be subject to Environmental Assessment (EA) in compliance with requirements of the World Bank and the Government of Mozambique. The EA will build on ANE's existing environmental policy and legislation and the institutional framework developed during earlier roads programs. This document is the EA produced for the project by SMEC and Impacto. 1.2 THE INTEGRATED ROAD STRATEGY FOR MOZAMBIQUE 1.2.1 Historic Background Mozambique is a large, sparsely populated country whose main economic activity is agriculture. In the late 1980s the Government of Mozambique initiated an Economic Rehabilitation Program to revitalise the Country's economy. The Program addressed both external factors (for example debt rescheduling and use of foreign assistance) and also internal factors (for example sectoral reform). A part of the Program involved activities to stimulate the recovery and growth of the rural sector. This was aimed at improving rural incomes and providing surpluses for urban areas and export. These initiatives highlighted the Country's severe transport constraints and led to the development of the Roads and Coastal Shipping (ROCS) Project. This had three elements: 1. investing in the rehabilitation and maintenance of physical infrastructure; 2. reforming the policy and institutional environments; and 3. developing institutional, organisational and human resources capacity. 58602rptO1 February 2001 1-1 IMPA C'O There have been two phases in the ROCS Project, referred to as ROCS I and 2. ROCS I concentrated on urgent road and shipping projects and initiated a long term institutional development program. ROCS 2 implemented road rehabilitation and maintenance projects, concentrating on the emergency opening of priority roads. It was envisaged that if ROCS 1 and 2 went well then a third phase would concentrate on the further rehabilitation and periodic maintenance of the road network. The Mozambique road network consists of: Li 25,300 kilometres of classified roads; co 10,000 kilometres of unclassified roads; and ci 1,000 kilometres of urban roads. Prior to the ROCS Project only three percent of the network was classified as in good condition while 44 percent was considered not passable. Towards the end of ROCS 2 these percentages had changed to 23 percent in good condition and only 9 percent not passable. A third stage of the ROCS Project is now proposed. The third stage is referred to as ROADS3. 1.2.2 The Roads Policy The Mozambique government has prepared a road policy and strategy. This identifies two essential roles for the road network in the development of the country. Firstly to support the movement of people and goods and the social link of production and distribution; and secondly to ensure the development of regions and development projects which require secure links to markets, suppliers and consumers. The roads policy has five main areas of focus: o agriculture and marketing; EL ports; Li industry and energy; o tourism; and Li employment creation. Against this background the roads policy seeks to: o complete the restoration of traffic on the classified roads network; o continue to expand the rehabilitation of high volume roads and ensure their maintenance; and oL prioritise the use of local resources and the employment of modem and efficient planning and control systems. 1.2.3 ROADS3 Strategy The ROADS3 Program is designed to support the Government's Road Policy. It is seeking to concentrate in four areas, institutional capacity, roads (this project), bridges and funding. A priority list of roads has been developed for Phase I of the Program and those projects are considered in this environmental assessment. The overall program extends over the period 58602rptO1 February 2001 1-2 IMPAC 'V 2001 to 2010. It is ambitious and involves expenditure of some 1.7 billion dollars ($US) over the life of the Program. The World Bank provided support to ANE to develop an Integrated Road Strategy for the period 2001 to 2010. That Strategy was being prepared at the same time as this environmental assessment by the consultants the Israel Institute of Transportation Planning and Research (International) Ltd (IITPR). This section was developed from information provided by IITPR. As a wholistic strategy the key aims are to integrate: o the needs for additional rehabilitation of roads to bring them to their designed level of service; o the needs of the national road network to ensure country-wide and international connectivity combined with the needs for regional and rural access to production zones and markets; o and link the road sector with other modes of transport; o and involve all stakeholders in the development of the road sector strategy. The fundamental requirement of the Strategy is sustainability focussing on two aspects of the road management system, works and resources. On the works side priority is given to maintaining roads that are already in good or fair condition before additional roads are added to the network. On the resource side revenues must be collected from road users in a manner that ensures a sufficient and assured flow of funds to cover maintenance needs. Focussing on the road network main elements of the strategy are to: o ensure connectivity on the priority trunk network. Priorities here include: - completion of an all-year, all weather and well maintained trunk road along the main north-south corridor; - connection of provincial capitals and the trunk system; and - connection between provinces. • expand rehabilitation in the densely populated and economically productive regions of the central and northern regions of the country. Much of this work will involve the secondary and tertiary road network to provide people with access to markets and basic social services; o provide access to high priority economic poles such as agriculture, mining, industry fishing and tourism. Commerce and trade would in particular be encouraged by development of links to ports, rail lines and inland border crossings; and o improve and expand rural accessibility. A priority list of 59 rehabilitation projects was identified by IITPR. This listing excluded periodic maintenance projects based on the strategic assumption that periodic maintenance takes precedence over rehabilitation. The listing is further discussed in Chapter 4. It was from this listing that the rehabilitation sub-projects proposed for World Bank funding were developed. 58602rptO1 February 2001 1-3 IMPA L7'O 1.3 THIS ENVIRONMENTAL ASSESSMENT 1.3.1 Terms of Reference The Terms of Reference (ToR) for the environmental investigations are attached as Annexure A. The intent of these ToR was further clarified during the initial weeks of the project. In summary the environmental project was to: o identify environmental (biological, physical, and social) characteristics relevant for road maintenance, rehabilitation and upgrading projects within Mozambique. Where possible the country is to be subdivided into zones of similar ecological or social characteristics; o provide comprehensive environmental assessments for the Phase 1 roads proposed for funding by the World Bank. Principal environmental issues associated with other Phase 1 sub-projects are to be identified; o develop guidelines for the environmental management of individual projects. These guidelines are to be relevant for all phases of the Roads Program; o propose monitoring procedures, mechanisms, staff, training, equipment and resources to ensure that the environmental factors relevant for works undertaken under the Roads Program are implemented; and oi ensure that proper guidelines, procedures, information flows and capacities related to environmental matters are put in place at the project development stage. The findings of the investigations were reported in three documents: 1. this environmental assessment report, which is the main output; 2. an environmental management plan guide. This identifies environmental impacts and the means of control and mitigation; and 3. a training program. A significant constraint for the project was the short time within which the project was to be completed. The project commenced on 1 October 2000 and the environmental assessment report was to be completed by 20 December 2000. This was a very tight program given the size of the project and the logistical difficulties in travelling within a country the size of Mozambique. The Phase I road sub-projects and the sub-projects proposed for World Bank funding were selected by others prior to and during the environmental studies. The sub-projects were selected as an output of the ROADS3 Strategy and included inputs from ANE and the World Bank. Selection was based on a range of factors including road location and condition, strategic importance, cost and the expected rate of return of the investment in the road. 58602rptO1 February 2001 1-4 IMPACT O 1.3.2 Study Team The study team for the project is described in Table 1.1. Table 1.1: Study Team P son- <.t;;.t-A ,@*i.g ......... ..... .......... .. nei - ,ii... i ,j -L,,L :, j. Jan Parsons SMEC International Team Leader and Senior Environmental Specialist Louisa Rebec SMEC International Senior Environmental Specialist Greg Jordan SMEC International Institutional Strengthening and Training Brian Wythes SMEC International Roads Engineer and Environmental Management Rebecca Holmes SMEC International Environmental Management John Hatton Impacto Senior Ecologist and Environmental Specialist Peter Tilley Impacto Senior Socio-economic Specialist Steve Telford Impacto Ecologist and Environmental Specialist Marta Henriques Impacto Human Geographer Abida Jamal Impacto Consultation and Physical Environment Lorenzo Covane Impacto Graphics and Mapping Madyo Couto Impacto Graphics and Mapping All members of the study team (excluding graphics and mapping staff) were involved in consultation activities. A number of people from ANE contributed to the production of this report. In particular the assistance of Tiago Massingue, Pieter van Niekerk, Michael Lear and Emilia Tembe is gratefully acknowledged. 58602rptO1 February 2001 1-5 IMPAU' O 2 METHODOLOGY 2.1 EA STRUCTURE The EA report was structured to contain seven Parts plus a series of Annexures. i Executive Summary This section presents a summary of the document. ii Part A Introduction The introduction (in three chapters) presents: o an overview of the road strategy for Mozambique and the aims of the EA; co the methodology used to undertake the EA; and o3 the institutions and legislation applicable to the EA. iii Part B Description of the Phase 1 Roads Program The description of the roads program has two chapters. The first chapter describes the derivation of the Phase 1 Roads and identifies the road sub-projects considered for this Phase. The type of Work proposed for each project is also described. The second part describes the existing condition of the Phase I roads and the types of work proposed. A more detailed description is provided for the Phase I roads proposed for World Bank funding. iv Part C SEA of the Roads Program Part C is a Sectoral Environmental Assessment (SEA) examining the overall roads program proposed for the next 10 years. It includes: oL an overview of the environmental characteristics of Mozambique concentrating on those areas potentially affected by the roads program. A detailed environmental description is included as Annexures B, C and D to the main document and a brief summary is included in the text; oL an overview of the environmental effects associated with the different categories of road projects; and oL a screening level analysis of the non World Bank Phase I road sub-projects examining broadly their potential to cause significance environmental impacts. This leads to a discussion of a method for screening sub-projects and types of environmental assessment. An outline environmental management plan to eliminate or mitigate identified adverse environmental effects is presented in Part D. This plan was developed from the 58602rptO1 February 2001 2-1 IMPA L'W detailed investigations completed for the Initial Environmental Evaluations but was prepared to be applicable to any periodic maintenance or rehabilitation project. v Part D IEE for Phase 1 Sub-projects Part D contains an environmental assessment of the Phase I World Bank projects. These take the form of an Initial Environmental Evaluation (IEE) for each project. The projects involving the EN 1 were examined in a single evaluation. The IEEs are included as Annexures E and F to this document which contains a summary of the evaluations. Outline environmental management proposals are presented, applicable for the construction of any of the projects. vi Part E Monitoring and Enforcement This section examines the capacity of government agencies and private environmental industry to implement the identified environmental management requirements. It concentrates on the capacity of ANE but also considers other agencies. The capacity of the local private environmental industry to fulfil specific roles (for example on-site environmental management or auditing/monitoring of specific projects) was also considered. vii Part F Conclusions This part presents a summary of the project's benefits and costs. The report also contains a series of Annexures presenting either detailed information (environmental overviews and the individual IEE) or supporting information such as the Terms of Reference and references. 2.2 CONSULTATION Consultation with a range of people and organizations was undertaken during the course of the environmental investigations. Consultation for the project generally involved arranging meetings with government and non-government organizations and by impromptu discussions with local villagers and chiefs during field inspections. Tables 2.1 and 2.2 summarise the consultation undertaken. Consultation materials included a short briefing note that was distributed to most of the people contacted. A copy of the briefing note is contained in Annexure G. A more detailed briefing paper was prepared for the Ministry for the Coordination of Environmental Affairs (MICOA). The outputs from the consultation included: o improved understanding of the roles of both government and non-government agencies in developing and maintaining road infrastructure; 58602rptO1 February 2001 2-2 IMPACW'T o knowledge of concerns relating to the adverse effects of road development; o knowledge of the perceived or measured beneficial effects of road development; u access to background information relating to various aspects of the biological, physical and social environments; and Eo an improved understanding of the importance and relevance of road infrastructure to local villagers was obtained from impromptu discussions and meetings during the field inspections. These outputs were incorporated into the text of this report. Grateful acknowledgment is made to all the people who made their time freely available, often at very short notice. 58602rptO1 February 2001 2-3 IMPAJ'YU Table 2.1: Consultation Details - Govemment ANE Social Issues Unit Angelica Aguilera Various Maputo Angelina Balate Felipa Goveia Teresa Lopes Emilia Tembe __ _ ANE Supervision Department Rui Serra Department Head Maputo ANE National Direstorate of Sr Fernando Leite Consultant Maputo Administration - Training Section David Jennings Consultant Administraccao Regional de Mirko Ristic Project Manager Maputo kguas do Sul (ARA - Sul) Department of Environment, Sr Augusto Cesar Director Pemba Cabo Delgado Province Cabo Delgado Province Sr Vasco Lino Advisor to the Governor Pemba DHOPH CD Sr Francisco D Tavares Director Pemba Cabo Delgado Province Chinde District Administration Sr Tembe District Administrator Chinde Department of Biological Dr Almeida Guissamulo Maputo Sciences, National History Museum Department of Roads and Bridges Eng. Osman Engineer Quelimane Zambezia Province Instituto de Desenvolvimento Eng. Custodio Engineer Maputo Rural (INDER) -_ _ _-____-_____ _ Ministry for the Coordination of Dra Felicidade Munguambe National Director of Maputo Environmental Affairs (MICOA); EIA National Directorate for EIA _______ MICOA National Directorate of Dr Massinga National Director of MAputo Environmental Promotion, Dept. Human Resources of Training Felipe Duarte National Director of Environmental Promotion ... ......... .- . . . ... ....... ......... ...... ... ...................................................... ......... ... ... ... ... .......................................... ..... ................. ..... . . . ................... ... ... ... ............... ........... ................................... ....................... .... ............ .... ........ Provincial Directorate for the Eng Pancracio Provincial Director Beira Coordination of Environmental Affairs, Sofala Province Provincial Services of Forestry Mr Ribaue Head, Wildlife Beira and Wildlife Sofala Province Department Provincial Directorate for the Dr. Risco Provincial Director Quelimane Coordination of Environmental Affairs, Zamb6zia Province Provincial Services of Forestry Rudolfo Combane Head, Wildlife Quelimane and Wildlife Zambezia Province Department United Nations International James Markland Chief Technical Adviser Maputo Labour Organisation Feeder Roads Prom __ United States Agency for Robin Mason Head of Environmental Maputo International Development Sector (USAID) 58602rptO1 Februaty 2001 2-4 IMPA 'LW Table 2.2: Consultation Details - Non-Government Austral Consultoria e Projectos Dr Jeanne Stephens General Manager Maputo Jeremy H Gottwals Socio-economist CARE International Kerry Sylvester Project manager Urban Maputo Program GTZ Cooperacao Alema para o Hans-Jurgen Schmid Assessor Beira Desenvolvimento OXFAM Peter Sanderson Emergency Project Maputo Manager __ Save the Children (UK) Paul O'Sullivan Manager Quelimane Save the Children Fund (USA) Annie Forster Country Director . Maputo SNV Holland Organization for Geraldo Prinsen National Director Nampula Development_ __ _ _____ _ ___ ._ World Vision David Damiral Dir of Infrastructure Maputo Improvement Program Michael Madanha Manager Road Program Nampula Manuel Noraba Road Engineer Quelimane 58602rptO1 February 2001 2-5 IMPA C'TO 2.3 FIELD INSPECTION Eleven of the Phase I road sub-projects proposed for World Bank funding were surveyed during the course of three field inspections. These inspections were: o An initial field trip was undertaken to investigate construction techniques used on road projects in Mozambique. An experienced roads engineer undertook this field inspection over the period 31 October to 3 November 2000. Road construction projects on the EN 1 north of Vilanculos were visited. L3 A field trip surveying roads north of Beira was conducted over the period 4 November to 14 November 2000. A team consisting of an environmental engineer, an ecologist, an environmental scientist and a social scientist undertook this trip. Roads examined were the: - EN 215 from the corner of EN 1/215 to Maringue; - EN 8 from Nampula to the corner of EN8/104 (lapala); and - EN 224 between Quelimane and Chinde. Because of difficult access, most of this road was examined from the air using a small aircraft. The initial 14 kilometres of road from Quelimane to the village of Mucupia was also surveyed from a combination of bicycle and tractor. During this field trip discussions were also held with government and non-government organizations in Gorongosa, Beira, Chinde, Quelimane, Nampula and Pemba. Informal discussions were also with local village representatives located along the road routes. L3 A second field trip was conducted over the period 20 November to 27 November 2000. Roads examined were the ENI from Maputo to Inchope and the ER 405 from Ch6kwe to the border with Maputo province. During this field trip discussions were also held with government and non-government organizations in Inhambane, Massinga, Pambarra and Muxungue. A variety of information was recorded during the field inspections including: Li land use along the road route; Li the existing condition of the road formation (width, type of drainage, materials used); oi ecological communities alongside the roads; Li the type of crops observed growing adjacent to the road; and ci the density and type of habitation (for example villages or scattered farms). This information is contained within the individual IEEs for each project. 58602rptO1 February 2001 2-6 IMPA L'L U 3 INSTITUTIONS AND LEGISLATION 3.1 MOZAMBIQUE LEGISLATION 3.1.1 Environmental Law In this section the legal framework for environmental management in Mozambique is summarised. The key elements of the framework are the: o National Environment Management Program o Environmental Law o EIA Regulations o EIA Guidelines These elements are discussed in the following sections. Also of relevance to road projects is the Land Law. This is also outlined in this section. 3.1.2 National Environmental Management Programme (NEMP) The National Environmental Management Programme (NEMP), approved by the Council of Ministers in 1995, seeks to promote and implement sound environmental policy. It was formulated by the Ministry for Co-ordination of Environmental Affairs (MICOA) as the master plan for the environment in Mozambique. It contains a National Environment Policy, a proposal for Framework Environmental Legislation and an Environmental Strategy. The NEMP consists of Sectoral Plans, for the medium and long term, which are intended to lead to sustainable development in Mozambique. Three policy areas are defined Rural, Coastal and Urban. For rural areas, agriculture and forestry issues are considered the most important. In coastal areas mangrove degradation, coastal pollution and erosion are the main issues to be addressed. For urban areas the degradation of sanitation systems and poor water quality are the most urgent issues. MICOA has been given the authority to oversee the implementation of the NEMP. As part of this authority environmental rules and regulations are being devised and enforced. MICOA also needs to evaluate the policies of other ministries as well as their capacity to promote and implement sound environmental policy. The implementation of the NEMP requires a range of actions at all levels and across sectors. In accordance with the NEMP, MICOA, in close co-ordination with other ministries, private and civil groups, is working towards the: o development of inter-sectoral policies for sustainable development (including roads); o development and promotion of integrated resource-use planning; o promotion of sector legislation and of establishment of norms and criteria for environmental protection and sustainable use of the country's natural resources; and o creation of conditions for law enforcement and environmental monitoring. 58602rptO1 February 2001 3-1 IMPA 'C0 3.1.3 The Framework Environment Law The Framework Environmental Law was passed by the Mozambican Parliament in July 1997. This law acknowledges the responsibility of the Government of Mozambique in the promotion and implementation of the National Environmental Management Programme. The aims of the Law are to provide a legal framework for the use and correct management of the environment and its components and to assure the sustainable development of Mozambique. The Environmental Law is applicable to all public or private activities, which may influence the environment either directly or indirectly. Salient features of the Law include: o Those who pollute, or in any way degrade the environment, are liable and under obligation to rehabilitate the environment or to compensate for the resulting damage. u The Law forbids the pollution of the soil, subsoil, water or atmosphere by any polluting substances, or any other form of degradation of the environment, which fall outside the limits stipulated by the Law. L The Law also forbids the importation of dangerous residues or dangerous waste, except for that contained in specific legislation. L Projects and operations that are likely to have a negative impact on the environment are subject to an environmental impact assessment by independent assessors. The Law also forbids all activities that may threaten the conservation, reproduction, quality and quantity of biological resources, especially those in danger of extinction. To protect environmental components that have a recognised ecological and socio-economic value, environmental protection zones can be created. These protected zones may be national, regional or local and may cover land areas, lakes, rivers, marine waters and other distinctive natural zones. Licensing of activities that are liable to cause significant environmental impacts is required. The issuance of an environmental license is dependent on an appropriate level of environmental impact assessment being completed and accepted. A National Commission for Sustainable Development (NCSD), linked to the Council of Ministers, was created by a provision in the Framework Environmental Law in October 2000. This was to ensure the effective co-ordination and integration of sectoral policies and plans related to environmental management at the highest level. 3.1.4 EIA Regulations The Framework Environmental Law establishes the regime of environmental licensing based on an environmental impact assessment. Decree no. 76/98 of 29 December 1998 defines EIA Regulations for Mozambique. The Regulations are contained in 19 Articles. Key Articles are outlined below. Article 2 specifies the scope of application. The provisions contained in the Decree are applicable to all public or private activities that may have a direct or indirect impact on the environment. Activities that relate to emergency situations resulting from natural disasters are exempt from the requirement for an environment impact study. They must, however, receive the guidelines from MICOA and may be subject to a later audit. 58602rptO1 February 2001 3-2 IMPA 70' Under Article 3 MICOA's responsibilities include the power to: a) issue and publicize general directives on environmental impact assessment procedures; b) approve Terms of Reference proposed by an activity's proponent which will guide the environmental impact studies; c) undertake reviews of environmental impact studies, in collaboration with interested public entities, civil society and affected communities; and d) issue environmental licenses based on the EIA. To begin the environmental impact assessment the proponent must present the following documentation to MICOA (Article 4): a) a description, location and characterization of the activity; b) an executive summary of the project; and c) data on the environment where the activity is located. All activities not covered in the appendix of the EIA Regulations (discussed below) but capable of causing significant environmental impact, are subject to a pre-assessment undertaken by the MICOA (Article 5). The pre-assessment will determine whether or not an environmental impact study is necessary. Article 6 refers to the contents of an environmental impact study. The preparation of an environmental impact study and monitoring program is entirely the responsibility of the proponent of the activity. An environmental impact study must contain at least the following: a) geographical location of the area of influence of the activity, as well as a description the baseline environmental situation; b) a description of the activity and its alternatives, in the planning, construction, operation and (in the case of a temporary activity) de-commissioning phases; c) a comparison of the alternatives and a prediction of the environmental impacts of each alternative; d) identification and assessment of mitigation measures; e) an environmental management program, including the monitoring of impacts, and accident prevention and contingency plans; and f) identification of the team that carried out the study. The environmental impact study must also contain a non-technical summary covering the main issues and conclusions for purposes of public consultation. Article 7 refers to public consultation. The public consultation process, including mechanisms for receiving petitions, must be publicised by a proponent so that it reaches all affected stakeholders. MICOA must call for public hearings whenever the scale or likely effects of the project justify, or when this is requested by affected parties, public or private. Article 8 establishes the criteria for assessing a proposed activity. The criteria are: a) "The number of persons and communities affected; b) The ecosystems, plants and animals affected; c) The location and size of the area affected; 58602rptO1 February 2001 3-3 IMPAC')U d) The duration and intensity of the impact; e) The direct, indirect, potential, overall and cumulative effects of the impact; f) The reversibility or otherwise of the impact." Article 9 deals with the review procedures of the environmental impact study. On receipt of an environmental impact study MICOA undertakes a technical review provided that the EIA process is in compliance with the norms established in the EIA regulations. The review is undertaken on the basis of the Terms of Reference approved during the pre-assessment period. Based on the review the MICOA makes a decision on the environmental viability of the proposed activity. An Appendix in the EIA Regulations lists activities which may have significant impact on the environment and which require environmental impact studies. Activities relevant to road projects are: 2. "Clearing, dividing and exploiting the natural vegetation cover of individual or cumulative areas greater than 100 hectares. 13. Building of new road alignments with a unit cost higher than 100,000 USD per kilometre. 14. Building of new bridges with a span equal to or greater than 250 metres. 19. Programmes and projects that imply the permanent or temporary displacement of populations and communities. 21. Plans, programmes and projects that may affect, directly or indirectly, sensitive areas such as a) coral reefs b) mangroves c) natural forests d) small islands e) zones of potential erosion, including dunes along the coastline f) areas exposed to desertification g) conservation or protected zones or areas h) wetlands i) zones where the habitats and ecosystems are in danger of extinction j) zones of outstanding landscape beauty k) zones of archaeological, historical and cultural value that should be preserved, zones where plant or animal species threatened with extinction are located 1) ground waters used for public consumption m) areas for the protection of spring and water sources." 3.1.5 EIA Guidelines for Road Projects MICOA is currently (at December 2000) preparing specific guidelines for the environmental assessment of road projects. The guidelines will cover both road construction (new roads) as well as rehabilitation projects. These guidelines were not at a stage of preparation where an outline of their requirements could be incorporated into this document. 58602rptO1 February 2001 3-4 IMPAL'T(O 3.1.6 Land Law The Mozambique Land Law is of relevance to road sector EIA. This may apply where land is acquired for road construction, including related purposes such as borrow pits. The Land Law (1998) determines that all land is State owned and therefore may not be sold. It also makes provision for the demarcation of particular areas for total or partial protection. Riparian and coastal habitats are specifically identified to require conservation and management. The Land Law includes provisions for the participation of local communities in the management of natural resources, conflict resolution, the land titling process and the identification and registration of the areas they occupy. Local communities occupying land according to customary practices acquire the rights over land except where it is reserved for a particular purpose or where it is contained within a Partial Protection Zone. Mozambican nationals who have used a parcel of land continuously for a 10 year period may also acquire the rights to use and benefit from that land. Individuals or associations (national and non-national) may also acquire rights for land based on the authorisation of a formal request. The latter includes a formal consultation process with local communities and requires that other land users be identified, and agreement obtained (signatures from three to ten members of the community) for the requested land use. Although community participation is encouraged it remains in the hands of provincial administrators to ensure that it happens. One problem with this procedure is that rural communities may not be aware of their rights under the Land Law. 3.2 MOZAMBIQUE INSTITUTIONS INVOLVED IN EIA 3.2.1 Identification There are a number of different government sectors responsible for the management of natural resources in Mozambique. Similarly different ministries or departments administer their environmental responsibilities differently. This section concentrates on the Ministry for the Coordination of Environmental Affairs (MICOA) as the main organization responsible for the environment. Other ministries with a role in environmental assessment or management of road projects are ANE (as proponent or funding body) and the Ministry of Agriculture and Rural Development. ANE was the commissioning Department for this project and its capabilities are discussed in Part E. The National Directorate of Forestry and Wildlife and Provincial Services of Forestry and Wildlife are under the Ministry of Agriculture and Rural Development. The Directorate and Services are responsible for the management of forest resources and their products. These groups may get involved in road projects because of the potential for increased exploitation of resources when access into an area is improved. Other Ministries may get involved but only where a road project directly influences something in their sphere of operation. For example if a road project had a potential to affect a mineral deposit then the Ministry of Natural Resources and Energy may become involved. 58602rptO1 February 2001 3-5 IMPAL1'U 3.2.2 MICOA The Ministry for the Coordination of Environmental Affairs (MICOA) is responsible for implementing the National Environmental Management Program and associated environmental policy and legislation. The Ministry, as indicated by its title, has as its primary function, a coordinating role. The responsibilities of MICOA are: o to revise and develop policies and sustainable, inter-sectoral development plans; Li promote sectoral legislation; Li co-ordinate policy implementation; Li educate and promote public awareness; and o create regulations During the five years of its existence MICOA has been working on the development of its organization. Currently, MICOA comprises five National Directorates each headed by a National Director. The Directorates are: LI Environmental Impact Assessment; oi Management of Natural Resources; o Land Planning; Li Promotion of Environmental Awareness; and c] Planning. MICOA is also responsible for regulating and overseeing environmental impact assessment (EIA) procedures in Mozambique. All projects likely to have significant environmental impacts are obliged by the new Environmental Law to carry out an EIA prior to authorisation. Key areas of MICOA activity include: u Environmental Impact Assessment o Environmental Audit And Inspection La Environmental Quality Standard Li Environmental Management Plans o Environmental Education And Training These are discussed below. i Environmental Impact Assessment Regulating Environmental Impact Assessments (EIAs) is one of the most important roles of MICOA. This role requires significant interaction and coordination with other government sectors involved in development and investment projects and, consequently MICOA has assumed a much more visible and higher profile. ii Environmental Audit and Inspection Environmental audit and environmental inspection are the tools specified in the Environmental Law for the control of activities that were in operation before the passing of environmental 58602rptO1 February 2001 3-6 IMPAL'O legislation in 1997. They also cover all activities since 1997 that were implemented with or without an environmental licence. MICOA has started to draft environmental audit and inspection regulations for internal discussion and future external consultation. The present versions of the draft regulations require technical review and improvement prior to submission to the Council of Ministers for approval. iii Environmental Standards Since 1997 MICOA has been developing environmental quality standards through the Environmental Quality Standards of Mozambique Projects (PEPA) with the following objectives, to: o define and prepare adequate environmental quality standards for the country; and o prepare regulations through the establishment of a national committee. The regulations must be submitted to the Council of Ministers for approval. Draft environmental standard regulations have been prepared and discussed with representatives of relevant agencies. The draft is still undergoing revision before submission to the Council of Ministries. iv Environmental Management Plans The National Institute of Physical Planning (INPF) was, until recently, responsible for urban and rural planning (mainly the former). After several years of negotiations, the INPF has been integrated into MICOA as the National Directorate for Land Planning (DNOT) v Environmental Education and Training As a co-ordinating ministry, MICOA is not only responsible for the development of environmental capacity within its own organization, but for the development for the environmental capacity of relevant agencies in Mozambique. MICOA has two administrative units that are largely dealing with human resources: the National Directorate for Environmental Promotion and Education (DNPA), and the Department for Human Resources (DRH). The DNPA is responsible for developing environmental awareness campaigns and, in principle, evaluating training needs outside of MICOA. 3.2.3 MICOA and Other Ministries Legislation stipulates that it is MICOA's role to coordinate, assess, control and evaluate the utilization of the natural resources of the country, and in doing so, to promote their preservation and rational use. Due to its role as a coordinating ministry, MICOA's performance depends to a large extent on the degree to which it manages to co-operate with the other ministries and sectors (including 58602rptO1 February 2001 3-7 IM-PAlv C the roads sector) as these sectors remain responsible for the integration of environmental matters in their own sectoral program. This means that MICOA has to establish a working relationship with each of the sectors that deal with the environment. Due to the interlinked and variable character of the environment the significance of the working relationship will vary. ANE and MICOA should be important partners in dealing with road rehabilitation and construction throughout Mozambique. MICOA and the other ministries and sectors are still defining roles, positions and modes of co- operation. This in general, has taken time and historically there has been a limited coordinating role for MICOA with, at times, periods of limited co-operation. The situation has gradually improved. At the end of 1999, with the closing of the first mandate, MICOA had become an accepted Ministry. The challenge for the second mandate will be that the Ministry further consolidates and strengthens its acquired position. Resolution 5/95 gives MICOA the responsibility for the elaboration of by-laws and regulations for implementation of the Environment Law. MICOA is also responsible for adjustments to laws and regulations of sector ministries in order to make them consistent with the Environment Law. ANE is currently cooperating with MICOA in establishing the rules and norms for environmental management in the roads sector. Draft environmental directives ("directivas") have been drawn up by ANE and MICOA. The latter will be approved by way of a "ministerial diploma". 3.3 WORLD BANK REQUIREMENTS World Bank policy establishes the need to undertake environmental assessment of all World Bank financed projects. The purpose of the policy is to ensure that development proposals are environmentally sound and sustainable and that environmental consequences are recognised early and taken into account in project design. The Bank also recognises that different types of environmental assessment will be required depending upon the scale and nature of the funding proposal. The terms of reference for this project were complex and required environmental assessment at two levels. These were to: o identify typical environmental impacts resulting from roadworks in the distinct biological, physical and socio-economic zones of Mozambique; and o carry out comprehensive environmental impact assessment on specific Phase I investment program sub-projects. The approach adopted was to undertake an environmental assessment at two levels. The first was a sectoral environmental assessment (SEA). This was to broadly examine the overall Phase I program and develop assessment guidelines for projects to be developed during Phases II and III. The second approach was to undertake initial environmental evaluations (IEE) of the Phase I sub-projects proposed for World Bank funding. World Bank definitions for these two types of assessment are reproduced below. SEA. "An instrument that examines environmental issues and impacts associated with a particular strategy, policy, plan or program, or with a series of projects for a specific sector (e.g., power, 58602rptO1 February 2001 3-8 IMPA CL'O transport or agriculture); evaluates and compares the impacts against those of alternative options; assesses legal and institutional aspects relevant to the issues and impacts; and recommends broad measures to strengthen environmental management in the sector. Sectoral EA pays particular attention to potential cumulative impacts of multiple activities." (World Bank Operational Policy, OP 4.01, January 1999) IEE. "In many cases, a more limited environmental analysis is appropriate. This type of study, referred to as a summary environmental evaluation (SEE) or initial environmental evaluation (IEE), focuses on specific impacts and their mitigation. While SEEs and IEEs are often the only EA analyses applied, their function is also to determine what additional EA work needs to be done." (Roads and the Environment, A Handbook. World Bank Technical Paper No. 376, November 1997). A number of World Bank source documents were used during the preparation of this report. These included: o Roads and the Environment, A Handbook. World Bank Technical Paper No. 376, November 1997. L World Bank Operational Manual. Operational Policy OP 4.01, Environmental Assessment, January 1999. L Environmental Assessment Sourcebook. Volume 1 Policies, Procedures, and Cross- sectoral Issues. World Bank Technical Paper Number 139, November 1994. u Environmental Assessment Sourcebook. Volume II Sectoral Guidelines. World Bank Technical Paper Number 140, May 1995. L Various Environmental Assessment Sourcebook Updates prepared by the World Bank. 58602rptO1 February 2001 3-9 IMPACTO 4 THE ROADS PROGRAM 4.1 IDENTIFICATION The roads program aims to rehabilitate and upgrade portions of the Mozambique road network over ten years (2001 to 2010). It is divided into three distinct phases: Phase I - 2001 to 2004 for confirmed and defined projects and interventions; Phase II - 2005 to 2007 for currently estimated projects and interventions; and Phase III - 2008 to 2010 for the currently anticipated projects and interventions. This environmental assessment and the development of an integrated road sector strategy (further discussed in Chapter 1) were undertaken at the same time. To enable the environmental assessment to proceed ANE and its consultants the Israel Institute of Transportation Planning and Research (International), Ltd (IITPR) prepared a preliminary list of priority projects. Forty three projects were identified. Fifteen of these projects were identified by ANE to be suitable for World Bank funding. These projects are described in Table 4.1. These projects were examined in specific environmental assessments which are provided in Annexures E and F and further discussed in Part D of this report. Some of the projects listed in Table 4.1 were later removed from consideration for World Bank funding. These were projects 18, 32 and 38. Project 29 was also divided into two and only the section from the corner of the EN1/ER 520 to Vilanculos was considered for funding. The roads considered in the environmental investigations were therefore more extensive than the roads finally identified for World Bank funding. Figures 4.1 and 4.2 show the roads finally proposed for funding (Figure 4.1) and those considered in the environmental assessment (Figure 4.2). A priority listing of 59 road rehabilitation projects was later developed by IITPR. The subsequent ranking of the projects identified in the preliminary listing is given in Tables 4.1 and 4.2. As discussed in Chapter 1, periodic maintenance projects were excluded from the priority listing as they take automatic precedence over rehabilitation. The projects proposed for World Bank funding concentrate on the country's main north-south trunk road, the EN 1. Seven of the projects involve sections of the EN 1 between Maputo and Inchope. The other projects involve a mix of primary, secondary and tertiary roads. There has been no design work completed for any of these projects. The descriptions of work provided in this document are based on the type of work normally undertaken. The remaining projects of Phase I are predominantly secondary and tertiary roads. Projects from the preliminary priority listing are described in Table 4.2. The environmental effects of these roads were examined in a screening assessment and this is discussed in Part C of this report. No specific projects were identified for Phases II and III. 58602rptO1 February 2001 4-1 IMPACTO *0SMEC Table 4.1: Phase I Roads Investigated in the Environmental Assessment 42 & EN 1: Maputo - Maracuene (42) P 82 Maputo PM - Part of the north-south trunk road 43 EN I1' Maracuene - Manhica (43). 44 EN l: Manhica - Incoluane P 45.4 Maputo PM Part of the north-south trunk road I EN l: Incoluane - Zandamela P l159 Gaza PM Part of the north-south trunk road 2 EN l: Zandamela - Maxixe P 173 Inhambane PM Part of the north-south trunk road 3 EN 1: Muxungue - Inchope P 145 Sofala / Rehab 38 Part of the north-south trunk road Manica 15 EN 1: Maxixe - Corner ER P 123 Inhambane Rehab 18 Part of the north-south trunk road 520/EN 1 29 EN 1: Corner EN 1/ER 520 - P 222 Inhambane Rehab 27 Part of the north-south trunk road Vilanculos (29A) and Vilanculos - Rio Save 8 EN 239: Nametil to Corner of EN S 76 Nampula PM - Link between coast and interior. 239/260 10 ER 405: Chokwe to the border T 31 Gaza PM - Part of the Maputo bypass route from Ressano with Maputo province Garcia to Gaza Province. The largest titanium mine in the world is located near Chibuto 14 ER 455: Estima - Magoe T 123 Tete PM - South of the Cahora Bassa dam storage 18** EN 215: Corner EN 1/215 to S 36 Sofala PM - Short section of road linking Maringue with the Maringue new Gorongosa - Caia Road 32** EN 8: Nampula to Corner of P 159 Nampula Rehab 8 Part of the Nacala Corridor EN8/104 (lapala) 37 EN 221: Bene - Fingoe S 114 Tete Rehab 9 Opening up of a rich agricultural area. 38** EN 224: Quelimane - Chinde S 85 Zambezia Rehab 34 Chinde is a district capital currently inaccessible by road. 41 ER 572: Meconta - Corrane S/T 68 Nampula Rehab 45 Notes: 5. *Priority and comments provided by Israel Institute of Transportation Planning and Research (International), Ltd 6. P = primary, S= secondary, T= tertiary. 7. Rehab = rehabilitation, PM = periodic maintenance 8. **These roads were later removed from the roads proposed for World Bank funding. 58602rptO1 February 2001 4-2 Mozambique Road Sector EA IMPACTO ;4ISMEC Table 4.2: Other Phase I Projects 4 EN 2 Impaputo - Goba P 31 Maputo PM In conjunction with new boarder crossing to Swaziland planned at Goba 5 EN 201 Catembe - Bela Vista S 43 Maputo Rehab 13 Low priority as long as there is no bridge between Catembe and Maputo. This project should be replaced by rehabilitation of the road between Boane and Bela Vista 6 EN 201 Salamanga - Ponta do S 60 Maputo Rehab 56 Design should take into account future border crossing to South Ouro Africas accomj anied bc high traffic volumesn 7 EN 223 Cnr. EN 223/103 - S 160 Tete Rehab 30 Strategic border crossing to Malawi, in the direction of Lilongwe. Col2mue This is an African Develoj ment Bank project 21 EN 242 Kwe-Kwe - Balama 5 80 Cabo Rehab 46 Part of the route between Lichinga and Pemba; improvement of Delgado access to Marr-upa I1I ER 516 Imala - Nacaroa T 50 Nampula Rehab 57 12 ER 516 Nacaroa-Cnr. EN T 761 Nampula Rehab 12 241/516 13 ER 538 Metangula - Lupilichi 156 Niassa Rehab 53 Lupilichi is the centre of an inaccessible area rich in gold. However it appears that there are projects which would be of greater benefit to Niassa Province such as the rehabilitation of the road linking Lichinga to the Nacala Corridor (Lichinga - Mandimba - Cuamba 16 EN 1 Rio Save - Muxungue P III Sofala Rehab 43 This is an EU 2ro4ect 17 EN 106 Namapa - Cnr. EN P 77 Cabo Complete This project was completed in 1999 106/242 Delgado 1 9 EN 220 Cnr. EN 102/220 - 85 Manica PM Of diminished importance because of the new Gorongosa - Caia Macossa Road 20 EN 225 Cnr. EN 1/225 - Mopeia S 94 Zambezia PM This is a Germnan project 21 EN 228 Cnr. EN 228/1 - Mopeia S 36 Zambezia PM Agriculturally important area, partially served by project #20 22 EN 241 Cnr. EN 8/241 - Memba S 68 Nampula Rehab 42 Memba is a neglected town; link to Nacala is important. 23 EN 256/205 Chokwe - Lagoa S 121 Gaza Rehab- 33 This is an OPEC project. Design standards are inconsistent with INova speed and may result in safety problems 58602rptO1I February 2001 4-3 Mozambique Road Sector EA IMPACTO IOSMEC Table 4.2: Other Phase I Projects (continued) 24 EN 262 Moamba - Sabie S 35 Maputo Rehab 59 Part of the Maputo bypass road from Ressano Garcia to Gaza Province 25 ER 427 Machaze - Chibabava T 92 Manica Rehab 49 Sofala 26 ER 485 Olinga - Mucubela T 65 Zambezia Rehab Complete Completed 27 ER 490/483 Mualama - Gile T 134 Zambezia Rehab 21 Consider after completion of project #28 28 ER 491 Gili - Cnr. ER 491/EN232 T 91 Zambezia Complete Already complete. 30 EN 1 Gorongosa - Manica P 54 Sofala Complete Under construction Province border 31 EN 7/229/104 Namacurra - P/S 146 Zambezia Rehab 4 This is an EU project Nampevo 33 EN 208 Guija - Chibuto S 58 Gaza Rehab 40 This is an African Development Bank project. 34 EN 213 Dondo - Muanza S 76 Sofala Rehab 38 Muanza is a source of lime for an existing cement factory 35 EN 213/219 Inhaminga - S 137 Sofala Rehab 50 Agricultural development (cotton, sugar) and tourism potential Marromeu (Reserva de Marromeo) 36 EN 218 Nhamatanda - Cnr. EN S 51 Sofala Rehab 55 Improved connection from Beira to the north-south trunk road now 218/1 being constructed in the vicinity of Gorongosa; area of high population 39 EN 243 Macomia - Oasse S 101 Cabo Rehab 58 Delgado _ 40 ER 405 Sabie - Magude T 66 Maputo Rehab 51 Part of the Maputo bypass route from Ressano Garcia to Gaza Province Notes: 1. *Priority and comments provided by Israel Institute of Transportation Planning and Research (International), Ltd 2. P = primary, S= secondary, T= tertiary. 3. Rehab = rehabilitation, PM = periodic maintenance 4. Cnr = corner 58602rptO1 February 2001 4-4 Mozambique Road Sector EA IMPACIO' 4.2 TYPE OF WORK- PHASE I There are two types of work proposed, either Periodic Maintenance or Rehabilitation. The World Bank (World Bank, 1997) provides the following definition of these terms: "Periodic Maintenance activities are typically scheduled over periods of several years and include resurfacing and bridge repairs. Other maintenance activities considered to be periodic include seasonal maintenance, such as snow clearing and flood repairs, emergency maintenance to reinstate roads after major failures, and the regular upkeep of safety features and road signs." "Rehabilitation involves more substantial intervention to strengthen a road, repair structural defects, and restore the road to its initial condition, often after it has deteriorated to an unmaintainable state. Rehabilitation sometimes also includes changes or improvements to previous characteristics; for instance, by widening, making small alignment changes, or providing footpaths." Specific activities for each of the Phase I roads examined in detail are discussed in the next section. The work to be completed under this program excludes any bridges. Bridge construction is a separate program under the Mozambique network development. 58602rptO1 February 2001 4-5 IMPACI'U 5 WORLD BANK PROJECTS 5.1 DESCRIPTION OF ROAD ELEMENTS A road consists of several elements. These are shown on Figure 5.1 and described below. All the roads for this project are two lane roads (one lane in either direction). The main element of a road is the travelling lane, or the section normally driven on. Lane widths proposed for this project are a minimum 3.4m for the EN 1 and a minimum 3.0rm for secondary and tertiary roads. Adjoining the travelling lane is the road shoulder which is generally similar in construction to the travelling lane. Shoulder widths are generally between one and two metres. Running parallel to the road are table drains or side drains. These are designed to carry water off the road and into the natural drainage. In areas where the road is constructed on fill the table drain may not be necessary. The road structure consists of three elements, the: co sub-base. This is the lowest layer and is laid onto a prepared (shaped and compacted) layer of in-situ material. The sub-base is of varying thickness depending upon material type, the quality of the natural material beneath the sub-base and the volume and type of traffic using the road. A sub-base is usually at least 0.3m thick; u base. The base material is of higher quality than the sub-base and usually 0.15 to 0.2m thick. The design thickness again depends upon material type, sub-base material type and thickness and the volume and type of traffic using the road; and u wearing course. This is the actual material upon which vehicles travel. For sealed roads this can be either an asphaltic concrete layer or a bitumen seal. The latter is also referred to as a "two-coat" seal and consists of bitumen sprayed onto the base into which select gravel is rolled. Two separate layers of bitumen are used, hence the term "two-coat" seal. For gravel roads the wearing course can be a select layer of gravel although the base material may suffice. Culverts are drainage structures located beneath the road. They convey water from one side of the road to the other and are generally located at natural drainage lines. A culvert is usually either a concrete or steel pipe structure. There has been no design work completed for the sub-projects proposed for World Bank funding. The description of road construction methodology was based on the types of work usually undertaken. There were also no specific materials investigations available for the sub-projects. The source of material (gravels and sands) was derived from discussions with ANE staff. Gravel materials are expected to be sourced from existing quarries. Sand material will be sourced from frequent borrow pits located close to the roadworks but there was no information available concerning specific locations. The position and size of borrow pits is determnined by the availability of suitable material within an economic transport distance of the roadworks location. Bridge construction or rehabilitation does not form part of the periodic maintenance or rehabilitation work. Any bridgeworks required for the roads will be undertaken as part of 58602rptO1 February 2001 5-1 IMPA CT separate assessment and construction projects. Where relevant it was assumed that bridges were in place when examining the effects of providing an improved transport link. 5.2 ROAD CORRIDOR OWNERSHIP Classified roads are contained within a road corridor that is normally 30m wide. The road corridor is owned by the State and under the authority of ANE. As previously indicated it is envisaged that all works proposed for periodic maintenance or rehabilitation projects can be contained within the existing road corridor. There will be no need to occupy additional land. In towns and villages the width of the road corridor is reduced where required to suit the existing town or village street layout. This is to avoid affecting existing buildings and the town or village structure. A reduced speed limit in urban areas (normal maximum speed is 50 kilometres an hour) enables the reduced corridor width. 5.3 EN 1 NORTH - SOUTH TRUNK ROAD 5.3.1 Existing Condition This section of road comprises seven of the Phase I sub-projects proposed for World Bank funding. It includes the entire length of the EN I north-south trunk road from Maputo north to Inchope excluding only a section between the Rio Save and Muxungue. It involves some 949 kilometres of road. Despite this length, the road is similar in condition throughout. Table 5.1 summarises the condition of the existing road travelling from south to north. Figure 5.2 presents a series of photographs illustrating the existing condition of the road. Table 5.1: EN I Existing Road Conditions 42 & EN 1: Maputo - Manhica AC and 2C 3.6 Sand/grass with Up to 4m Poorly 43 good amae sealed defined condition sections 44 EN 1: Manhica - 2C, good 3 .7m Sand/grass Up to 3m None Incoluane condition I ENI: Incoluane - AC and 2C, 3 to 3.3m Mostly gravel or Variable, Poorly Zandamela variable sand/grass, short o.75 to 3m defined condition section sealed 2 EN: I Zandamela - 2C, variable 3 to 3.1 short Mostly gravel or Seal 0.5m, Poorly Maxixe condition sections sand/grass, other 2-3m defined narrower some sealed. 15 EN 1: Maxixe - Corner 2C, some 3m Grass/sand and 2-3m Poorly ER 520/EN I repairs and gravel defined cracking 29 EN 1: Corner EN I/ER 2C, obviously 3m Grass and 2-3m Poorly 520 - Rio Save old . gravel defined 3 EN 1: Muxungue - 2C, obviously Less than 3m Grass and 2-3m Poorly Inchope old gravel defined * AC = asphalt concrete, 2C = two-coat seal 58602rptO1 February 2001 5-2 IMPAC'LW Traffic Volumes Table 5.2 summarises existing and forecast traffic on the EN 1. A medium growth in traffic is expected. This indicates that traffic growth is expected to remain at historic growth rates. Table 5.2: Traffic Volumes EN 1 Zandamela 2 EN 1: Zandamela - 893 47 mediu Maxixe 15 EN 1: Maxixe - Corner 1099 36 m ER 520/EN 1 29 EN 1: Corner EN /ER 279 52 medium 520 - Rio Save 3 EN 1: Muxungue - 300 62 medium _ _ _ _ Inchope__ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ 5.3.2 Proposed Work The work proposed for the EN 1 is to bring the road to a consistent standard with lane widths of 3.4m, sealed shoulders of 1 .5m and effective side drains and culverts. The EN will be provided with an asphalt concrete wearing course up to 40 millimetres thick for the traveling lanes and a single coat bitumen seal for the shoulders. The total width to be cleared for work on the EN 1 is: a generally a nominal maximum of 15m. This is based on 3.4m lanes, 1.5m shoulders and 2.5m for each side drains. This nominal width applies where the road is at the natural ground level; o where the road is in cut the area to be cleared is the same as a road at ground level plus the area of cut. That area will depend on the depth of cut and type of material; and o where the road is in fill the width to be cleared is 9.8m plus a fill batter at a slope of two horizontal for each one vertical (for fills up to 1.5m in height) or a slope of three horizontal for each two vertical (for fills greater than 1.5m in height). Side drains are not provided on areas of fill. Generally the ENI road corridor is already established. There will be little need for additional major earthworks or clearing. 58602rptO1 February 2001 5-3 IMPAC ('0 5.3.3 Construction Methods There are common construction activities for periodic maintenance and rehabilitation on the EN 1. These are: El traffic management; o installation of erosion and sediment controls; El vegetation removal; oL drainage structures; o base and sub-base reconstruction; oL bitumen sealing of shoulders; ii asphalt concrete; oL line-marking and installation of road furniture; and oL rehabilitation. For this project significant earthworks (that is the construction of major areas of cut or fill) will not be required. Each of these activities is briefly described below. i Traffic Management During construction along the EN 1 traffic from both directions will occasionally be confined to one lane. Short-term gravel deviations will also occasionally need to be provided where structures such as bridges and culverts are being repaired or lengthened. At these locations traffic controls to manage and direct traffic will be implemented. ii Installation of Erosion and Sedimentation Controls Erosion and sedimentation control measures will be installed prior to construction commencing. iii Vegetation Removal Vegetation within the road formation width will be removed to allow for: oL widening of the travelling lanes; oL construction of shoulders; and oL construction of side drains. Some clearing outside the formation width may be required at bends and curves in the road. This is to improve sight distances for vehicles travelling on the road. iv Drainage Structures Effective road drainage is an important component of any road structure. Main drainage elements are: 58602rptO1 February 2001 5-4 IMPA 7TO o side drains and mitre drains. Side drains run parallel to a road and collect and carry water from the road surface. Mitre drains are an extension of the side drain that convey water into natural drainage elements; • catch drains are drainage lines constructed on the upstream side of a road to intercept water before it reaches a road. A side drain can also function as a catch drain; o sub-soil drains. These are slotted pipes within a filter constructed below ground level to collect groundwater and prevent it saturating the road formation. These are provided in sections where the road is in a cutting and also in areas where groundwater may affect the road formation; and o culverts are drainage structures beneath a road that convey water from one side of a road to the other. The work under periodic maintenance and rehabilitation involves the repair or reformation of road drainage. Where necessary existing culverts will to be lengthened to suit the new lane and shoulder widths. Existing bridges may also need to be widened to provide the minimum road width of 6.8m. v Base and Sub-base Reconstruction Where necessary the existing base and sub-base material will be replaced or improved. Inferior quality base and/or sub-base materials will be modified or stabilised in-situ, then compacted and shaped to provide the required pavement profile. The base / sub-base will be stabilised in-situ with either bituminous emulsion and/or cement. Base / sub-base reconstruction also includes widening the existing formation to allow for 3.4m lanes and 1.5m shoulders. Where necessary the existing bituminous surface will be removed. This material can be re- used by crushing and incorporation into the base layer or recycled in the asphalt wearing course. vi Bitumen Sealing of Shoulders The road shoulders will be sealed with a single bituminous layer. Bitumen is sprayed onto the prepared base layer and aggregate spread and rolled into the bitumen. Bitumen is supplied and stored in 200 litre drums or bulk tanker. Aggregate is pre-treated with a creosote product prior to spreading. vii Asphalt Concrete Asphalt concrete is laid using a special machine. The basic steps are to apply a "tack" coat of bitumen to the prepared and shaped base and then lay the asphalt using the machine. The machine basically mixes and prepares the asphalt concrete and lays it onto the base at a predetermined thickness. The asphalt concrete is then finished by rolling with a roller. 58602rptOI February 2001 5-5 IMPA 'VU viii Line-marking and Road Furniture The final steps in the road construction are to mark on the road lanes (a centre line and two edge lines) and install road signs and guard rails. ix Rehabilitation Following, and progressively during construction, completed work areas will be rehabilitated. Examples of areas to be rehabilitated include: o exposed faces of cut batters, fill batters and side drains; o construction compounds (for example aggregate stores, equipment and machinery stores); o temporary construction camps; and o temporary detours or deviations. These areas will be restored to as a minimum their pre-construction condition. 5.3.4 Construction Materials Construction activity on the EN 1 will require the following materials: i Crushed Rock Base Generally crushed rock base material will be sourced from existing quarries in Maputo Province, Panbarra Quarry near Vilanculos and Xiluvo Quarry near Inchope. These quarries will also supply the asphalt and bitumen seal aggregates. Base and sub-base material for the section from Muxungue to Inchope will be crushed rock from the Xiluvo Quarry. ii Stabilised Sand Base For the EN 1 between Maputo and the Rio Save the base material will consist of borrow pit sand stabilised with the addition of either a mixture of bitumen emulsion and cement or cement by itself. These materials are added at proportions of 4-5% emulsion plus 1% cement or, where only cement is used, 3% cement. iii Sub-base Material The sub-base material for the paved or surfaced roads will consist of borrow pit sand stabilised with the addition of cement (2 or 3% by weight). iv Asphalt Concrete and Bitumen Bitumen materials for asphalt concrete and the bitumen seal is procured in drums and bulk tankers, usually from South Africa. Bitumen emulsion for addition to base or sub-base is procured from South Africa also in drums or bulk tanker. 58602rptO1 February 2001 5-6 IMPACtIV) v Cement Cement is normally procured in 50 kilogram bags from plants in Mozambique (at Maputo, Dondo or Nacala) or from South Africa. vi Water Large volumes of water are required during road construction. Water is used for a variety of construction activities such as: o addition to sub-base and base materials. These materials have specific requirements for water content to facilitate construction; o addition to bitumen to form a bitumen emulsion; o dust suppression; and o worker use. Where possible water is pumped from rivers. Where surface water is not available sumps are dug into the dry beds of rivers to access groundwaters. 5.4 OTHER ROADS 5.4.1 Traffic Volumes Traffic volumes travelling on the remaining sub-projects proposed for World Bank funding are summarised in Table 5.3. Table 5.3: Traffic Volumes Other Roads 8 EN 239: Nametil to the 87 49 high corner of EN 239/260 lo ER 405: Chokwe to 42 57 low Maputo Province 14 ER 455: Estima - Magoe 30 62 low 18 EN 215: Comner EN 16 84 high 1/215 to Maringue 32 EN 8: Nampula to the 93 47 high comer of EN8/104 (lapala) 37 EN 22 1: Bene - Fingoe 70 5 1 high 38 EN 224: Quelimane - 225 60 high Chinde 41 ER 572: Meconta - 27 35 low Corrane 58602rptO1 Februaryv 2001 5-7 IMPAC XO A high traffic growth is expected for five of the roads. This indicates a growth rate higher than historic growth. A low traffic growth, indicating a fall in the historic rate, is expected for the ER405 and ER455. 5.4.2 ER 405: Maputo Province to Ch6kw6 i Existing Road The condition of this road is variable. Travelling south from Ch6kwe the road is a single lane track, occasionally wider. The road crosses very wet areas and there was standing water adjoining much of the road length. The road gradually deteriorates becoming a single lane track crossing wet areas. The last six kilometres of the road was unable to be traversed as it became too wet. Figure 5.3 illustrates the existing road condition. ii Proposed Work The work proposed for this road is to provide a basic two-lane road, width 6.Om with no formed shoulders. Much of this road will have to constructed on fill to maintain the road structure clear of the wet areas. In wet areas the road formation is built by placing material from the edge of the existing road and extending the road progressively. iii Construction Materials The sub-base and base materials for this road will be borrow pit sand stabilised with either, or both, cement and emulsion, 5.4.3 EN 215: Corner EN 1/215 to Maringue i Existing Road This road consists of a single lane track extending from the intersection with the new Gorongosa to Caia Road through to Maringue. It is consistent in size and condition throughout its length. Very little remains of the original road structure and the road surface generally consists of in-situ material although there were sections with a coarse sand surface which may have been imported material. The road contains no drainage structures. Figure 5.4 illustrates the existing road condition. ii Proposed Work The work proposed for this road is to provide a basic two-lane road, width 6.Om with no formed shoulders. There are several small watercourses to cross and culverts will be provided at each crossing. 58602rptO1 February 2001 5-8 IMPAC 'O iii Construction Materials The sub-base and base materials for this road will be borrow pit sand stabilised with either or both cement or emulsion. 5.4.4 EN8: Nampula to lapala i Existing Road This road has been recently constructed to provide a gravel road with nominally 3.2m lanes with narrow or no shoulders. Effectively side drains were available along much of the road length. The last 20 kilometres of the road were being re-constructed at the time of the field inspection. Work on the road has included a major deviation to the west of Namina where the road follows the railway track between Namina and Mutivaze. A second deviation of the road was to the west of lapala where the road heads south-east from lapala initially before turning to the north-east to reconnect with the existing road to Ribabue. Figure 5.5 illustrates the existing road condition ii Proposed Work The basic formation for this road has been constructed over the last year under a separate contract. That contract has involved clearing, constructing drainage (side drains and culverts), placing the sub-base and placing a partial base course. Under this project, it is proposed to complete the base course layer and seal the travelling lanes with a two-coat seal. The pavement width will be 3.2m lanes with 1.Om shoulders. iii Construction Materials The base material for this road will be sourced from quarries established for the previous road construction. Bitumen will be sourced in bulk tanker or 200 litre drums. Sealing aggregate will be sourced from an existing quarry at Namialo, about 80km west of Nampula. 5.4.5 EN 224: Quelimane to Chinde i Existing Road The Quelimane to Chinde road is in variable condition. Travelling from north to south the following road sections were evident: o Quelimane to River languene crossing. The road here is in reasonable condition and nominally two lanes with a sand surface; o River languene to River Mucarau. A major river crossing is required at the River languene. The road does not cross the River Mucarau but a major bend in the road adjoins the river. From the air this section of road appeared to be a single lane road and water lay at or close to the surface; 58602rptO1 February 2001 5-9 IMPA'I'O o River Mucarauto to River Nhangone. This section appeared to be a reasonable, sand surfaced road up to two lanes wide. It passes through the village of Micaune. o River Nhangone to Chinde Bay. The road here is narrow, degrading to a walking track. Two major river crossings are required at the River Nhangone (there appeared to be a collapsed bridge here) and the River Inhamiara. The last few hundred meters of track crosses mangroves on the edge of Chinde Bay. The existing road passes through flat country containing, or formed by, the deposition of material from several river systems. Figure 5.6 illustrates the existing road condition. ii Proposed Work The work proposed for this road is to provide a basic two-lane road, width 6.Om with no formed shoulders. The road will require three major bridges, over the languene, Macaranto and Nhangore Rivers. These structures do not form part of the work for this project, iii Construction Materials The sub-base and base materials for this road will be borrow pit sand stabilised with either or both cement or emulsion. 5.4.6 EN 239, ER 455, EN 221 and EN 572 The environmental assessment team could not visit these roads. The following descriptions were reproduced from information provided by ANE. The works proposed for all four roads is to provide a basic two-lane road, width 6.Om with no formed shoulders. i EN 239: Nametil to corner of EN239/60 This is a secondary gravel road that is currently badly degraded. The road runs over silty sands that form good to fair sub-base materials. There are no gravel sources for this road and construction materials will be borrow pit sand stabilised with either, or both, cement or emulsion. ii ER 455: Estima - Magoe This is a tertiary gravel road that is currently badly degraded. The road runs over silty to sandy gravel materials that provide a good sub-base. There are no existing quarries but there are rock sources in the area that could be developed to provide gravel for base and wearing surface materials. iii EN 221: Bene - Fingoe This is a secondary gravel road that is becoming seriously damaged. There are no existing quarries but there are rock sources in the area that could be developed to provide gravel for base and wearing surface materials. 58602rptO1 February 2001 5-10 IMPACW' iv ER 572: Meconta - Corrane This is a tertiary gravel road that is currently badly degraded. The road runs over silty to sandy gravel materials that provide a good sub-base. There are no gravel sources for this road and construction materials will be borrow pit sand stabilised with either, or both, cement or emulsion. 5.4.7 Construction Methods The construction activities for periodic maintenance and rehabilitation on the other Phase I roads will be similar to those described for the EN 1. These are: Li traffic management; o installation of erosion and sediment controls; o vegetation removal; o drainage structures; o base and sub-base reconstruction; o installation of road furniture; and o rehabilitation. Each of these activities was previously described. The only road that is to be sealed is the EN 8 between Nampula and lapala. This will have a two-coat seal which involves spraying bitumen onto the prepared base layer and spreading and rolling aggregate into the bitumen. Bitumen is supplied and stored in 200 litre drums or bulk tanker. Aggregate is pre-treated with a creosote product prior to spreading. Two separate coats of the seal and aggregate are applied. 5.5 COMMON CONSTRUCTION ACTIVITIES 5.5.1 Borrow Pits for Sand Sites for borrow pits are selected using the following criteria: o location on marginal or disturbed land; o proximity to the road works. A maximum haul distance of five kilometers and a site more than 1 OOm from the road formation are preferred; o material quality. Sand quality is very consistent throughout the lowlands of Mozambique. Finding suitable material is usually an easy task; and o the agreement of the traditional landowners is obtained, although legally all land is owned by the Government. Current management practices for borrow pits include: o clearing vegetation from the site. This is usually pushed in piles using a bulldozer and burnt; 58602rptO1 February 2001 5-11 IMPAC' LI o stripping and stockpiling topsoil for later spreading over the borrow pit area prior to re- vegetation. In most areas a layer of unsuitable material referred to as overburden, underlies the topsoil. This consists of sand mixed with organic material including roots. The topsoil and overburden layer is up to 0.5m deep. A bulldozer is usually used to strip topsoil and overburden; o in most borrow pits sand is won using an excavator. It is loaded onto dump trucks for hauling to the road construction site; o borrow pit side slopes of up to a maximum slope of 45 degrees are used; and o after a borrow pit is used it is restored by respreading the topsoil and organic layer and replanting. This leaves an area that is lower than surrounding land. Sometimes a borrow pit is used for the disposal of unsuitable pavement materials, including existing sub-base or base material which has proven unsuitable. This material is spread in the borrow pit and covered with the topsoil and overburden material. The presence of groundwater will normally cause the working of a borrow pit to be stopped. Pumping of water from a borrow pit, to allow the continued winning of material is uneconomic. It is also usually not necessary due to the availability of sand of consistent suitable quality over a large area of Mozambique. Normally the borrow pit operation is moved sideways once excessive groundwater is encountered. 5.5.2 Construction Camps and Works Compounds Construction camps will need to be provided for workers on each of the road projects. Works compounds for storage of equipment and materials will also need to be provided. The location of these facilities is left to the construction contractor to select but is subject to the formal approval of both ANE and provincial authorities. Basic location requirements for camps and compounds are: o they must preferably be located in already disturbed areas; o the location must not affect people living in their vicinity; and o they must not require significant alterations to natural drainage patterns. All sites must be rehabilitated after construction is complete. Generally for the road lengths involved in the Phase I sub-projects only a single main construction camp will be required. Where the road length exceeds lOOkm a second, smaller construction camp may be provided. 58602rptO1 February 2001 5-12 IMPA C'U 6 ENVIRONMENTAL OVERVIEW 6.1 SOCIO-ECONOMIC ENVIRONMENT 6.1.1 Broad Description Mozambique is a large country located in south-east Africa sharing borders with Tanzania, Malawi, Zambia, Zimbabwe, and South Africa. It has a land area of 784,090 square kilometres (kM2) and an Indian Ocean coastline in excess of 2,700 kilometres long. Mozambique gained independence from Portugal in 1975. The population of Mozambique according to the 1997 national census was 15.3 million. The population growth rate is 2.2 percent per annum which will result in a Mozambican population in 2004 of about 18 million inhabitants. Approximately 35 percent of Mozambican's are under the age of 30 years of age. The age structure is as follows: 0-14 years constituting 46% of the population (male 4,141,915 and female 4,115,191); 15-64 years constituting 51% of the population (male 4,324,102 and 4,868,518 female); and 65 years and over 3% of the population (male 184,606 and 243,595 female). Household sizes are large at 5.5 members, and the ratio between economically active and passive members (less than 15 years or more than 60 years) of the population is high with a dependency ratio of 1:1. Mozambique is a relatively sparsely populated country with an average population density of 19 persons per km2. Some Provinces such as Niassa have population densities below 10 persons per km2. The most populous Provinces are Nampula with 2,977,233 inhabitants and Zambezia with 2,891,809 inhabitants. The greatest population concentration is to be found in Maputo Province in the contiguous urban area of Maputo City and Matola City where approximately 20 percent of Mozambique's population live. Most Mozambicans, over 80 percent, live in rural areas. 6.1.2 Administration & Economy Since the peace accords of 1992 and the first general elections of 1994 Mozambique has been successful at establishing and maintaining political stability. The 1999 elections were close with the ruling party FRELIMO receiving 52.3 percent of the vote. The result also divided the Provinces of Mozambique politically between support for FRELIMO (Maputo, Gaza, Inhambane, Niassa, and Cabo Delgado Provinces) and support for RENAMO (Sofala, Manica, Zambezia, and Nampula Provinces). At independence, in 1975, Mozambique had extremely limited trained human resources to draw upon. Nevertheless, the first Government of Mozambique under the political party FRELIMO adopted policies, which drew heavily on Marxist ideology, succeeded during the first five years of independence to make significant progress particularly in the education and health sector. This progress was abruptly halted with the beginning of an armed struggle instigated from outside the country, which ultimately lasted for almost fifteen years. During this period Mozambique's infrastructure was extremely badly damaged with economic damage estimated at $20 billion (10 times annual GDP in 1992). 58602rptO1 February 2001 6-1 IMPAC' L The peace accords signed in 1992 followed by general elections in 1994 laid the foundation for a period of recovery in Mozambique, which can only be described as dramatic. Even before the elections of 1994 FRELIMO had adopted more market orientated economic policies. Since 1994 the liberalization of the economy has continued. The main effects have been to privatise many previously state run enterprises and encourage significant foreign investment into the country. Economic success has resulted in an annual growth rate as defined by gross domestic product (GDP) in the last three years of 8.8, 9.7 and 7.3 percent respectively. Inflation has fallen from almost 50 percent in 1996 to a current level of below 6 percent. Despite significant economic growth international aid remains absolutely essential to the Mozambican economy. Development assistance levels are falling more slowly than had been predicted. Grants and loans to Mozambique declined from $1,141 million in 1995 to $835 million in 1998 and are believed to have fallen to $800 million in 1999. With the near total phasing-out of emergency assistance, food aid and resettlement assistance, there has been a shift towards longer-term development goals. The assistance provided in 1998 consisted of $593 million (71 percent) in grants (of which $448 million was bilateral), $93 million from the European Union and $52 million from the United Nations system. The remaining $238 million comprised loans, of which $133 million came from the World Bank. One third of donations and all loans are for investment projects while nearly one third of grants are direct balance-of- payment support to the Government. Mozambique remains one of the most aid-dependent countries in the world. Declining aid levels and the recalculation of GDP meant that aid in 1999 was only 19 percent of GDP, compared to 49 percent in 1995. This is still well above the average for sub-Saharan Africa (7 percent in 1997) and for low human development countries (10 percent in 1997). 6.1.3 Poverty and Food Security An estimated 80 percent of Mozambicans live in rural areas. Of this group, 98.5 percent have at least some land and 90 percent gain most of their living through subsistence agriculture. Nearly all use only a hoe as their main farming implement and fewer than 10 percent use fertiliser or incorporate irrigation practices. Raising the productivity of peasant farmers is considered critical to combating poverty while securing their land occupancy rights is seen as the essential first step. The food security and nutritional status of inhabitants in the Northern Region of Mozambique are the highest in the country due to the occurrence of relatively fertile soils and good rain conditions. The Central and Southern Regions are characterised by lower food security and nutritional status due to poor soils and lower rainfall amounts. Farm sizes in the Northern region on average are greater (greater than two hectares) than the Central and Southern regions (less than one hectare). Poor agricultural production over large areas of the country has resulted in the dynamic that 98 percent of crop production is subsistence and small holder based with only 16 percent of households having a surplus stock of produce to sell commercially. Despite impressive economic growth, Mozambique remains one of the 10 poorest countries in the world. The First National Poverty and Well-being Assessment, published in 1999, showed that 69 percent of all Mozambicans live in poverty, with poverty higher in rural areas (71 58602rptO1 February 2001 6-2 IMPAC'fO percent) than in urban areas (62 percent). There are considerable variations in poverty rates across Mozambique. The Central Region consisting of Sofala, Manica, and Tete Provinces has the highest poverty rate (74 percent). The poorest Provinces in Mozambique are Sofala (92 percent), Tete (82 percent), and Inhambane (82 percent). Mozambique was ranked 169 of 174 countries in the human development index for 1997. Increasing life expectancy, higher enrolment rates and rising GDP are beginning to push up the human development index at an increasing rate, with improvements of more than 3.5 percent expected for both 1998 and 1999. Mozambique is well below the sub-Saharan average for most development indicators. Approximately two-thirds (69%) of the population fall into the category of poor (live on an income of less than US$1 a day), one-third of the population is considered to be very poor, which translated into monetary terms means they live on less than 40 US cents a day. 6.1.4 Health Mozambican life expectancy at birth is estimated at 42 years. Infant mortality per 1,000 live births is 134. Malaria, measles, diarrhoea, and acute respiratory infections are the biggest killers of children. Nutritional status is low with national estimates of stunted growth high at 10.8 percent of infants indicating excessive levels of malnutrition. One of every six children born in Mozambique has a low birth weight, defined as less than 2.5 kilograms. Low birth weight typically reflects poor health or nutritional status of the mother during pregnancy. The war cut Mozambique off from the neighbouring States, and delayed the arrival of the HIV/AIDS epidemic, although the return of refugees and the new opening to trade led to rapid change. Malaria remains a bigger killer, and adult HIV infection rates are about 15 percent, significantly less than in some neighbouring States (South Africa 25%, Zimbabwe 26% and Malawi 23%). Mozambique was unable to make the maximum use of the extra window of opportunity, and HIV/AIDS gained real prominence as an issue only in 1999. One reason for the rising prominence was the increasing death rate, at present over 60,000 per year, and the recent acknowledgment of AIDS as the cause of death in the obituaries of prominent people. The national strategic plan to combat sexually transmitted diseases and HIV/AIDS was approved in 1999, and aims to keep HIV/AIDS levels at 17 percent of the adult population. Even so, the impact of the rising incidence of HIV/AIDS on the country will be dramatic. In the absence of effective measures to curb the spread of the virus, new projections suggest that by 2005 there will be 150,000 adult deaths and 20,000 child deaths each year. This will actually reduce life expectancy in Mozambique from the present 42 years to 37 years, and will halve the rate of population growth. The number of orphans caused by AIDS will exceed 700,000 by 2005. The economic impact is expected to be significant; peasant-farming families (the majority of the population) will have fewer workers and more dependants, while industry and the state apparatus will lose skilled people. 6.1.5 Services Mozambique's education system is divided into pre-primary school and educational schools. Schools consist of general, technical or professional, and higher education. General education 58602rptO1 February 2001 6-3 IMPA CO consists of two levels. Primary education consists of 7 years of schooling divided into two levels. Level I up to grade 5 (EPI) and level two from grade 6 to 7 (EP2). Secondary education consists of five years divided into two cycles, first cycle secondary from grade 8 to 10 (ESG1) and second cycle from grade 11 to 12 (ESG2). Approximately two-thirds (67.8%) of households live in villages with a primary school. In contrast, only two percent of households live in villages with a secondary school. Access to basic communications services, such as a post office or public telephone, is extremely limited, with only three percent of rural households living in villages with such services. The most commonly available services are markets and transportation services. Medical services, other than traditional healers, are remote with households averaging 20 to 30 kilometres from a health post and 45 kilometres from a doctor. Below twenty percent of rural households live in villages with a nurse, midwife, health post, or health centre and only two percent of households live in a village with a doctor. Access to clean drinking water for most Mozambicans is a major problem. Currently only 12 percent of the rural population have access to a piped water supply and 31 percent have a latrine in their home, compared to 66 and 68 percent, respectively, in urban areas. 6.1.6 Summary Statistics Summary statistics for the Provinces of Mozambique are presented in Table 6.1. The statistics used were population density, staple food production, poverty and health care availability. These were selected to determine if there were differences in basic socio-economic characteristics across the country. Some distinguishing characteristics are: o Population density is variable. The Northern Region has two of the most densely populated provinces (Nampula and Zambezia) but also the least populated (Niassa). The Central and Southern Regions (excluding Maputo Province) are relatively consistently populated with a population density between 11 and 19 people per square kilometre. o Staple food production is variable but lowest in the Southern Region. Farm sizes tend to be larger in the Northern Region and this, combined with above average yields for some staples, indicates the greater food security of this area. L Three provinces are clearly distinguished. Tete, Sofala and Inhambane are much poorer than the rest of the country. More than 82% of the population in these provinces is classed as poor and 54% as very poor. Maputo City and the Province of Cabo Delgado are the most prosperous areas. u Health care availability is variable. It is greatest in the Southern Region where 39% of people have access to a Health Clinic. It is lowest in the Central Region where only 14% of people have access to the same level of service. 58602rptO1 February 2001 6-4 IMPA CTO (NSMEC Table 6.1 Socio-Economic Characteristics 0~~~~~~~~~~~:P j4ltu ,Cost Senior Environmental Specialist Salary and living costs: 24 months @ USD15,000/month 360,000 Transport 1 x 4 wheel drive vehicle 25,000 Operating and maintenance costs (4 years) 20,000 Computing * 2 x Pentium Ill desktop computers 5,000 Colour Printing 1 x Laser colour printer 6,000 Materials 2,000 Maps Topographic, land use, forest, biomass 3,000 Total 421,000 * includes computing facility for Senior Environmental Specialist 58602rptO1 February 2001 12-11 IMPAL'"O 13 MICOA 13.1 ENVIRONMENTAL MANAGEMENT CAPACITY 13.1.1 National A major role of the Ministry for the Coordination of Environmental Affairs (MICOA) is the regulation of Environmental Impact Assessments (EIAs). This means both approving the Terms of Reference for the undertaking of EIAs, reviewing completed EIAs and implementing an audit process. During its first mandate the EIA Department within MICOA was small, comprising a Department Head plus four to five technical staff. This period was also characterised by high staff turnover including several changes of Head. Due to the lack of human resources and operational support, the EIA Department was generally unable to efficiently implement EIA procedures and regulations although this in no way reflects on the capacity of the staff. The staff in place attempted to carry out their tasks under difficult circumstances. In December 1999, an independent consultancy mission performed functional analysis and capacity needs assessment on the EIA Department. Based on the recommendations arising from the mission, the EIA Department was upgraded to a National Directorate. The institutional and political importance of EIA is increasingly recognised both within, and outside of, MICOA. The National Directorate for Environmental Impact currently comprises eight staff members including the National Director and has applied to recruit another nine staff with licenciatura- level qualifications. This request will be dependent upon total budget available for recruitment but it is anticipated that a majority of these positions will be approved. The Directorate currently comprises two Departments namely, the EIA Department and the Environmental Audit Department. Two staff members are assigned to the Audit Department whilst the remainder of the staff are assigned to the EIA Department. The organisational structure of the Directorate is somewhat flexible and staff may carry out assignments in either of the Departments. Table 13.1 gives an indication of the relative experience of the Department. 58602rptO1 February 2001 13-1 IMI'A LW Table 13.1: National Directorate for Environmental Impact, MICOA. Felicidade Munguambe Licenciatura (Biology) National Director Inacio Bucuane Licenciatura Head of EIA Department Luis Luis Licenciatura Nominal Head of Audit Department Manuela Muianga Licenciatura (Biology) In place since September 2000 Wilson Jaime Licenciatura (Biology) In place since September 2000 Lote Maueia Licenciatura (Geography) In place since September 2000 Bernardino Victor Currently completing Due to complete Licenciatura Licenciatura (Architecture) in 2002 Ivone Inacio High School, University Due to enrol for Licenciatura Entrance diploma MICOA is required to co-ordinate with other government sectors involved in development and investment projects. Agreements of understanding have been informally negotiated with and accepted by the National Directors in charge of tourism, industry and forestry and wildlife. The EIA Directorate is currently working with ANE to develop EIA Directives for the roads sector. i 3.1.2 Provincial Capacity MICOA has been establishing Provincial Directorates in the Provincial capitals since 1995 but is not represented at lower levels of government in any province. The role of the Provincial Directorates, once fully established and operational, will be to implement the policies and EIA guidelines developed at Central level. The level of organisation and capacity varies from Province to Province. Capacity determines the level of devolution which takes place. The Provincial structure usually follows, but not strictly adheres to, the structure at Central level. A basic organogram indicates the structure. Director Department of Department of Department for the Department of Environmental Territorial Promotion of Administration & Management Planning Environmental Affairs Finances 58602rptO1 February 2001 13-2 IMPA LW' In some Provinces (Nampula and Cabo Delgado), a Department of Environmental Impact Assessment has been established separate to the Department of Environmental Management. In some Provinces (Gaza and Inhambane) there is a Human Resource Sector separate to the Department of Administration and Finance. There is a Provincial Inspectorate in Sofala Province responsible for monitoring and enforcement but no EIA Department. The following brief descriptions of the organisation and resources of Provincial Directorates of the Provinces in which Phase 1 road sub-projects are located, gives an indication of the weaknesses that exist within those organisations. i Maputo The Provincial Directorate for Environmental Coordination Affairs in Maputo Province is located in Matola. This Directorate is divided into three technical departments: o Department of Environmental Education; o Department for Environmental Management; and o Department for Land Planning. Only the Department for Land Planning has one technician with a university degree, an architect, who works with nine medium-level technical staff. The Department of Environmental Education has three medium-level technical staff and the Department for Environmental Management has four medium-level technical staff. This Provincial Directorate is relatively new, and to date all intervention of the Directorate has centred on Matola City. ii Sofala Province (Beira) This Provincial Directorate comprises four Departments plus one Inspectorate under the Directorship of a senior level technician (Bachelor's degree in Forestry). The Departments are: o Department of Environmental Management, headed by a senior level technician (Bachelors' degree in Chemistry); o Department of Territorial Planning, headed by a senior level technician (Bachelor's degree in Geography); o Department for the Promotion of Environmental Awareness, headed by a mid-level technician; and o Department of Administration and Finance, headed by a mid-level technician. The Provincial Inspectorate, comprising two mid-level technical staff, is responsible for environmental monitoring and enforcement. There is currently no EIA Department. The Provincial Director oversees the implementation of EIA regulations and procedures. iii Zambezia Province (Quelimane) This Provincial Directorate comprises four departments: 58602rptO1 February 2001 13-3 IMPAf'(U o Department of Environmental Management and EIA, headed by senior level technician (a forest engineer) plus two mid-level technical staff; o Department of Territorial Planning, headed by one mid-level technician (ex Provincial Institute for Physical Planning) plus five mid-level technical staff; o Department for the Promotion of Environmental Awareness, headed by a senior-level technician (a forestry engineer) plus one mid-level technician; and o Department of Administration and Finance, headed by a basic level technician. The staff comprises three senior-level technicians (including the Director) and eight mid-level technicians (two of whom recently received training in environmental management in Portugal) and eight basic level staff. iv Nampula Province (Nampula) This Provincial Directorate is similar to Central level, comprising five Departments: o Department for EIA, comprising one mid-level technician; o Department of Territorial Planning, headed by one senior level staff (an architect) plus three mid-level technicians; c Department for the Promotion of Environmental Education, comprising one mid-level staff member; L Department for Environmental Management, headed by one mid-level technician who is currently completing his Licenciatura degree in Nampula; and u Department of Administration and Finance, comprising one mid-level technician. The Director is a senior level technician with a degree in mechanical engineering and a certificate in aircraft engineering. v Cabo Delgado Province (Pemba) This Provincial Directorate is currently being established with a proposed structure that reflects the structure at Central level. It will comprise five Departments. Only the Department of EIA is currently staffed, with a town planner, a sanitary engineer, a land use planner and a geographer. The background of the four is in urban planning as they were all incorporated into the Provincial Directorate from the now-defunct, Provincial Institute for Physical Planning. The Provincial Director has a Licenciatura degree in Geography and is the only senior-level staff member. vi Gaza Province (Xai-Xai) This Provincial Directorate comprises four Departments and one Human Resource Sector under the Directorship of a senior level technician with a Bachelors degree in Chemistry from the UK. The Departments are the: o Department of Environmental Management. The Head is still to be nominated. Staff are two mid-level technicians plus one basic-level technician; 58602rptO1 February 2001 13-4 IMPACI'O o Department of Gender and Environmental Education. The Head is still to be nominated. Staff are one senior level technician (a Licenciatura in Chemistry and Biology), two mid- level technicians and one a basic level technician; o Department of Territorial Planning. The Head still to be nominated. Staff are seven mid- level technicians plus one basic level technician; • Department of Administration and Finance, headed by a mid-level technician with three basic level technicians; and • Human Resource Sector, headed by a basic level technician. vii Inhambane Province This Provincial Directorate is similar to Gaza Province with five Departments: o Department of Environmental Management, headed by a senior level technician (Licenciatura degree in Geography), plus two mid-level technician staff; o Department of Environmental Education, headed by a mid-level technician plus one senior level technician (Licenciatura degree in Agronomy) and three elementary level technician staff; o Department of Territorial Planning, headed by a basic level technician plus five mid-level technicians and four elementary level technical staff; o Department of Administration and Finance, headed by basic level technician and seven elementary level technicians; and o Department of Human Resources, headed by a basic level technician. 13.2 TRAINING A lack of staff with practical experience remains a problem as MICOA cannot afford to pay salaries that will attract experienced practitioners. Recruits for the most part are young and well qualified but relatively inexperienced. MICOA is well aware of this situation and realises the importance of training these people to enable them to carry out their duties within MICOA. The organisation runs a variety of short courses of up to seven days duration for internal, graduate-level staff both at the Central and Provincial levels. The courses, which are usually delivered by technical experts from throughout the organisation, include: o Environmental Regulations • Environmental Education o EIA o Environmental Management Consistent with its charter, MICOA occasionally runs courses and workshops for representatives from other agencies such as the Ministry of Agriculture. It acknowledges that there is currently no formal process to assess the training needs in organisations external to MICOA. If a course is run, notices are sent out to organisations advertising the courses and offering places. MICOA acknowledges the haphazard nature of this arrangement. This process is under review and a more formal process of needs assessment will be included in a strategy being developed. 58602rptO1 February 2001 13-5 IMPAL'lO MICOA's education strategy is not to focus on large organisations such as ANE but rather to target groups or individuals who have influence in society such as teachers and journalists as well as policy-makers and decision-makers in a variety of public agencies and institutions. 13.3 BUILDING CAPACITY MICOA at the Central level is gradually addressing the issue of staff numbers which hinder its capacity to fulfil its charter. Capacity in the Provinces is impeded by lack of human resources with the result that Central level is often involved in monitoring and enforcement issues at the Provincial level. Devolution of implementation responsibilities will be facilitated if there were a capacity in the Provincial Directorate to manage the responsibility. For example, in Nampula Province the EIA Department comprises only one mid-level technician in spite of the large number of development projects proposed for the Province. In Cabo Delgado, the EIA Department has four staff with little or no background in environmental monitoring and assessment. Reinforcing the environmental capacity of the staff currently, or soon to be employed, at both the Central and Provincial levels, starts with development of an effective training capacity within the organisation. For training to be effective it must be well planned, be interactive in nature and employ a variety of training methods. It is important that both the Training Department along with technical specialists identified as being most likely to be called upon to deliver training both within and outside the organisation are proficient in the design, development and delivery of training. For this reason it is considered essential that these individuals undergo a Train-the-Trainer course which includes modem adult learning principles and techniques. Through this activity not only will MICOA be more able to effectively build capacity within its own staff but it will also have greater capacity to fulfil another of its responsibilities namely environmental education and training of other organisations. 58602rptO1 February 2001 13-6 IMPACIY' 14 OTHER AGENCIES AND PRIVATE INDUSTRY 14.1 PROVINCIAL DIRECTORATES OF ROADS AND BRIDGES 14.1.1 Introduction At the provincial level, the Directorate of Roads and Bridges (DEP) remains an integral part of the Ministry of Public Works and Housing (MOPH). Hence road construction and maintenance, for the main part, remains with MOPH. The link to ANE will be through the Delegates to be situated in each Province. Currently, provincial DEP and ANE collaborate through funding provided for the annual maintenance of regional roads (liaison through Directorate of Rural Roads, DER) and some national roads (liaison via Directorate of National Roads, DEN). The exact roles and responsibilities of each body, ANE and DEP, are to be finalised. By definition, decentralisation means increasingly larger responsibilities being vested with provincial bodies. A key feature of decentralisation will also mean that an increasing part of the work of the DEPs will be contracted out to consultants in the private sector. Hence, there will be a requirement for an increase in the levels of skills of the DEP staff to manage these consultants. DEP supervision staff will require skills in all aspects of contract management from the tendering process through to supervision. It also follows that DEP will be vested with an ever-increasing responsibility for environmental management of the projects within their provinces, a responsibility for which they are not accustomed, or equipped. 14.1.2 Capacity The two provinces below are indicative of the structure and size of DEPs throughout Mozambique as well as the varied exposure of DEP staff to environmental training. i Department of Roads and Bridges - Zambezia Province A simplified organogram of DEP, Zambezia Province, is shown below: Head of DEP Eng° Carlos Braz HQ Region 1 Region 2 Region 3 Laboratory Special Quelimane Quelimane Mocuba Molocue Projects 58602rptO1 February 2001 14-1 IMPAC'lO The total number of staff in Zambezia Province is 26 comprising three higher level staff (a civil engineer, mechanical engineer and a geologist), three medium level staff and 20 basic level staff. All higher level technical staff have received environmental training in the form of environmental components that were included in short and medium term training courses held in DNEP or overseas. All medium level and basic level staff have received some exposure to environmental aspects in short term (two week) training courses held at the Chimoio Training Center and at a short seminar held in Quelimane. ii Department of Roads and Bridges - Sofala DEP, Sofala Province, is divided into three sectors each responsible for a part of the province. Each part is headed by an engineer and has a complement of supervisors. There is also a supervisory sector, a laboratory and a traffic control sector. A simplified organogram of DEP, Sofala, Province, is shown below: Head of DEP (Engo. Laitone Melo) North centre South supervisory |Laboratory | Traffic Region Region Region Sector llControl The total number of staff in Sofala Province is 29 comprising three higher level staff, four medium level staff and 22 basic level staff. Of these staff members, only one medium level technician has participated in a one-week course on EIA. 14.1.3 Building Capacity within DEP DEP staff have had variable exposure to environmental training. This ranges from a few individuals who have had a considerable amount of training to others who have had none. A planned approach to environmental training for all DEP staff will be required to ensure that all are equipped for their changing roles under decentralisation. Training and capacity building activities should be centred around the Road Training Centre in Chimoio. The Centre, responsible for the training of DEP staff in recent years was previously managed by ANE's Training Division but is now under the control of MOPH. Current training courses offered for DEP staff and others are in a variety of areas which include road and vehicle maintenance and plant operation. 58602rptO1 February 2001 14-2 IMPA LW' While the staff of the Centre are now employed by MPOH, the Centre from time to time invites guest lecturers to the Centre. In its capacity as provider of guest lecturers ANE maintains informal links with the Centre and the training of DEP staff. If DEP is to develop a capacity for environmental management, it is desirable that, apart from stand-alone environmental courses, the Training Centre integrates an environmental component, where relevant, into the other engineering-related courses it presents to DEP staff. Capacity building within DEP could be achieved by the presentation of the courses to be developed for ANE through the ROADS3 Program at the Chimoio Training Centre. These courses were discussed in Chapter 12. 14.2 NATIONAL DIRECTORATE OF FORESTRY AND WILDLIFE An increase in the harvesting of natural resources (both legally and illegally) invariably accompanies the opening up of new roads in Mozambique. The National Directorate of Forestry and Wildlife, within the Ministry for Agriculture and Rural Development, has the responsibility for the management of the forest and wildlife estate of Mozambique, both inside and outside of protected areas. According to forestry regulations, permission to harvest hardwoods may be acquired through acquiring either a simple licence (licen,a simples) or a forestry concession. Simple licences may be issued by the Provincial Services of Forestry and Wildlife (SPFFB) whereas concessions are authorised at the central level (National Directorate of Forestry and Wildlife - DNFFB). Most legal harvesting of hardwoods is carried out through the acquisition of a simple licence which permits the harvesting of a quota of specified tree species within a particular area over a limited period of time, usually six months. A concession licence authorises a concessionaire to acquire exclusive rights to harvest hardwoods within a particular area over a period of up to 50 years according to a prescribed Forest Management Plan. There are only a few areas in Mozambique where forestry concessions have been granted. For example, the company MADAL has a 10,000 hectare concession in Zambezia Province. The new forestry and wildlife policy is to promote longer-term forestry concessions based on Forestry Management Plans as it is believed that this will lead to exploitation on a more sustainable basis. Under the simple license system, the licensee receives a written authorisation(or "croquet") issued by the Provincial Services of Forestry and Wildlife in the provincial capital. The croquet indicates the species, volume and area that may be harvested. The licensee is required to present the croquet to the District Director for Agriculture and Rural Development (Direccao Distrital de Agricultura e Desenvolvimento Rural (DDADER). The District Director confirms that the authorisation issued in the provincial capital will not result in conflict with local communities and that the harvesting is sustainable. In principle the DDADER may annul an authorisation but this rarely happens. The operators and/or drivers are supposed to carry, at all times, the croquets. This should be presented on request to the following enforcement authorities: 58602rptO1 February 2001 14-3 IMPA LTO Li provincial Forestry and Wildlife guards stationed at control posts located at strategic points along most main and some secondary roads; o traffic police; and o civilian police. It is difficult to monitor the quotas of legal hardwood harvesting of hardwoods and difficult to control illegal harvesting. The Directorate has a lack of human resources and lack of logistical support such as transport and radio communication. This lack of capacity throughout the country is the major constraint to the enforcement of forestry and wildlife regulations. 14.3 PRIVATE INDUSTRY 14.3.1 Background Many donors see the development of the private sector as essential for sustainable development of environmental management capacity within Mozambique. The incorporation of environmental dimensions into development planning and programs is relatively new in Mozambique. Ministerial responsibility for the environment was established in 1994 (through the creation of the Ministry for the Co-ordination of Environmental Affairs). In 1995 the National Environmental Management Program was formulated. The latter document identifies and prioritizes areas of action to ensure environmentally sustainable development. In 1996 and 1997 respectively the Framework Environment Law and EIA Regulations were passed by the Government of Mozambique. Concomitant with these developments there has been an increasing demand for the provision of environmental services to meet the needs of Government agencies, non-governmental organisations, donor agencies and the private sector. The main environmental services required in Mozambique include: o environmental base-line surveys (covering the biological, physical and socio-economic environments); o Environmental Impact Assessments (EIA) and preparation of EIA Reports in compliance with the 1997 EIA regulations; o preparation of "environmental" project proposals; o review and revision of environmental projects, programs and polices; and u preparation of environmental reports and documents (e.g. biodiversity strategies, environmental diagnostics, etc.). 14.3.2 Companies Providing Environmental Services in Mozambique The number of companies/organizations providing environmental services in Mozambique has progressively increased in parallel with demand though the demand for environmental expertise still exceeds supply. In 1994, the first company to provide services exclusively related to the environment was established as part of Mozambique's largest consulting companies (namely the Impacto 58602rptO1 February 2001 14-4 IMPAC'IfU "division" under Austral). In 1996, Impacto became an independent fully-registered Mozambican company dedicated exclusively to the provision of environmental services. Austral continues to provide environmental services mainly by contracting outside specialist consultants as the need arises. Austral often contracts the services of the Natural Resources and Biodiversity Group of the Faculty of Agronomy, Eduardo Mondlane University (see below). Several other companies/organizations have subsequently established in Mozambique. At December 2000 these were: o3 Azul-Verde established in 1998. The company provides consulting services mainly related to water and water supply. The environmental studies focus mainly on socio-economic issues. L Bergman-Ingerop (BI) is a French company that established offices in Maputo in 1996. BI mainly provides services in engineering design and civil works. BI offers environmental services by contracting outside consultants or recruiting BI staff from South Africa. L The Natural Resources and Biodiversity Group, Faculty of Agronomy, Eduardo Mondlane University, established in 1996. Lecturing staff provide services in natural resources surveys (mainly forest inventories), EIAs, land use surveys and agricultural projects. Li SEED (Sociedade de Engenharia e Desenvolvimento). The company, a subsidiary of a large Dutch consulting company (DHV), was established in 1997 and provides consulting services in engineering and civil works. A Water and Environmental Department has been established within the company. The Department comprises two civil engineers, two hydrologists, a veterinary scientist, a biologist and an agronomist. The latter three persons comprise the core "environmental" staff. [u SGA (Sociedade de Gestao Ambiental). SGA is a new company established in 2000 by two ex-ministers from the Ministries for the Coordination of Environmental Affairs and Agriculture respectively. SGA is currently developing its capacities and activities. A list of domestic environmental consultancies in Mozambique is provided in Table 14.1. 58602rptO1 February 2001 14-5 IMPAC LW Table 14.1: Companies providing environmental services in Mozambique Austral A large Mozambican consulting company providing a range of services (investment advice, regional development, etc). Outside consultants contracted as required for environmental consultancies. The company has in-house expertise in the socio-economic area Azul-Verde Established in 1998. Focuses mainly on socio-economic impacts related to water supply. Bergman-Ingerop Large international consulting company with an office in Maputo. Contracts outside consultants as required for environmental projects. Impacto Established in 1996 by four partners (all biologists). Four additional full-time consulting staff plus one technical support staff. Recruits outside consultants as required. Natural Resources and Biodiversity Group, Established in 1996. Provides services in forest Eduardo Mondlane University inventories, forest management, agricultural projects, land mapping, ElAs. Provides services to Austral as required. Lecturers carry out consultancies as according to their specialist area. SEED A subsidiary of a large Dutch consulting company (DHV) with offices in Maputo mainly providing services related to civil works. In 1999 established a Water and Environment Unit comprising 2 hydrologists, 2 civil engineers, an agronomist, biologist and a veterinary scientist. SGA (Sociedade de Gestao Ambiental) Established in 2000 by two government ex-Ministers. Currently consolidating activities. 14.3.3 Mozambican Company Capacity Although the number of companies/groups providing environmental services has grown since 1994 the number of in-house staff is relatively small. All Mozambican companies are dependent on contracting sub-consultants from Mozambique, the region or from overseas, to provide a full range of services especially in highly specialised fields. Alternatively, Mozambican companies may form associations or joint ventures with non-Mozambican companies. Specialist areas that are not easily covered in Mozambique include: o air pollution modelling; o water pollution modelling (including sedimentation rates) and treatment; 58602rptO1 February 2001 14-6 IMPACTO o natural resource economics; o specialist environmental risk analysis (including toxicology); o noise pollution and abatement The strength of the Mozambican consultants lies with: o environmental monitoring (biological, physical and socio-economic environments); o natural resources surveys; o biophysical inventories and baseline surveys; o socio-economic surveys (including community participatory methodology); o land use mapping; and o institutional/legal/political framework for environmental management in Mozambique. Two of the Mozambican companies, Austral and Impacto, have in-house experience and expertise related to environmental assessments of roads. Both companies have carried out EIAs for roads in Mozambique. Austral is currently carrying out socio-economic surveys and monitoring related to road construction/rehabilitation for road projects funded by USAID. Impacto is currently carrying environmental surveys and monitoring (mainly the biophysical environment) of selected roads funded by USAID. The latter contract includes basic environmental training for ANE staff. Occasionally, independent Mozambican consultants carry out periodic environmental audits of selected road projects. This is necessary as the engineering consultants supervising construction contractors are sometimes preoccupied with the engineering considerations of the project. The supervising consultants should be responsible for ensuring the implementation of environmental mitigation measures during the road construction phase. A part of the problem is that contracts either lack specific requirements for environmental compliance or are too general in nature. The use of environmental consultants to carry out environmental audits provides a "distance" between the consultant and contractor with respect to environmental monitoring and enforcement. In summary, the private sector collectively has a broad range of skills and experience. Its capacity is limited by several factors: o the number of in-house staff is still relatively small; o a large majority of the "in-house" staff of the companies are Mozambicans trained in Mozambique with limited experience in EIAs; o local companies are usually limited to a particular specialisations either the biological and physical areas or the socio-economic area; and o only two companies have in-house experience skills and experience with respect to environmental assessments related to roads. 14.3.4 Building Capacity With greater decentralisation, the private sector will assume an ever-increasing role in environmental monitoring and enforcement in Mozambique. Capacity building of skills and experience is essential to ensure that the private sector keeps pace with the demands placed on it. 58602rptO1 February 2001 14-7 IMPAC LW Private sector capacity building can be achieved through short and longer-term training courses. i Short term training courses There are many courses offered both within Africa and overseas which are appropriate to the needs of staff working in private environmental consulting companies. Below are just some examples of short courses run in South Africa, all of which would be of value to selected environmental staff in the private sector in Mozambique: University of Capetown Principles of Environmental Management: Theory & Practice (two weeks) University of Pretoria Social Impact Assessment (three days) University of Pietermaritzburg (All five days) Project Planning and Evaluation Integrated Environmental Management Environmental Law Environmental Policy Analysis Environmental Ethics Problem Structuring Techniques and Systems Thinking for Complex Environmental Problems Resource and Environmental Economics ii Medium to long-term courses Generally speaking Masters-level courses usually take two years to complete though there are some accelerated courses which only require one year of intensive study. There are no post- graduate environmental courses, or any other courses at post-graduate level, available within Mozambique and it is necessary to register with an outside university to gain such qualifications. Such a course would require at least the theoretical component to be completed outside Mozambique. It is often possible that the practical component can be completed within Mozambique. Scholarships to attend both short and longer-term training courses are currently offered in Mozambique though on an ad-hoc basis. In most cases it is up to the company concerned to make approaches to particular donors for support. In summary, there is a need for capacity building within the private sector in Mozambique. The process would be hastened by a formal scholarship scheme that involves the widespread advertising and award of a specified number of scholarships to staff of local Mozambican- registered environmental companies, for both short and long-term training. The actual form of the training approved should be based on the actual needs of the applicants. 58602rptO1 February 2001 14-8 IMPACI'O 15 CONCLUSIONS 15.1 SUMMARY OF THE TOR This project had broad terms of reference (ToR). A summary of the ToR was presented in Part A, Section 1.3 of this document. This summary was used to present the report's conclusions. Each of the key requirements of the ToR is presented below in italics followed by the conclusions reached from the investigations and analyses completed for this study. i identify environmental (biological, physical, and social) characteristics relevant for road maintenance, rehabilitation and upgrading projects within Mozambique. Where possible the country is to be subdivided into zones of similar ecological or social characteristics This was a major output for the project. A description of the environment of Mozambique was developed in three parts, socio-economic, physical and biological. Detailed descriptions were provided in Annexures B, C and D to this report while these were presented in summary form in Part C. Mozambique contains a varied physical and biological environment from mountain areas in the west and north of the country to mangrove forests and coral reefs along the coast. Eight regions were identified as "areas of special concern" for physical or environmental reasons. There is some uniformity in socio-economic characteristics across the country. A majority of the population is categorised as poor with a significant minority classed as very poor. Some variation exists across the Country. Three provinces, Tete, Sofala and Inhambane are significantly poorer than the rest of the country. The variation in environmental conditions is not correlated between issues. It was not possible to subdivide or characterise the Country into zones or regions with similar characteristics. ii provide comprehensive environmental assessments for the Phase I roads proposed for funding by the World Bank. Principal environmental issues associated with other Phase I sub-projects are to be identified Initial Environmental Evaluations were completed for 15 sub-projects of Phase I. Seven of these sub-projects were for the EN 1, the main north-south road link. The other sub-projects involve primary, secondary and tertiary roads. One of the secondary roads serves what is probably the most isolated District capital in Mozambique, the town of Chinde. A range of environmental issues was identified and used for the evaluation of sub-projects, both the World Bank sub-projects and the other Phase I sub-projects. The environmental issues used to evaluate each road sub-project were: u Biological and Physical Impacts - Ecology - Land Use Change 58602rptO1 February 2001 15-1 IMPAC'fO - Erosion and Sedimentation - Water Quality - Hydrology - Noise and Vibration - Air Quality - Aesthetics o Socio-economic Impacts - Direct impacts - Access to Services (health, education) - Improved Access to Markets - In-migration of People or Induced Settlement - Health, in particular HIV/AIDS - Archaeology and Cultural Investigations for the World Bank sub-projects found some potential for environmental impact for each issue. The degree of this potential varied among the projects. To mitigate these effects a range of environmental management measures were developed and environmental management guidelines presented. There were no environmental impacts identified that could not be effectively managed. The sub-projects are located within existing road corridors and there was no necessity identified for resettlement along any road. The overall conclusion was that these sub-projects could proceed with no resultant significant adverse effects. Screening guidelines were developed for other periodic maintenance and rehabilitation projects. These considered the range of environmental assessment issues developed for the World Bank sub-projects and identified five primary issues against which other road projects could be screened. The application of the screening methodology to a sample of 24 projects identified the necessity for a hierarchy of environmental assessment. The screening analysis used the information compiled for the description of environmental characteristics (discussed in the next ToR point). Four of the projects were considered to have a potential for significant adverse effects and were categorised as being of special concern. Ten roads were considered to have a potential for some adverse effects while no significant effects were noted for the remainder. The screening methodology was considered a reasonable method of broad scale comparative evaluation of road projects. Categorisation of a road as "of special concern" does not mean it should not be built. It is more an alert to a decision maker that there are potentially significant environmental issues that would need resolution. The screening process is further discusses under ToR requirement (v), later in this Chapter. iii develop guidelines for the environmental management of individual projects. These guidelines are to be relevant for all phases of the Roads Program Environmental management guidelines (EMG) for road periodic maintenance or rehabilitation projects were developed principally from the investigations undertaken for the World Bank sub-projects. The guidelines are applicable to any periodic maintenance or rehabilitation 58602rptO1 February 2001 15-2 IMPAC'LW project and are intended for use throughout the ROADS3 Program. An outline of the EMG was presented in Part D of this report. The aim of the EMG section of study was to produce guidelines that have a practical field application. An approach was adopted that considered road maintenance or rehabilitation projects as a series of defined activities. Possible environmental impacts for each activity were identified together with mitigation measures and responsibility for implementation. A more detailed EMG document was prepared as a separate output from this study. The EMG have two functions: o to provide a resource base for ANE to use in the environmental management of projects; and o to provide clear, enforceable instructions to contractors regarding their responsibility for environmental issues. The EMG describes practical means to ensure effective implementation of mitigation measures. It is intended that the EMG be a live document with management instructions updated to suit field experience. The adoption of an approach based on activity and work instruction rather than area of the environment will facilitate the ease of updating. A basic contract condition for any road project will be the requirement that a contractor prepare an environmental management plan (EMP) specific to the road project. The EMP will indicate how the environmental management guidelines and any specific project requirements will be incorporated into the project. iv propose monitoring procedures, mechanisms, staff, training, equipment and resources to ensure that the environmental factors relevant for works undertaken under the Roads Program are implemented An assessment of the capacity of ANE to implement and monitor environmental requirements for road projects was undertaken. ANE has a fledgling social and environmental unit under the title of "Gender, Poverty Alleviation, and Environment Unit". The general area of the environment was recently added to the unit's responsibility. The unit is stronger in the area of social studies a fact which reflects its origins. The development of the unit into a section with a broader environmental capability is proposed. The unit would have the responsibility for determining the level of environmental assessment required for all of ANE's work and also ensuring the work is completed to an appropriate standard. This does not mean that the unit undertakes all the work but that it has responsibility for ensuring its quality. This can be achieved by adopting an audit and review role for the environmental assessment or management of a project. The broader environmental needs of ANE were also assessed as ANE's environmental capability will need to extend beyond the unit. This requires personnel such as Delegates and field engineers or technicians to have, as a minimum, some understanding of environmental issues. Resourcing, training and budget needs were identified and described. 58602rptO1 February 2001 15-3 IMPAL'U v ensure that proper guidelines, procedures, information flows and capacities related to environmental matters are put in place at the project development stage. This area of the ToR is covered in part by the conclusions presented under areas (iii) and (iv) discussed above. A methodology was also proposed for the initial review and guidance of a project through the environmental assessment process. This consisted of: o an overview of the legislative requirements for environmental impact assessment in Mozambique (EIA); o a screening method, similar to that used for the non World Bank projects in Phase I; o an initial assessment pro-forma to assist in determining the necessary level of environmental impact assessment for a project; o where an EIA is required under Mozambique legislation an outline of the process; and o where no EIA is required under Mozambique legislation recommendations for the procedures that ANE should follow. A three stage process was proposed to determine the level of environmental assessment necessary for road projects: 1. The first stage was a screening level analysis of proposed projects as part of the selection process to identify roads that should be considered for funding. This level of analysis could be similar to the analysis completed in the evaluation of the ROADS3 Program. The function of that analysis was to identify any significant environmental issues associated with a project. If the potential for significant impacts is identified it does not mean that the project should not be considered. It is more an alert to the decision maker that significant issues may be associated with the road. 2. After roads have been selected for further design and environmental investigations there are two possibilities, either the road clearly falls within the definition of works requiring an EIA under Mozambican legislation or it does not. Under the first situation an EIA must be prepared in accordance with the legislation. 3. Under the second situation it must be determined if a project has a potential to cause significant environmental harm. To enable this determination a pre-assessment procedure was developed for use by ANE. The procedure allows ANE to make a decision about the potential for a project to cause environmental harm. This then enables the required level of environmental assessment to be determined. 15.2 BENEFITS AND COSTS The benefits of the completion of sub-projects under the ROADS3 Program are the achievement of the Government's objectives for the roads sector. These were summarised in Chapter 1 as to: o complete the restoration of traffic on the classified roads network; o continue to expand the rehabilitation of high volume roads and ensure their maintenance; and o prioritise the use of local resources and the employment of modern and efficient planning and control systems. 58602rptO1 Februaty 2001 15-4 IMPAC'fT For people living in proximity to the project roads the program also has benefits of improving access to both services and markets. This is particularly important for sub-projects undertaken on tertiary and secondary roads. The costs of the program are: u the actual construction costs; u environmental costs. There were no significant impacts identified for the project provided the environmental management guidelines were implemented; and o costs of development and training for ANE personnel. These were discussed in Chapter 12. The actual costs of implementing the environmental guidelines for a road project were not estimated. Provided these were incorporated into the project design and tender contract then these costs would not significantly vary tendered prices. The real additional cost arises from the monitoring and enforcement of these conditions. These costs are reflected in the development and training costs for ANE. 58602rptO1 February 2001 15-5