GHANA: MINISTRY OF ROADS & TRATSPORT RP-54 GHANA HIGHWAY AUTHORITY DEPARTMENT OF URBAN ROADS DEPARTMENT OF FEEDER ROADS ENVIRONMENTAL & RESETTLEMENT/COMPENSATION FRAMEWORK C ANDOH EATl'RROA,E\'T4L COASLT47NT GHANA HIGHVA4 IA UTHORITY ACCR4-GH.4\AA Vovember 2000 TABLE OF CONTENTS ENVIRONMENTAL AND RESETTLEMENT/COMPENSATION FRAMEWORK GHANA ROAD SECTOR DEVELOPMENT PROGRAM (RSDP) ........................ 1 Introduction ................................................................................1I Proposed Environment and Social management plan for RSDP .............................................................1 ENVIRONMENTAL ISSUES OF RSDP ............................................................ 2 Policy, Legal and Administrative Framework ................................................................................. 2 Government Of Ghana's Environmental Policy ...............2 Legal And Administrative Framework ....................................................................-.................9 Selection of Project Roads ...............................3 Alternatives Examined ...............................3 No Action Alternative ..............................3 Rehabilitation and Reconstruction Alternative .....................................4 Improvement Of Existing Road ...............................................4..........4 Baseline Information of RSDP Roads .............................4 Highways .............4... ................. .. 4 Urban Roads .... .....6 Feeder Roads ........7......................... . ............................................................. 7 Major Environmental Impacts of RSDP Roads ..........................................................7 Highways and Feeder Roads .7............................................................7 Urban Roads ..............................................................8................................8 Positive Impacts of RSDP ..8 Summary of Environmental Impacts for Road Projects in Ghana .8 SOCIAL ISSUES OF RSDP .12 Resettlement/Compensation Legal Framework .12 Resettlement/compensation policy in Ghana .........................................................12.............. . 12 Land Acquisition and compensation laws ..............................1...................... . 12 Category of loss .......................... 13 The lands Act (1963) and World Bank OP4.30 ............................................1....3... .......3.... ...... . 13 Eligibility ...............1...........3...................................................... 13 Valuation .1............3........................................... 13 Buildin-/structures ............13................................................... ........... 13 Assessment of Compensation ......... 14 Procedures for delivery of entitlements ..................................................................... 14 Time Frame .......1..4..................................................... 14 Conflict Management ................................................................1... ............................... 15 Consultation and participation .. . . .. ............... .... .......................... 15 Financial responsibilities .................1...................................... ........ 15 Resettlement/compensation Procedures .15 Institutional Arrangements ..................1................6....... .......................................... 16 ENVIRONMENTAL AND SOCIAL IMPACTS AND MITIGATION ACTIONS FOR FIRST YEAR ACTIVITIES OF RSDP ............................................. 18 Environmental and Social impacts of Proposed Highway Projects ..................................................... 18 Jasikan Brewaniase (52km) ..................................................... 18 Brewaniase - Oti Damanko ..................................................... 20 Accra - Tema - Motorway Phase 11 & 112 1.............................................................. 2 1 Sogakope - Ho (80km) ..................................................... 22 Berekum - Sampa ..................................................... 22 Ho -Fume ..................................................... 23 Environmental and Social Impacts of Urban Road Projects ..................................................... 24 Environmental and social Impacts of Feeder Road Projects ..................................................... 24 Environmental and Social Mitigation Plan For The RSDP ..................................................... 25 Management and Monitoring the Environmental Impacts of the RSDP ................................................. 25 Management and Monitoring the Social Impacts of the RSDP ..................................................... 25 Redefinins the Environmental Unit Within GHA ..................................................... 25 Functions ..................................................... 26 Staffing ..................................................... 26 Deputy Managers ..................................................... 26 Deputy Manager - Monitoring ..................................................... 27 GHA Deputy Manager - Assessment ..................................................... 27 Deputy Managers - DFR/DUR ..................................................... 27 The Unit At Regional Level ..................................................... 27 RSDP ENVIRONMENTAL MITIGATION PLAN ................................................ 28 Figure 1. The Environmental Unit Within GHA ........................................................................... 31 Figure 2. THE ENVIRONMENTAL UNIT OF GHA, UNIT ORGANISATIONAL CHART .......... 32 Figure 3. Environmental and Social Clearance ........................................................................... 33 Table 1: Ghana Highway Authority, RSDP Priority Roads 2001-2005 . . 34 Table 2 Projected Resettlement and Compensation, Department of Urban roads (2001 - 2005): Accra ........................................................................... 35 Table 2. Continued ........................................................................... 36 Table 3 Project Resettlement and Compensation, Department Of Urban Roads (2001 - 2005) Kumasi ........................................................................... 37 Table 3. Continued ........................................................................... 38 Table 4 Projected Resettlement and Compensation, Department of Urban Roads (2001 - 2005) Tema ..................................................................................................................................................................... .39 Table 5. Projected Resettlement And Compensation, Department of Urban Roads (2001-2005), GA District ............................................................................. 41 Table 6. Projected Resettlement And Compensation, Department of Urban Roads (2001-2005), Tamale ............................................................................. 42 Table 7. Projected Resettlement And Compensation, Department of Urban Roads (2001-2005), Sekondi Takoradi ............................................................................. 43 Table 8. Projected Resettlement And Compensation. Department of Urban Roads (2001-2005), Koforidua ............................................................................. 44 Table 9. Projected Resettlement And Compensation, Department of Urban Roads (2001-2005), Cape Coast ............................................................................. 45 ENVIRONMENTAL AND RESETTLEMENT/COMPENSATION FRAMEWORK GHANA ROAD SECTOR DEVELOPMENT PROGRAM (RSDP) INTRODUCTION The Ghana Road Sector Development Program (RSDP) is being proposed as the follow- on investment to the Highway Sector Improvement Program (HSIP). The overall approach to the environmental and social management of the proposed new program is to strengthen the environmental impact assessment system established under the HSIP. The potentially new and expected environmental and social impacts of the RSDP's field of influence and activities have been identified and assessed. The overall approach to environmental and social management of this new investment is to strengthen and enhance the EIA system by improving the Ghana Highway Authority's (GHA). and extended to the Department of Urban Roads (DUR) and Department of Feeder Roads (DFR), capacity to supervise or undertake EIAs and to monitor environmental and social impacts of road rehabilitation activities. PROPOSED ENVIRONMENT AND SOCIAL MANAGEMENT PLAN FOR RSDP The concern for environmental and social management sustainability under RSDP is the need for improving the institutional capacity for continuous environmental management activities within the road sector and the efficient use of available resources. The kev institutional activities that require attention during the implementation of the RSDP are articulated the Andoh/Katz report, 2000. These will provide the basis for strengthening environmental management under the proposed RSDP where a detailed plan of required action, time frame to implement, estimated budget, and responsible agencies to adequately ensure the efficient and continuous implementation of environmental management activities within the road sector, under RSDP, are developed. A resettlement and compensation policy framework has been developed to address such issues within the RSDP. In accordance with national environmental legislation, each road activity will be subject to an environmental assessment. Strengthening the capacity and co-ordination will be crucial in managing the environmental and social issues in the RSDP. Based on the RSDP investments and environmental and social management experience gained under the HSIP. the Environmental Mitigation Plan (EMP) will support the following activities: i) environmental and social capacity strengthening, ii) ensuring physical works are adequately managed, iii) co-ordination of all project cycle aspects. -I ENVIRONMENTAL ISSUES OF RSDP Road projects earmarked for implementation under the RSDP by three road agencies. the Ghana Highway Authority. the Department of Feeder Roads. and the Department of Urban Roads of the Ministry of Roads and Transport generally involve the rehabilitation or reconstruction of existing roads. The project will follow existing alignments and no radical widening of roads will take place. The expected impact of the RSDP projects on the environment will therefore be minimal. In a few cases. sections of the roads fall short of the required standard width. This is due to the fact that buildings and other structures have been constructed close to the road and within the road reservation. To obtain the standard width some such properties will have to be demolished. The number of such properties involved is very small. Similar to many other development projects, the RSDP projects, if not handled properly, could impact negatively on the environment. Although the extent to which it could affect the environment is minimal, an Environmental Assessment is presented in this report to outline measures that would be put in place to minimise or eliminate these impacts. The Assessment is also in line with the World Bank Policy for such projects. In preparing this report reference was made to a number of publications including the World Bank Technical Paper No. 140 - Environmental Assessment Sourcebook Vol.11 and EPA of Ghana's EIA guidelines POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK Government Of Ghana's Environmental Policy The environmental policy of the Government of Ghana seeks to: - Maintain ecosystems and ecological processes essential for the functioning of the bio-sphere * Ensure sound management of natural resources and the environment * Adequately protect humans, animals and plants, their biological communities and habitats against harmful impacts and destructive practices, and preserve biological diversity * Guide development in accordance with quality requirements to prevent, reduce and as far as possible, eliminate pollution and nuisances * Integrate environmental considerations in sectoral structural socio-economic planning at national, regional and district levels; and * Seek common solutions to environmental problems in West Africa, Africa and the World at large. Legal And Administrative Framework In order to achieve the above policy objectives. the government has put in place the necessary legal and administrative framework. which includes the following: * Passing of the Environmental Protection Act (Act.460 of 1994) and Legislative Instrument 1652 of 1999. Under both Legislatives. Environmental Impact Assessment is mandatory for Road projects. - 2 - * The establishment of the Environmental Protection Agencv which ensures the implementation of environmental policy and co-ordinates environmental activities * The preparation of a National Environmental Action Plan (NEAP) in 1988 to articulate government's environmental policies and provide the framework for interventions needed to protect the environment * International Conventions And Treaties * Ghana is a signatory to many international conventions, which impinge on the environment. These include: * UN Framework Convention on Climatic Change (Kyoto) (1997) * Chemical Weapons Convention (1997) * Convention to Combat Desertification (1994) * Convention on Biological Diversity (1992) * Montreal Protocol on substances that deplete the Ozone (1989) * Vienna Convention on Protection of Ozone layer (1987) * Convention on Preservation of Wetlands for Migratory Birds (Ramsar) * The African Convention on the Conservation of Nature and Natural Resources (1968) * International Convention for the pollution of the Sea by oil (1954). SELECTION OF PROJECT ROADS During the prefeasibility stage, in the selection of roads, preliminary environmental studies are conducted alongside the socio-economic studies. Where a major negative environmental impact is envisaged, eg., major negative impact on wetlands, recommendations are made not to select the road. When the roads pass the prefeasibility stage, a detailed environmental impact assessment is carried out. Thus all roads selected for rehabilitation or reconstruction will undergo an environmental assessment when accepted for implementation. The assessment is a requirement under the Legislative Instrument LI. 1652 (1999) and the Environmental Protection Act 460 of 1995. ALTERNATIVES EXAMINED Taking the effect of road projects on the environment - both natural and built, the following alternatives were considered: * "No-action" Alternative * Rehabilitation and Reconstruction Alternatives No ACTION ALTERNATIVE The "No-action" alternative assumes that the present state of the roads proposed under the RSDP would pertain. This would imply that the roads would be left in their current state of poor riding surface and unacceptable geometric alignments. Some of the roads are characterised by sharp horizontal curves and poor sight distances. Under this alternative, the present low standard of living in areas within the RSDP road corridor would continue to worsen. All development opportunities such as easy movement of agricultural produce, easy movement of passengers, reduced vehicle operating cost would not be realised. - 3 - The present dusty nature of some of the roads. which is causina a serious health problem for the people living in the area. would remain. The narrow. uneven road surface and sharp curves causing long heavy vehicles to topple over and spill oil would continue to pertain. A choice of a 'No-action" alternative will therefore. only rarely be in line with the Government's long term development objectives as outlined in Vision 2020. REHABILITATION AND RECONSTRlJCTION ALTERNATIVE Improvement Of Existing Road This alternative implies improving the road alignment to an acceptable safety, speed and environmental standard. The alternative usually looks the more realistic since there would be virtually very minimal environmental impact as compared to the benefits that would be accrued from its implementation. Although there are environmental implications associated with the option appropriate mitigation measures would be implemented to control them. In spite of its high initial cost. the benefits to be accrued far outweigh the benefits of the other alternatives considered. BASELINE INFORMATION OF RSDP ROADS Highways Under the RSDP, the first roads to be rehabilitated/reconstructed have been packaged as follows. and the considerations given below are examples of the baseline information compiled before the EA is carried out: Total Distance Lot.1 Jasikan-Brewaniase-Oti Damanko (40-89km) Oti Damanko-Yendi (0-05km) - 98km These roads stretch from the Eastern corridor of the dry semi-equatorial climate of the Volta Region to the tropical continental or savanna climate of the northern region. Whereas the first part of the project roads receive two rainy seasons with mean annual rainfall between 1250-1500mm. the rest of the roads have a single rainy season of about 1000-1 1150mm of mean annual rainfall. The mean monthly temperatures are between 24°C to 300C. Relative humidities are between 75 to 95%. The Semi-equatorial climate sections of the project road have dry-semi deciduous forest. Due to frequent use as farmland the zone has been replaced through such activities by wooded or tree savanna vegetation. The Northern end of roads lies in the interior wooded savanna vegetation zone, which constitutes the largest single vegetation, zone in Ghana. Only trees such as baobab, dawa dawa, acacias and shea have adapted to this environment. Grasses within this area grow in tussocks and can reach heights of 3 metres or more. Regular burning, grazing of livestock and cultivation have reduced considerably trees in this zone. - 4 - The soil is Ochrosols (i.e.. highly coloured soils) which are developed over highly weathered parent materials. They are developed over the voltatian shales and granites. These soils are not easily porous and thus become waterlogged in the rainy season, but dry out in the dry season. These soils are poor in organic matter and nutrients and are sometimes acidic. Geologically, the project roads are made up of gently dipping or flat-bedded sandstones, shales and mudstones that are easily eroded. The land-use of the project corridor consists of farm/uncultivated land and human settlements. Lot.2 Sogakope-Ho (30-80km) Ho-Fume (25-40.6km) - 65.6km The Sogakope-Ho-Fume road project starts from the dry equatorial through to the dry semi-equatorial climates in the Volta Region of Ghana. Both climates experience two rainfall maxima, with mean annual rainfall between 74-89cm for the dry equatorial and 125-200cm for the Wet-Semi equatoral climate. Temperature ranges between 26°C-30°C, while monthly relative humidities in the dry equatorial climatic region do not exceed 75%. The area falls within the interior wooded savanna with few and widely scattered trees such as acacias. The plant life of this vegetation zone has a marked change which looks green with life during the rainy season. Trees blossom and grasses shoot up rapidly. The whole area looks parched and desolate with leaves changing colour from green to yellow and shedding leaves during the dry season. The vegetation is quite open and dominated by short grasses. There are three main soil groups in this project zone: coastal savanna ochrosols lateritic sandy soils and forest ochrosols. The coastal sandy soils are pale yellow sands often without top layer of humus or organic matter. They support coconuts and where manured. shallots and other crops. The lateritic sandy soils are deficient in organic matter and nutrients. They are acidic and become waterlogged during the wet season because of an underlying layer of hardened clay. Birds found in the corridor include the Common Hooded Vulture (Neophron Monsehus) Harrier Hawk (Polyboroides Radiatus) Finch (Serinus Mozambicus) Woodland Kingfisher (Halcyon Senegalenses). The common reptiles include the Nile Monitor (Veranus Niloticus) Agama lizard (Agama Agama) Lot.3 Techiman-Kintampo (60km) Berekum-Sampa (58-88km) - 90km The two roads lie in the Dry Semi Deciduous forest zone. Mean annual rainfall is between 1250-1500mm and occur in two seasons. a minor in May to June and a major in September to October. Mean monthly temperatures range from about 30°C in March to about 26°C in August. While from 90-95% in the rainy season to 75-80% in the dry season. The corridors traverse a rolling terrain with gentle 2 to 6 degree slopes. Very little of the original forest remains and most of what is left is secondary forest. The fauna inhabiting the zone includes birds such as the Hooded Vulture, -5- Neophran Monuchus. Harrier Haw;k (Pollhoroides Radiatuls) West African Black Kite (.MVitrus Alligrcans) and the WVoodland King Fisher. Reptiles include the Nile Monitor (f aramus .Niloticus) Agama Lizards (Green AManmba. Black Cobra) and the African Python. Mammals include the Royal Antelope Maxwell Duiker. Neither flora nor fauna species is endangered. Principal soils are the forest ochrosols not heavily leached as forest oxysols and generally contain more nutrients. In some areas derived savanna have resulted from forest destruction due to use as farmlands. Lot.4 Accra-Tema Motorway Phases II & III (14km) - 66km The Motorway has the same environmental characteristics as the RSDP urban roads. It is located in the southeast coastal plains of Ghana, which are generally flat. The general elevation is not more than 75m above sea level. The rocks underlying the motorway is of the Dahomeyan series of the Precambrian era which forms the basement complex of Ghana. The rocks are mainly metamorphic and consist of gneisses and schist. The major soil groups found in the project corridor include coastal savanna ochrosols, lateritic sandy soils. tropical black clays or Akuse soils. Both sides of this section of the motorway are built up areas and the land use consists of mainly residential and commercial. Lot.5 Wa-Hian (78km) Bamboi-Bole (35-70km) - 113km These roads lie in the interior wooded savanna zone. The road corridors experience a single rainy season (May to October) followed by a prolonged dry season. The mean annual rainfall ranges from 1000-1 150mm with mean monthly temperatures ranging from 36°C in March to 270C in August. Relative humidity ranges from a high of 70-90% (rainy season) to a low of 20% (dry season). The Low-lying topography of the area is susceptible to erosion during storm water flows. Urban Roads The urban roads proposed for rehabilitation or reconstruction under the RSDP are all located in built-up areas in the following cities or urban centres. * Accra * Kumasi * Tema * Ga * Tamale * Sekondi Takoradi * Koforidua * Cape Coast The roads follow existing alignments through residential, commercial, industrial, and other land uses commonly found in cities. These are all statutory planning areas where - 6 - the Town and Country Planning has prepared planning schemes indicating road alignment and their reservations. Within these road reservations there are few unauthorised structures such as kiosks. Feeder Roads The thrust of the feeder roads program is rehabilitation and spot improvements of existing networks throughout the country. Road improvement segments will range in distance between 2 km and 35 km. The feeder roads are located in various climatic zones throughout the country, starting from the coastal savannah through the forest belt to the dry wooded savannah zone in the north. They connect remote villages to major highways or urban centres. The planned activity of works is constrained to existing alignments only. MAJOR ENVIRONMENTAL IMPACTS OF RSDP ROADS Highways and Feeder Roads The following will be the major impacts with regard to the highway component of the RSDP. The same impacts could be expected from the feeder road projects but on a smaller scale. * Clearing around the right-of-way or for borrow pits may damage ecologically sensitive areas such as forests, wetlands and wildlife refuges during capital- intensive rehabilitation of the type envisaged in RSDP; * Sedimentation or pollution of streams and other water bodies may result from road works such as vegetation clearing, and from operation of heavy machinery itself; * After road rehabilitation further sedimentation may occur as a result of inadequate or poorly designed erosion control and drainage measures. Pollution levels may increase as a result of improved access for people and livestock as a result of drinking, waste water and washing activities; * Direct effects on roadside communities may include health problems resulting from excessive noise and dust during road work, and as a result of increased traffic after completion. Road safety problems may also be increased during and after rehabilitation work. Secondary impacts commonly resulting from extensive road rehabilitation are listed below. These result from increased access and commercial activity for the most part. Although these impacts are indirect, they are often as important as direct effects, in both positive and negative aspects. However, negative secondary aspects are often more difficult to mitigate, since they spread beyond direct responsibilities of road agencies. * Shifts in land-use and ownership may occur due to increased land value, opening of new areas to markets and delivery of inputs and social services; * Settlement patterns may change (for example, growth of existing villages or formation of new settlements) as a result of increased commercial activity along the road corridor; -7 - * Exploitation of forest products and wildlife mav increase as result of mark-et access or land use changes. leading to a decline in the natural resource base and biodiversity; * Changes may occur in cultural practices and traditions as a result of increased exposure to outside influences. The most notable direct adverse socio-economic impacts from RSDP are those related to increased safety hazards to pedestrians caused by: expansion of automobile traffic (and speed), greater pedestrian road traffic resulting from expected increased commerce as road conditions improve; and the proximity of houses sited too close to the road to permit road rehabilitation to proceed efficiently. Urban Roads With regard to the urban roads. the major negative impacts will be: * Dust pollution * Disruption of traffic flow * Pedestrian vehicular conflict. POSITIVE IMPACTS OF RSDP The positive impacts of the RSDP will include strengthening capacity of the road agencies under the Ministry of Roads and Transport, in particular the GHA, DFR and DUR to supervise or undertake EIAs and to monitor environmental impacts of road rehabilitation activities. Details of proposed plans for institutional strengthening of these agencies with regard to environmental management are found in the section on Environmental Management and Training of this report. Other positive impacts expected from the road rehabilitation, which from the basis of project viability, include: * Radical reduction in dust pollution • Elimination of hazardous traffic points * Savings in transport costs, both in time and through modal transfers; * More efficient transport of farm to produce to markets; and * Increased access to social and health services. SLIMMARY OF ENVIRONMENTAL IMPACTS FOR ROAD PROJECTS IN GHANA A review of the Environmental Assessment already prepared showed the following as the most significant negative impacts. The table below presents a summary of these common negative impacts and corresponding mitigation measures proposed to minimise or eliminate these impacts. It also illustrates that generally the adverse impact of road projects in Ghana is minimal. -8- Impacts Description Assessment Mitigation Dust pollution Dust will be generated Extent: Limited and * Regular watering of from earth moving during the entire Local. exposed surfaces machines and construction period. Duration: * Early tarring of access untarred roads Activities such as land Temporary and Short roads clearing, excavations for term * Maintenance of the provision of 6 lMagnitude: Low vehicles to minimise infrastructure will resultI in dust emissions. Evaluation: Impact emissions is very low Noise and Noise and vibrations Extent: Limited to * Adhere to maintenance vibrations from caused by construction construction period. schedules of vehicles machines machinery and vehicles Duration: Temporary and Short term Magnitude: Low Evaluation: Impact is negligible * Diversion of Normal flow of traffic Extent: Limited and * Incorporate traffic vehicular traffic will be affected during Local. safety measures within * Vehicular- the constructional Duration: the project design e.g. pedestrian period, in most cases Temporary and Short * Speed limit zones conflicts causing confusion to term * Provide lay-byes * Accidents due road users if alternative Magnitude: Low within the settlement AI routes are not provided. Ep to increased luation- Impact * Provide pedestrian traffic is very low crossing within the settlement * Increased rate Erosion of unprotected Extent: Limited. . Rehabilitate and plant of erosion (e.g. slopes will cause an Local and Regional slopes with local grass on road increase in siltation of Duration: species as soon as shoulders) streams with a resulting Temporary and Short possible. * Siltation of change in hydraulic term * install ample culverts nearby water conditions. Magnitude: Low to prevent water bodies Evaluation: Impact logging is very low Obstruction of Dangerous driving Extent: Limited, * Provide alternative access routes conditions where Local and Regional routes or diversions during road construction vehicles Duration: where new roads are construction interfere with local Temporarv and Short constructed traffic on existing roads term * Provide, erect and Magnitude: Low maintain on the site Evaluation: Impact and at such positions is very low on the approaches, reflectorised traffic signs and traffic control signals .9 . Job creation i Increased job Extent: Limited. I . Employ local labour opportunities Local and Regional and skills Duration: * Retain onlx a core Temporary and Short team of skilled labour term on site. Magnitude: Low Evaluation: Impact is very low * Generation and * Transport of Extent: Limited, * Measures will be taken disposal of materials could pose Local and Regional to ensure that excavated waste problems to motorist Duration: constructional vehicles from and pedestrians along Temporary and Short do not cause safety construction various roads term hazard, noise. dust or sites * Excavations will Magnitude: Low to disturbance to local * Excavation and alter the landform medium inhabitants transportation temporarily during Evaluation: Impact * All gravel or other of gravel construction is low borrow pits, working material from areas will be reinstated burrow pits or restored. * Surface water Pollution will occur Extent: Limited, * Control and manage contamination mainly due to Local and Regional the storage of * Deterioration of uncontrolled storage of Duration: materials, fuel, and surface water fuel, chemicals and Temporary and Short sewage quality. sewerage effluent. term * Locate discharge Magnitude: Low points for drains from Evaluation: Impact inhabited areas is low appropriately to avoid polluting potable water sources. . Increased rate Erosion of unprotected Extent: Limited, * Rehabilitate and plant of erosion (e.g. slopes will cause an Local and Regional slopes up with grass on road increase in siltation of Duration: as soon as possible shoulders) streams with a resulting Temporarv and Short after disfigurement * Siltation of change in hydraulic term * Install drains along nearby water conditions. Magnitude: Low the road in residential bodies Evaluation: Impact areas to avoid is very low ~flooding, of houses, Is verv low> :_1 courtyards and lanes * Install permanent bar screens in drains for waste trapping - 10- Pollution of ground Leachate from waste Extent: Limited to Measures will be taken to water resources dump sites or material construction period. prevent spillage or spillage could Duration: leakage of materials likely contaminate ground Temporary and Short to cause pollution of water resources and term ground water resources. affect human health . Such measures will Magnitude: Low include: Evaluation: Impact . provision of bunds is negligible around fuel and oil storage facilities. * provision of oil and grease traps in drainage systems. Destruction of flora Cover loss has Extent: Limited to * Co-ordinate with and fauna implications on runoff, construction period. Town Planning microclimate and Duration: Department that aesthetic Temporary and Short buffer zone be term maintained between Magnitude: Low settlement and waste Evaluation: Impact dump sites is negligible * Preserve existing vegetation * Leachate from Leachate from waste Extent: Limited to * Adequate sanitary waste may dump sites or material construction period. facilities for the pollute ground spillage could Duration: workforce shall be water resources contaminate ground Temporary and Short provided. * Creation of water resources and term * Discharge of any habitats for affect human health Magnitude: Low untreated sanitary disease vectors Evaluation: Impact waste to groundwater is negligible or any surface water course will be avoided. Offensive odour Auto-emissions from Extent: Limited to * Regular servicing of (air pollution) machinery and odours construction period. machinery and from particulate matter Duration: vehicles pose health threats to Temporary and Short * Maintain good local community. term housing-keeping and Magnitude: Low sanitary conditions Evaluation: Impact is negligible Visual impacts Uncontrolled waste Extent: Limited to * Minimise windblown disposal operations will local area. materials from the have adverse aesthetic Duration: waste disposal site impact as a result of Temporary and Short * Cover dumped waste windblown litter, untidy tenm as quickly as possible work area and burning Magnitude: Low of waste. Evaluation: Impact is negligible - 11 - SOCIAL ISSUES OF RSDP Resettlement and compensation issues have been handled by the implementing agencies of the Ministry of Roads and Transport. The RSDP projects usually follow the existing alignments. However, in a few cases buildings and structures will have to be demolished to obtain the standard road width. The RSDP will have three implementing agencies -- Ghana Highway Authority. Department of Feeder Roads. and the Department of Urban Roads of the Ministry of Roads and Transport -- who will handle compensation and resettlement issues. The physical works component of the Program is one of the largest. consisting of routine maintenance, periodic maintenance and rehabilitation, upgrading, reconstruction, limited new construction as well as bridge and culvert work in all three road sub-sectors. GHA accounts for the largest portion of the funding requirements for this component at 56% of the total, followed by the Department of Urban Roads at 23%, with the Department of Feeder Roads at 19%. Some preliminary assessment work has already been prepared for the Urban Roads component of the Program and the established framework will be applied for the rest of the Program. In addition to this initial screening process, individual social assessments and environmental assessments will be completed for each road segment to be rehabilitated as stated in the principles for the Program. These assessments will be monitored closely by the Environment Unit based on studies already undertaken for example. baseline socio-economic studies on the impact of roads on poverty reduction. RESETTLEMENT/COMPENSATION LEGAL FRAMEWORK Resettlement/compensation policy in Ghana It is the policy of the Government of Ghana to pay compensation to people whose properties. lands or landed property are affected by such projects. The State Lands Act 1963 section 6 (1) provides that any person whose property is affected by public projects shall be entitled to compensation. The same Act provides avenues for people who are not satisfied with compensation to seek redress. Land Acquisition and compensation laws Acquisition of land for road projects is regulated by the Lands (Statutory Wayleaves) Act 1963 Act 186 (Vide Section 1, 2(1) and 2, 6 (1-5). A wavleave instrument contains the following: * A description (with measurements) of the land affected by the Statutory wayleave together with a plan showing the position of the works (road alignment). A copy of wayleave instrument is served on the owner or occupier of the land affected by the Statutory wayleave. Under Section 6(1) of the Act. any person who suffers any loss or damage as a result of the construction, maintenance etc shall be entitled to compensation. A claim for compensation shall be made to the Minister in the prescribed form not more than three months after the date of declaration made by the President under Section I of the Act. - 12 - Category of loss Categories of loss are land, landed property and farms/crops. There are three main areas where road projects under the RSDP will result in these: Road alignment. Borrow pits/Quarries and Project Campsite. The Lands Act (1963) and World Bank OP4.30 Road projects planned under the RSDP follow existing alignments. The aim of the programme is to improve existing roads. Attempts have been made in the designs to avoid destruction of properties. In cases where it becomes necessary to demolish or destroy part of a farmland. cash compensation will be paid under the Lands Act 1963 Section 6 (1) Payment of cash as compensation is line with part III (10) of the World Bank OP4.12 which provides that "the payment of cash compensation is appropriate where livelihoods are land based but the land taken for the project (in this case road) is a small fraction of the affected asset and the residual is economically viable, where active markets for land, housing and labour exist". Eligibility The owner of the property under the Act is the only person entitled to compensation. In most cases the owner is the household head who takes care of the other members including the extended family. Valuation Where a farm is the perennial plantation type, the investment method is used for the assessment. In this case, the net annual income from the farm is capitalised at the appropriate interest rate over the expected remaining life of the farm. For others like the seasonal crops and the isolated perennial ones, the acreage/unit rates are used. Building/structures Compensation for land and buildings/structures is also assessed having regard to the market value of the affected property. Where particulars on transactions of similar properties are readily available and easily accessible, the simple comparative approach is adopted. with the necessary adjustment as a result of the minor differences in the conditions of the properties (the subject property and the comparable ones). Incidentally, building/structures which are usually affected by GHA and feeder road projects are the types that do not change hands in the market. (they are mostly rural properties). The Comparative Method can therefore not be used to arrive at the market value. This method can typically be used only in the case of urban roads. The market value is arrived at by the "Replacement Cost". Since compensation is paid for any affected property as we find it at the time of the demolition, the replacement cost figure arrived at, which makes the property as if new, is depreciated by an appropriate percentage, (condition of the property determines the percentage figure), to arrive at the figure that is appropriately related to the property as it is. Drink money paid to the traditional landowners for building plots is added to the depreciated figure obtained (hence the method termed "Depreciated Replacement Cost of the Development plus the Value of the Land"). This, in turn, is topped up by 10-15%, representing 'Removal and Contingencies'. to arrive at the compensation payable. - 13 - The cost rate used in the assessment. encompasses all the cost items indicated in the '"Draft P04. 12 Annex Notes' under Part III of the 'Resettlement Policy Framework"'. In the assessment, the value of salvage materials is not taken into account. The affected property ownners are allowed to take them. However. if it is established that the project is likely to enhance the values of the claimant's adjoining properties. the extent of the enhancement - 'Betterment' - may be taklen into account in the compensation assessment. Assessment of Compensation As already mentioned above, properties affected by roads projects are inspected/referenced or enumerated jointly by the Valuation Unit of the GHA and the Land Valuation Board, the Government's statutorily accredited valuation body. The GHA Valuation Unit jointly undertakes the inspection/referencing exercise with the Board's regional offices, according to the Region where the project is located. The two offices, however, prepare independent reports/valuations, applying rates of value/cost determined by the Board. The depreciated Replacement Cost of the development plus the value of the land is the method used in the assessment. The two independent reports/valuations are submitted to the Board at the national level, for vetting and final approved compensation. Assessment of royalties on borrow pits: Royalties on borrow pits are assessed, based on quantity of materials taken from the pits. Contractors are therefore advised to keep a record of, or find a way of calculating quantity of, materials taken from each borrow pit. The recorded quantities are submitted to the Valuation Section of the GHA for assessment of the appropriate royalties Procedures for delivery of entitlements The approved amounts are communicated to the GHA for payment to the beneficiaries. Ideally and as much as possible, compensation is to be paid before the owners/occupiers are made to vacate their properties for demolition. This has, however, not always been the case, because either funds may not be available for the payment when the compensation amounts are approved by the Board or there may be a delay of approval from the Board. Where funds are not readily available, GHA appeals to the extended families of the affected property owner/occupiers to temporarily accommodate the latter. Where on the other hand, there is a delay of approval from the Land Valuation Board, part payment of the values, as assessed by GHA valuation Unit is made to the beneficiaries, and the difference paid when the approved amounts are received from the Board. When adequate compensation is paid to the affected property owner, they arrange to resettle themselves. The GHA, however, assists them, through the District Assemblies, to acquire some of the materials they may require for their resettlement. Time Frame Approval from the Land Valuation takes on the average of four months. Payment to the property owners depends on the availability of funds. Non availability of funds usually causes delays in the payment of compensation. Although property owners are alerted about the demolition during the assessment, they are given two months notice to quit - 14 - after payment of compensation. This means if funds are available the w hole process from assessment to demolition could take roughly nine months. Conflict Management During the consultation process and at the forum the extent of damage to properties will be made known. When the amount of compensation to be paid is made known, the affected people have every right to appeal if not satisfied. Where grievance entails inadequacy of compensation paid, the law. Section 4 of the Lands Act 1963, provides for appeal to the "Lands Tribunal" - an ad judicatory body. Where the grievance relates to implementation of the resettlement plan. the affected persons appeal to the District Assembly. Consultation and participation During the consultation stages of the projects, the affected people will be briefed on the compensation/resettlement process. Each affected person will be given the chance to speak on a draft compensation/resettlement plan particularly on issues of concern to him or her. Names and contact addresses will be compiled for the database at the environmental unit. The final compensation and resettlement plan will be presented to the affected persons. The monitoring team will liaise with all those involved in the compensation/resettlement process (e.g. the Valuation Section, Legal Division and the Lands Valuation Board) to monitor the timing. The affected persons will be kept informed at the various stages of the process. Financial responsibilities It will be the responsibility of the Government of Ghana to pay compensation as provided under section 6 (1) of the State Land Act 1963. The Same Act directs people with claims to forward these to the Minister. Funds for compensation will be drawn from the Road Fund. According to the revenue projection of the Fund. (see Road Fund projections 2001-2003) approximately US$251m will be realised over the investment period. About 95% of this amount is to be allocated for road works that will include payment of compensation. Another source for funds for compensation is the Consolidated Fund. The same sources will fund the management and monitoring of the environmental/social aspects of the RSDP. RESETTLEMENT/COMPENSATION PROCEDURES The next three years of activities will include road rehabilitation in the following areas: * Highway rehabilitation; * Urban road improvement; * Feeder roads. Because the exact locations on these roads to be rehabilitated have not yet been identified, no individual social assessments have been carried out and thus potential impacts are not known. Therefore it has been agreed that the government will prepare a frameworkl for potential impacts (compensation/resettlement) on people who live along - 15 - these roads. This framework will be applied in the likelihood that people will be affected negatively and will need to receive compensation. The following steps will be followed: Step 1: Prepare a Social Assessment - Social assessments need TORs to be prepared which should cover collection and evaluation of data in the following fields: * demographic and socio-economic profile of the people in the specific area, * assessment of potential impact on cultural. social and economic spheres, * suggestion of mitigation plans if applicable Step II. Applyframework for Compensation/Resettlement - Such a framework, designed and approved of by the government, will include information and instructions under the following headlines: * laws and regulations, * institutional arrangements, * resettlement/compensation eligibility and criteria, * consultation/participation strategy, * implementation procedures, * financial responsibilities, and * a monitoring and evaluation plan. Step III: Design a compensation/resettlement plan if applicable Institutional Arrangements The institutional arrangements build on the existing structure in the GHA. extending the survey and design parts of the environmental and social works to the DUR and DFR. The agencies involved in the process are as follows: Agency and Unit Role GHA/DUR/DFR: Survey & Design Alignment and identification of properties Divisions involved. GHA: Valuation Section Valuation of properties GHA: Environmental Unit Public forum. Consultation with affected persons. Monitoring Land Valuation Board: Assessment of GHA Valuation. Adjustments where necessary. Ministry of Finance: Authorisation of payment Resident Engineer: Assist contractor to demolish the identified -16 - properties after payment of compensation Resident Engineer: Project implementation In the short and medium term the Environmental nit will co-ordinate the activities of monitoring teams made up of Finance. Legal and Valuation Section. The team will monitor the compensation/resettlement plans to be put into place. The Unit will be involved from the planning stages during the identification of the people and properties involved. A database will be put in place to monitor the timing of compensation andresettlement issues. A Desk will be established at the Unit to receive and resolve complaints. GHA will make arrangements for monitoring and for an independent evaluation of the impacts of the compensation/resettlement activities. - 17- ENVIRONMENTAL AND SOCIAL IMPACTS AND MITIGATION ACTIONS FOR FIRST YEAR ACTIVITIES OF RSDP The Government of Ghana is to be assisted by external donors to implement a Road Sector Development Programme. This is to help the Government achieve its prime objective to clear the backlog on road deterioration and work towards a road condition mix of 70% good. 20% fair and not more than 10% poor by 2005. The Programme is to be implemented by three implementing agencies of the Ministry of Roads and Transport namely the Ghana Highway Authority, the Department of Urban Roads, and the Department of Feeder Roads. In the first year of the programme the three agencies will concentrate on rehabilitation projects. The first years activities are limited to rehabilitation of roads under the following headlines: (i) Highways Jasikan-Brewaniase (52km) Brewaniase-Oti Damanko Accra-Tema Motorway Phase II & III Sogakope-Ho (80km) Berekum-Sampa (87km) Ho-Fume (40km) (ii) Urban Roads (iii) Feeder Roads An Environmental Assessment has been carried out which cover the project activities during this first year (see GHA Environmental Impact Assessment of selected roads prepared by the Environmnental unit, 1997 & updated 1999). Social assessments have also been carried out and the social impact have been identified in the same report. In some instances negative social impacts were identified and refer to the following instances: (i) Two structures owned by two families to be demolished - Jasikan Brewaniase; (ii) 14 farms - less than one acre of each farm to be destroyed by the road rehabilitation; Table I provides the breakdown for the first year activities. ENV'IRONMENTAL AND SOCIAL IMPACTS OF PROPOSED HIGHWAY PROJECTS Jasikan Brewaniase (52km) The project involves the rehabilitation of this 52km laterite road which is in the semi deciduous vegetation zone. The land use along the road consists of human settlements, farms and uncultivated land. Kadjebi is the only urban settlement (population more than 5000) along the road corridor. The remaining settlements, namely Guaman, Moyadi, Nsuta Buem. Menuso. Dzindzi, Puase Dodo, are all rural with population less than 1000. - 18- Although the settlements are nucleated. only two structures will have to be demolished on the outskirts of Brewaniase and the centre of Kadjebi. Environmental Assessment The main negative environmental impact of the project could be as follows: Noise/Diust pollution: Senditive at Kajebi (Km 15) - school and hospital could suffer from both noise and .dust pollution during the construction phase. Erosion: Erosion problems within the settlements could be exacerbated during the earth works. Vegetation.' Destruction of vegetation could occur at the borrow pit and construction camp sites. Along the road little vegetation will be destroyed since the 7.2m required for the carriageway and 2 m for the shoulders already exist. This is the result of regular maintenance of this laterite road. However at Km 18.5. Km 21.2 and Km 29.5 there will be the need to widen the road to obtain the required road width. Mitigation The following measures have been proposed to mitigate the negative impacts. Noise/Dust pollution: The contractor is to limit heavy construction activities involving noisy equipment to outside school hours. Equipment and vehicles are to be serviced regularly in accordance with manufacturer's specification. To control dust, water is to be applied to the road surface twice in the build-up areas. This will be part of the contractual obligations of the selected contractor. Borrow pits/Construction campsites The borrow pits should be reinstated as soon as possible. The site should be contoured to blend with area. This is to formn part of the works contract. Decommissioning of the campsite After road projects, District Assemblies negotiate with the contractors to turn the camp- site into a school, clinic or offices. This has already been done. The site should be landscaped before handing over. Social Assessment The social assessment was carried out by the Environmental Unit in conjunction with the Valuation Section of the Ghana Highway Authority in July 1999. The Assessment took the form of consultation with the District Assembly the Chiefs of Brewaniase Jasikan, Guam Nsuta Buem and Dodo. The owners of the two properties to be demolished and the three farms part of which were going to be taken by the road. The first meeting was to inform the people about the project and properties likely to be affected. The second consultation was with the affected people. Their properties were valued. This included measurement of farm land to be taken by the road. During the third meeting. the valuation figures were outlined in the presence of the Chiefs and the affected persons. For the corn mill an amount of five hundred and seventy million cedis was to be paid. The farmers were to receive one million five hundred thousand cedis each. After extensive discussions on the compensation, the affected persons accepted the figures. Apart from the affected persons the Chiefs who are the customary custodians of the land were given ceremonial drinks. The customary rites were then performed to seal the deal. A monitoring exercise carried out by the Environmental Unit in March 2000 revealed that the farmers did not plant any crops on the affected land this year. Two buildings, a corn mill at Kadjebi (Km1 5) and the wall of a house near Brewaniase (Km49.5) will be demolished. During the consultation exercise the owner of the - 19- cornmill indicated that he owned the land on which the mill is sited. This land is more than 1.5 acres. The mill is housed in a structure 22ft bv 14ft. The owner will be pleased to receive compensation because he could put up a better structure and add accommodation to it. In all, three farms are expected to be affected by the road at Kml8.5, Km2 1.2 and Km29.5. Crops cultivated are mainly yam and cassava. In all 15 people work in these farms and the amount of land to be taken from each of the farms is less than 1 acre. The amount of land to be taken is an insignificant proportion of the farm. Secondly. the owners have large tracts of land which due to financial constraints have not been developed. Compensation paid could be used to expand these farms in other directions. The two borrow pits are located on land which is no more under cultivation. However, the District Assembly has negotiated successfully with the Chief to release the land to the contractor when required subject to customary rites being performed. Brewaniase - Oti Damanko This 49Km laterite road lies in the Interior Wooded Savanna zone which constitutes the largest single vegetation zone in Ghana. Only trees such as baobab, dawadawa. acacias and shea trees have adapted to this environment. The soil along the road corridor is the ochrosols type consisting of sandstones, shales and mudstones. Land use along the road consists of farms. uncultivated land and human settlements. Apart from Nkwanta. the rest of the settlements namely Salifukrom. Dufumkpa. Nkwanta, Agoo. Kpasa. Adibo and Sibi are villages with populations less than 1000. Most of these settlements are not of the nucleated a common feature of settlements in the Northern part of Ghana. Buildings are always scattered, sited mostly in individual's farms. The only nucleated settlement, Nkwanta has building set away from the road. In rehabilitating the road therefore. there will be more than enough space to obtain the standard width of 7.2m. Environmental Assessments The major negative impact of this road will be dust pollution. The area experiences prolonged periods without rain. During the implementation phase dust pollution could affect the individual homes as well as crops. Due to the effect of dust on crop yield farmers do not plant close to dusty roads. Traffic disruption will be another negative impact. Construction vehicles could interface with other vehicles such as motor cycles and cycles. Social Assessment The social assessment for this road project was carried out by the Environmental Unit and valuation section of the Ghana Highway Authority in the month of August 1999. In all these meetings and a number of consultations with the District Assembly Chiefs and elders of Salifukrom, Dufumkpa, Nkwata and Sibi villages were held to discuss the project. The two farrners whose farms were affected were at the meeting at the palace of the Chief of Salifukrom. Those consulted expressed the hope that the project would be implemented speedily to enable them to transport their farm produce to the market at Jasikan. Environmental concerns expressed by the people consulted included dust pollution. They also wanted the road to be made motorable during implementation since it could be turned into mud during heavy rains. The two farmers were promised compensation although there were no crops on parts to be taken by the road. A second visit by the valuation obtained the amount of land which was to be taken. In both cases less than one acre 0.75 for the first farm and 0.82 for the second. A third - 20 - meeting w as held to inform the farmners that they both would receive one million five hundred thousand Cedis each. The figure wvas accepted by the farmers. The Chiefs of Salifukron and Dufumkpa were given the customary drinks which they accepted and performed the customary rites. The affected portions of the farms remained as they were (uncultivated) in March this year when the Environmental Unit of the Ghana Highway Authority monitored road projects in the Area. Although the project will follow the existing alignment. there will be the need to widen the road at Km2l and Km32. Approximately one acre each of two farms with a total number of 13 farmhands and owned by two families will be destroyed. Both farms are managed by family members, husband, wife and children (no hired labour). Due to financial constraints. less than 50% of land available to these people is under cultivation. According to the family heads, compensation expected under Section 4 (i) of the State Land Act (1962) Act 125, could be used to expand the farms away from the project road. The nature of settlement pattern in the area is such that there will be no need to demolish any property during the implementation phase. It could be concluded from the above that the negative environmental and social impacts of this road project will be minimal and could be easily mitigated. Accra - Tema - Motorway Phase II & III This 14Km road passes through built up areas in Accra. The project is to construct the opposite lane of the existing road, turn it into a dual carriageway to complete the motor way. It has a well preserved road reservation, about 150 ft each side. Environmental Assessment The major environmental impacts will be as follows: Dust pollution: The built up area could experience dust pollution during the implementation phase Noise pollution: Noise from construction equipment and vehicles could affect developments along the road. Already, the background noise L90 level around Lapaz area a popular lorry park is very high. It is unlikely that the specific noise LAeq from construction equipment and vehicles will adversely affect the background noise level. Traffic disruption. Construction vehicles and activities could affect the free flow of traffic especially during the morning and evening rush hour. Mitigation Measures Dust Pollution: It has been proposed that the contractor will apply water to the road surface and other piled materials such as sand twice daily. Noise Pollution: The contractor will have to service his equipment as advised in the manufacturer's manual. Work hours should be limited to daytime. Traffic: Temporary traffic control measures to be installed. Advance warning signs to be erected 500 ft from work location. Social Assessment No negative social impact in terms of resettlement or compensation is expected from this project. No properties - kiosks, building, or farms are going to be affected by the project. It was therefore not necessary to carry out any extensive social assessment. Diversions and closures will be announced on local radio stations during the implementation phase. - 21 - It could be seen from the above that the environmental impact of the project is minimal and capable of being mitigated. Sogakope - Ho (80km) The project road lies in the wooded Savannah vegetation zone. This type of vegetation, which is quite open, is dominated by short grasses dotted with similar trees. The road passes through 14 rural settlements. There are no know forest reserves, games park or protected areas along the road. Environment Assessment An environmental impact assessment was carried out in 1998 before this road project was started and abandoned in 1999 due to financial constraints. The first 30km from Sogakope has been completed. Mitigation measures identified for implementation were incorporated in the contract documents in the forn of clauses based on the General conditions of contract prepared by the International Federation of Consulting Engineers (FIDIC 1987 - 4th ed). This road is monitored monthly by the Environmental Unit of the Ghana Highway Authority. No changes have occurred within the environmental setting to warrant a new assessment for the RSDP. Social Assessment The Social Assessment was carried out by the Environmental and Valuation sections of the Ghana Highway Authority. Apart from consultations with the District Assembly, Traditional rulers to ascertain ownership of the affected farms, two meetings were held. The first was to discuss the project and listen to the concerns of the people especially the eight farmers. The second was to discuss the compensation figures. The 8 farmers accepted the figures. Two buildings owned by two people and occupied by a total of 13 people were to be demolished. The properties were valued by the valuation section in 1997 and the owners accepted the figure. A total of 8 farms with a total labour force of 63 were affected. Apart from one farm at Km 17.5 which about 2 acres of uncultivated land was to be destroyed the sections to be taken from the other farms were less than one acre in all cases. The amount represents a small fraction less than 2% of the farm lands. With regard to compensation for borrow pits, the contractor had implemented a number of projects in the area. was to obtain material from already established borrow pits where compensation had already been paid. Berekum - Sampa This 87 km road lies in the Dry-semi deciduous forest zone. It passes through 21 rural settlements in the north-western direction very close to the border with Ivory Coast. The settlements along the road are all nucleated and bisected by the road. The structure of these settlements are common. Usually a small commercial centre consisting of a market and a few shops are located in the middle of the town close to the road. Enforcement of planning regulations by the District Assemblies has left the road reservation in the settlements clear. Apart from the fetish shrine in the middle of the road at Seketia town (km63) the project road is clear and the 7.2m standard width could be obtained without demolishing any property. Environmental Assessment - 22 - An Environmental Impact Assessment was carried out in February 1999 before the road project started. Already the first 20 km has been completed. The direct impacts identified were: destruction of vegetation. air and dust pollution in the settlements, noise pollution, destruction of the shrine. erosion within settlements and slopes. For the purposes of the RSDP. the project road was monitored by the environmental unit of the Ghana Highway Authority. and the assessment remains unchanged. Mitigation measures propose. i.e., applying water twice daily to the exposed road surface, limiting clearance to space required for the road, servicing of equipment to reduce noise and erosion controls measures still apply. Social Assessment The second assessment was carried out by the Environmental Unit and Valuation section of the Ghana Highway Authority in three stages in August 1998. The first meeting at the Ghana Highway Authority offices in Berekum discussed the project. The second meeting was to value the properties while the third was to inform the affected people about the amount of compensation to be paid. At the third meeting the affected farmers accepted the compensation figure. This road work was started and abandoned in 1999. The first 20 km has been completed. Owners of the 20 farms with 155 workers have already received their compensation which was paid in March 1999. This was after series of meetings and consultation with the affected people, the Chiefs, District Assembly and interested individuals. The farmers accepted the compensation figures. As stated earlier, no building was demolished because of well preserved road reservation. Ho -Fume This 40 km highway lies in the interior Wooded Savannah zone and passes through 9 settlements. The first 1.5 km of this road goes through an avenue of mango trees (86 trees). This section is very narrow about 5m wide. The road project was started in 1998 and abandoned in the last quarter of 1999 due to financial constraints. Approximately 9 km of this road has been completed. The remaining 31 km is to be completed under the Road Sector Development Programme. Environmental Assessment An environmental impact assessment was carried out by the Environmental Unit of the Ghana Highway Authority. The identified direct negative impact were: Dust pollution. Dust pollution is likely to affect the people in the nine settlements which the road goes through. Loss of Trees: All 86 mango trees along the first 1.5km will have to be cut so as to achieve the 7.2m standard road width. .N'oise pollution: Sensitive developments at KmO.01, Ola Secondary school, Km5 (hospital). Km 23.9 school could be affected by noise from construction vehicles and equipment. Destruction of Farms: Due to the rolling nature of the topography there are no farms along the project road. Mitigation The negative impacts outlined are all capable of being controlled. The Environmental Protection Agency's permit of 1997 for the project requested four new trees to be planted for each mango tree cut. A new species (Mahogany) was proposed because of the danger - 23 - posed by the mango trees. Children throw stones in their attempt to collect mangoes. This together with ripe mangos dropping on the road pose danger to motorists. and explain why a different specie was selected. To control dust, the contractor was required (contract clause) to apply water to the road surface. Another contract clause requires the contractor to service his vehicles and equipment as recommended by the manufacturers. Social Assessment There were no buildings to be demolished. neither were farms to be destroved. Materials were to be obtained from an already established borrow pit and quarry which had an Environmental Protection Agency permit. There was no need to carry out any social assessment. The road was monitored in March 2000, and the social and environmental settings were found to be the same as when the environmental assessment was carried out. ENVIRONMENTAL AND SOCIAL IMPACTS OF URBAN ROAD PROJECTS During the first year of the RSDP, urban roads to be rehabilitated are as outlined in Tables 2-9. The urban roads to be rehabilitated during the first year of the RSDP are located in build up areas - mainly residential. The roads exist already with open drains along each side. The projects involve basically surface improvements. There will be no demolition and no trees will be lost. During the Accra clean up exercise, temporary structures were removed. A similar exercise has been carried out along the roads in other urban areas such as Kumasi, Capse coast. Sekondi Takoradi And Tamale. Owners of Kiosks relocated these inside nearby properties. Parts of the fence walls had to be demolished to allow these kiosks to be located inside the houses facing the street. In cases where drains will be repaired, trees will not be cut. Environmental Assessment The main negative impacts of the urban road projects will be noise and dust. However, people living in these areas will be at work during implementation. There are no noise sensitive developments along any of these roads. The effect of noise pollution on residents along these roads will be minimal. Dust pollution during the implementation stage can be controlled by requesting the contractor (contract clause) to apply water to the exposed road surface twice daily - early morning and late afternoon. Social Assessment Since the urban road project does not involve demolition and tree cutting a limited consultation was undertaken. This involved consultation with the Town and Country Planning Department to make sure the layouts of the areas were not going to change. Utility services like water company and Ghana Telecom were also consulted about any future new lines to avoid cutting the road up after rehabilitation. All indicated their lines have already been laid and there will not be any new lines in the near future. A month before the contractor starts work, the neighbours will be informed to remove parked broken down vehicles along the streets. The negative impacts both environmental and social will be minimal. ENV'IRONMENTAL AND SOCIAL IMPACTS OF FEEDER ROAD PROJECTS The first year feeder roads projects under the RSDP will basically involve spot improvements. Patches or small areas along selected feeder roads will be rehabilitated. The contractors usually find materials (in very small quantities) for this type work from the road side or an already established borrow pit. The project will concentrate mainly - 24 - on road surfaces and as such no trees will be cut along these roads. The same applies to vegetation destruction or farms. Again. it will not involve the demolition of properties. No consultation was therefore carried out for these minor road improvement projects. The Environmental Protection Agency also does not insist on environmental assessment since the impacts are negligible. ENVIRONMENTAL AND SOCIAL MITIGATION PLAN FOR THE RSDP The RSDP includes components to enhance environmental and social sustainability. The following recommendations are aimed towards achieving the objective. Management and Monitoring the Environmental Impacts of the RSDP Unlike the Ghana Highway Authority, the Department of Urban Roads and Department of Feeder Roads have no separate Environmental Units. The DFR however has recently established an environmental desk but relies mostly on an Environmental Consultant for advice. In view of the limited amount of work at both the DFR and DUR, it is recommended that the already established Environmental Unit should be formally tasked with oversight for both the Department of Feeder Roads and Urban Roads. The main function of the Environmental Unit under the proposal could be summarised as follows: - Ensure that at the design stages of DUR, DFR and GHA projects, environmental and social mitigation measures are incorporated in the various road designs. • That strategies for social mitigation have been put in place i.e. buildings and people affected have access to land and the new location will not adversely affect their income. - Monitor the compensation plans to ensure prompt payment and access to land. Management and Monitoring the Social Impacts of the RSDP Capacity to monitor the social aspects of road projects is low within the implementing agencies namely the Ghana Highway Authority, Department of Feeder Roads and Department of Urban Roads. In this regard it is recommended that a social scientist from any of the Social Science Faculties of the universities in Ghana be engaged for a total of 12 months spread over 3 years to handle the social impacts. The Social Scientist will be attached to the Environmental Unit and will work closely with the Environmental Consultant. Redefining the Environmental Unit Within GHA The Environmental Unit is to remain in the Development Section of Ghana Highway Authority. but with oversight responsibilities for DFR and DUR. This means that head of the Unit will report directly to the Deputy Chief Executive, Development and liaise with the heads of Department of Urban Roads and Department of Feeder Roads. See Figure 1. - 25 - Functions The main functions of the Unit will be as follows: * Brief consultations prior to their award of consultancy contracts to highlight the need to incorporate mitigation measures: * Supervision of the Environimental Impact Social Assessment Studies will be performed by the Unit, to ensure that mitigation measures are incorporated in road and bridge designs rather than being added on mitigation: * Monitoring of road and bridge projects to ensure that the recommendations made for mitigating the on-site impacts suggested in the Environmental and Social Impact Assessment report are incorporated. * Undertaking yearly environmental awareness campaigns. This is to coincide with World Environment Day, which falls in June every year. Staffing The nit will initially be headed by the Consultant but later by an Environmental Manager. Within the new organisational structure of the Environmental Unit, the head will be assisted by two deputies at the Ghana Highway Authority and one each at the Department of Feeder Roads and Department of Urban Roads. See Figure 2. Planning and Traffic. The Consultant will supervise and co-ordinate the work at GHA Environmental Unit, and the Environment desks at DUR and DFR. The Consultant will serve as the link between the Agencies and the Environmental Protection Agency. Other major duties of the manager will be: 3 Issue Environmental Clearance for road designs prepared by GHA, DUR and DFR. * Co-ordinate and Supervise work of the Agencies * Liaise with the Environmental Protection Agency - changes in Environmental Legislation: D Prepare and sign Environmental Clearance Reports for road and bridge designs for the GHA. DFR and DUR projects; * Attend meetings on the Road Section Development Programme. * Brief consultants prior to their award of consultancy contracts; * Conduct public hearings to provide a forum for localities to discuss their concerns about environmental and social aspects of proposed road projects. * Ensure that Social Assessment has been carried out for DFR, DUR and GHA projects. Deputy Managers Four Deputy Managers will assist the Manager. Environment. The first of the Deputy Managers will be in charge of monitoring GHA projects. He will monitor the extent and effectiveness of mitigation measures suggested for the various impacts. The second Deputy Manager also based at GHA will be in charge of Environmental Impact Assessment Studies. The third and fourth Deputy Managers will be based in DFR and DUR, respectively, and will deal with the environmental matters for the two Agencies. - 26 - Deputy Manager - Monitoring Reporting directly to the Environmental Manager. the Deputy Manager in charge of monitoring. wvill liaise with the Regional Maintenance Engineer. Through the use of standard monitoring forms he/she will receive monthly information from the Regional Maintenance Engineer. The Deputy Manager may visit sections of the roads to cross- check the information received. He will then analyse the information to find out if the recommendations made for mitigating the site impacts suggested in the EIA reports are closely adhered to. Advise the DFR and DUR on the imposition or exacting financial penalties from Contractors or other sanctions. e.g., halting work of contractor for non-compliance with environmental laws or implementing correctly the mitigation measures. GHA Deputy Manager - Assessment The Deputy Manager (GHA) for Assessment will assist the Environment Manager to brief consultants. The task of registering the project with the Environmental Protection Agency will be performed by him when there is the need to conduct in-house Environmental Impact Assessment of road projects, the Deputy Manager in-charge of Assessment will be the lead officer. Deputy Managers - DFR/DUR The Deputy Manager (DFR) will report directly to the Environmental Manager/ Consultant at the GHA. He will compile a list of projects. assist the manager to commission and conduct Environment Studies, review designs and monitor road projects. The Unit At Regional Level In the Regions and District, the Regional Maintenance Engineers will, among their normal duties, serve as the Environmental Monitoring Officers. They will be supplied with monitoring forms on monthly basis from the head office (GHA. DUR and DFR). The forms should be distributed to the District Heads. The Regional Maintenance Engineer will collect the forms from the District Heads on monthly basis and submit them to the Environment Manager. - 27 - RSDP ENVIRONMENTAL AND SOCIAL MITIGATION PLAN ACTIVITY ACTION NEEDED SHORT-TERM LONG-TERM MONITORING RESPONSIBLE RESPONSIBILITY AUTHORITY TO OVERSEE/SUPERVISE I. Extend Environmental World Bank ENVIRONMENTAL Consultant's Contract for GHA MRT CAPACITY 24 months to oversee DFR DFR STRENGTHENING & DUR DUR Establish environment Desk DFR MRT at DFR & DUR DUR Designate existing staff for DFR World Bank with MRT environmental assignment DUR II. Streamline Procurement GHA EU with World MRT World Bank POLICY Process Bank ENHANCEMENT Coordinate All road GHA EU, DFR, DUR GHA EU Environmental Manage- ment Activities (EMA) through the GHA EU Commitment to Long-term World Bank with GOG GOG (from Road Funds and Support for EMA begun Road tolls) with new under the HSIP/RSDP as a possible assistance from Policy Mandate international donor(s) Support for Operations of World Bank GOG GHA EU Support for Mandatory tree DFR MRT replanting along roads and World Bank as economic opportunity in designated wood-lots managed with local, especially women's groups Support for Training and GHA EU with EPA GHA EU. Affirmative Action to Increase Private Sector Involvement in the road EMA Contract Opportunities. III. Continued Supervisory role GHA EU MRT ENSURING to interface with GOG EPA PHYSICAL WORKS and coordinate all ARE ADEQUATELY monitoring activities. MANAGED Availability of ongoing GHA EU MRT regular monitoring as set DFR forth in GHA EU DUR Operational Manual - 28 - ACTIVITY ACTION NEEDED SHORT-TERMI LONG-TERM MONITORING RESPONSIBLE RESPONSIBILITY AUTHORITY TO OVERSEE/SUPERVISE IV. Training for Social aspects TECHNICAL of Environmental Manage- GHA EU. DFR and GHA, DFR, DUR and EPA ASSISTANCE ment for all MRT staff DUR with EPA Workshop for in-country MRT engineering/environmental DFR firms and experts on how to Consultant DUR contract and conduct road sector EMA GHA Conducts Survey, including results from the number of participants that attend the Workshop, to assess in- country private-sector capacity to conduct EMA With GHA EU GHA EU and develop long-term Training Plan Well established Valuation Section in GHA which supervises/implements road resettlement plans and com- pensation for DFR-DUR GHA EU with EPA GHA EU with EPA Mandatory tree replanting and start-up new source of income from road related activities is begun, emphasizing management of these activities by GHA EU with EPA GHA EU with EPA contractual arrangements especially with women's and local in-country groups V. GHA EU assumes COORDINATION OF coordinating role for hiring GHA, DFR, DUR MRT ALL PROJECT and training World Bank CYCLE ASPECTS GHA EU coordinates with DUR and DFR. Focal GHA,DFR, DUR MRT counterparts in Accra and regional offices on monitoring GHA EU coordinates with DFR MRT other Agencies DUR GHA EU assumes DFR coordinating role for hiring GHA MRT of contractors DUR - 29 - ACTIVITY ACTION NEEDED SHORT-TERM LONG-TERM MONITORING RESPONSIBLE RESPONSIBILITY AUTHORITY TO OVERSEE/SUPERVISE VI. Streamlining GHA EU with EPA MRT PERMITTING Environmental Studies to get road permits through GHA EU FINANCIAL Cost Estimates 1. Remuneration US$ Environmental Consultants salary for 24 months (at US$3.300 per month excluding reimbursables, filed allowance) 79.200 2. Remuneration Short term social scientist salarv for 12 months at US$3000 per month 36,000 3. Public Consultation on Social Impacts 8,000 4. Monitoring social impacts 2.000 5. Transport 1 4 x 4 vehicle (Environmental) 27,500 1 4 x 4 vehicle (Valuation) 27,500 1 4 x 4 vehicle: social impacts monitoring 27.500 6. 2 Computers 7.200 2 Photocopiers 3.000 7. Reimbursables i. Vehicle running costs 15.000 ii. Stationery, camera and measuring tapes 10,000 8. Out of station allowance/accommodation 20.000 9. Mobile Public Awareness Seminar Training 8.000 USS268.900 - 30- FIGURE 1. 1 IIr ENVIRONM1ENTAI UJNIT WlIIIIN GIIA DY. CHIEF EXECUTIVE DEVELOPMENT DIRECTOR DIRECTOR DIRECTOR DIRECTOR DIRECTOR ROAD SAFETY PLANNING SURVEY & CONTRACTS MATERIALS BRIDGES AND EVIRONMENT DESIGN ROAD ENVIRONMENTAL SAFETY UNIT MANAGER ENVIRONMENTAL ASSESSMENT I I I I | | ~~~~~~DFR DUR DY. MANAGER DY. MANAGER ENVIRONMENTAL ENVIRONMENTAL MONITORING ASSESSMENT DESK DESK _ _ g ~~~~~~~DFR DUR I MONITORING FILD MONITORING AT MONITORINGI ASSISTANT ASSISTANT DISTRICT LEVEL M -31 - FIcGURE 2. THE ENVIRONMENNTAL UNIT OF CIIA, UNIT ORGANISA'I'IONAL Ct{ART MANAGER ENVIRONMENT + DY. MANA GER D Y. MANAGER HEAD ENVIRONMENTAL _ SECRETARY ENVIRONMENTAL OFFICE MONITORING ASSESSMENT ASSISTANT MAINTENANCE IF ENGINEER REGIONAL REGIONAL DISTRICT DISTRICT HEAD - 32 - FIGURE 3. ENVIRONMENTAI AND SOCIAL CLEARANCE LIST OF MITIGATION MEASURES FROM ENVIRONMEN'I'AL IMPACT ASSESSMENT LIAISE WITFI IDIIRECTOR SURVEY AND DESIGN VAI.UATION SECT'ION DRAFT DESIGN l REVIEW TlIE Ml'l'IGATION DESIGN INCORPORATED IN SOCIAL AND ENVIRONMENTAL PLANS IYES I N SOCIAL AND ENVIRONMENTAL CLEARANCE - 33 - TABLE 1: (CHANA HIGIIwA, AulI IIORITY, RSl)P PRIORI1T' ROADS 2001-2005 WORK LENGTH COMPENSATION AMOUNT TYPE OF STATUS NO. OF PROJECT PERIOD (KM) YESINO US$1,000 PROPERTY OF PEOPLE REMARKS PROPERTY AFFECTED Jasikan-Brewaniase 2001-2002 52 Yes 16.5 Farm/2 Permanent 15 Less than one buildings acre of farmian Brewaniase-Oti 2002-2004 49 . 3 Farms It 13 Damango Oti Damango-Yendi 2003-2004 50 3.4 Farms . 20 Bole-Bamboi 2001-2004 35 . 4.0 Farms . 18 Berekum-Sampa 2001-2003 30 . 25.0 Farms . 155 Techiman-Kintampo 2002-2004 60 . 3.0 Farms . 14 Sogakope-Ho 2001-2003 50 . 23.0 2 . 63 "and 2 house houses/farm Ho-Fume 2001-2004 15.6 No - - Road reservati( well preserved Accra-Tema Motorway 2001-2003 14 Ph.ll & III Haln-Wa 2001-2004 78 Yes 3.2 Farms Permanent 15 Farms lands TOTAL 433.6 Note*: Among the people affected none will require resettlement. -34 - TABLE 2 PROJECTED RESETTITENIENT AND CONIPENSA'FION, DEPARTMENT OF URBAN ROADS (2001 - 2005): ACCRA NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION USS1,000 PROPERTY PROPERTY PEOPLE . j AFFECTED 1 - ARtERtiAL DEVELOPMENT 42.3 _ . _ _ . _ _ -- . Nsawamr Road 2001-2003 _- 7 --Yes Res/Comnm (5no) Permanent 30 E.l Awaited 156 Balance of UTP Roads 2001-2002 8 ._ _ . . Derby Ave, Fearon _- - No N-- N/A N/A N/A _ Selwyn Mkt, Ammonakwa No N/A N/A N/A N/A Project follow existing alignment Kinbu Road No N/A N/A N/A N/A No property wilt be demolished. _ FCommerciai St., Okaikwei rd . N N/A N/A N/A N/A Pagan Club Road No N/A N/A N/A N/A Zongo ane No NiA N/A N/A N/A Barnes Road o N/A ' NiA NiA N/A Ring Road 2003-2005 5.6___No N/A N/A NiA N/A _ New Town Road/ iHiit Street 2004-2005 5.7 No ----- N/A N/A N/A N/A High Street 200i -2002 . 4 No N/A - - ---- N/A N/A N/A (fromr Arch - to Ring Road) __ _ __ Dansoman High way & 2002-2004 _ - No N/A N/A NiA N/A Guggisberg Ext. CBD Roads- - 2002-200i 0_ - No N/A' N/A N/A N/A _Abossey Okai Road, Kimberly Ave. _ __ No N/A N/A NiA N/A _ Hasen Road, Staiion rd. 7 No N/A N/A N/A N/A Constructing along existing Asaoatse Nettey, Clement papafio No N/A N/A N/A N/A alignment. Ameriey Lanryea, Granvile Ave. No NiA N/A NA NiiA 2 DEiLoMENT F- _ __ ___ TRANSPORT TERMINALS 2001-2004 No N/A N/A NiA NiA __ i ONo. ~ ~- _ _- -- -_ __ ___ _ _ _ -~ _. .-- _ -0 __. . __ _ 0035.- - 35 - TABLE 2. CONTI INUIED NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1s,000 PROPERTY PROPERTY PEOPLE _ I I I ___ jAFFECTED 3 POVERTY ALLEVIATION/ 22.5 .ACCESS To DEPiRESSED.. _ . . AREAS 2001-2003 . _ Balance of UTP Roads in 7 Areas 12 5 Alajo, Abeka,Kotobabi, Kpehe Yes 53 ReslComm(8no) Permanent 40 Partial demolition Bubuashie, Nima East 10 Yes Res/Comm (6no.) Permanent/Temp 18 No demolition 4 INTERCHANGE DEVELOPMENT 2001-2003 - .-. IKwane Nkrumah Interchange __ . No N/A N/A N/A N/A 5 REHABILITATION OF _ - LOAL ROADS 2001-2005 30N No - /A N/A - N/A N/A South La Estate, Dansoman No NIA N/A N/A N/A No properties involved _ Teshie-4Nungua Estate No N/A N/A N/A N/A Korle Gonno, Nii Boi Town No N/A NIA N/A N/A Nl\iiT Fracilities _2 No N/A i NIN/A N/A N/A ___ Otkaishlie Pedestrianization -- 1. No N/A - N/A N/A N/A Project-- - 6 TRAFFIC MANAGEMENT 2001-2005 - h- No N/A N/A N/A N/A Bi3-aiackspot improvement No N/A N/A - NtA N/A As above intersection improveme _ _n No N/A N/A N/A N/A oad Safety - - No - N/A - N/A N;A N/A Total 2001-2005 108 - 36 - TABLE 3 PROJEC T RESETTLEMENT AND COMPENSATION, DEPARTNIENT OF URB,AN ROADS (2001 - 2005) KUMASI NO. OF NO. PROJECT WORK LENGTH COMPENSA AMOUNT TYPE OF STATUS OF PEOPLE REMARKS PERIOD (KM) TION US$1,000 PROPERTY PROPERTY AFFECTED 1 ARTERIAL DEVELOPMENT 2001-2003 25.8 Oforikrom - Asokwa bye pass Yes . _ Commercial Temporai (10No.) Timber merchants within 6.0 44 20 road Widening of Southern bye pass No NA _ _ NiA N/A N/A space being relocated at a 8.2 new _ i ening of Western bye pass _ No N/A N/A N/A N/A site north of Kumasi. 54 Widening of Lake road No N/A N/A N/A N/A 50 I Industrial Area road No N/A N/A N N/A N/A 1.2 2 REHAiBiLTATioNiOF _ _. _ __ __ _- ___.__ LOCAL ROADS 2001-2005 46 No N/A N/A N/A N/A Angola Atonso _ _ _- - No -. N/A N/A N/A N/A No properties involved Dichemso, Kaase Town No N/A N/A N/A N/A __iihinsari,Chiraptre _ __ - No N/A N/A N A N/A N/A A Nhiemso Bomso _ … _ No N/A N/A N/A N/A 3 REHABILITATION OF TRANSPORT TERMINALS -_ AND CAR OPAARKS 2002-2003- . _ _ _ 3No. Asafo, Bantama, Tafo-Krofofrom . . No N/A N/A NA- N/A As above - 37 - TABLE 3. CONTINUED NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF | REMARKS PERIOD {KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE AFFECTEDI 4 POVERTY ALLEVIATION A ACCESS TO DEPRESSED __ AREA -2001-2005 45 Akuremr Sawaba No N/A NiA N/A N/A New suamre Atonso No NIA N/A N/A N/A Tafo Ayigya No N/A N/A /A N/A As above Aketego, Ayigya Zongo No N/A NA NI/A N/A botoif, Asokore Mampong No N/A N/A N/A N/A _ Moshie Zongo- No N/A N/A N/A N/A INTERCH4ANGE DEVELOPMENT 2001-2002 _ _ _ Aafo - UTC Bridge _ ----- - No N/A N/A N/A N/A As above 5 TRAFFiC MANAGEMENT 2001-2005 _ . i31ackspot Improvement - e _ __ _ e No N/A - N/iA - N/A N/A _. Iniersection Improverment No N/A N/A N/A N/A As above = Road Safety No__ N/A N/A N/A - - N/A -- - TOTAL -o2001-2005 116.8 -- - 38 - TABLE 4 I'ROJECTED RESETTLENIENT AND CONMPENSATION, DFPARTMENT OF URBAN ROADS (2001 - 2005) TENIA No PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE ___ AFFECTED ARTERIAL DEVELOPMENT 2001-2005 59.7 Accra East Corridor Project 33.8 - _. _ . Teshie bye - pass _ Yes 33 Residential Permanent(3no) 12 Partial demolition. Buildings Spiniex road Yes 53 Residential Perrnanent(5no) 7 still under construction in some Teshie Link Yes 44 Residential Permanent(4no.) 16 instance . . Tsui Bleoo Road _ Yes 53 Residential Permanent (7no) 21 _. AFD Urban Roar,is Project 7.9 Ashiarnan (inc. underpass) No N/A N/A N/A N/A Manhean road _-.-. .-No N/A N/A N/A N/A No properties involved. Valco road No N/A N/A N/A N/A Project follow existing alignment Other Roads 18 iHiospitai road _ _._ _ No --i/A - ~~ ~~ N/ A NN/A N//iA Kraku & Mkt St. No N/A N/A N/A N/A Aggrey / Africa Unity No N/A N/A N/A N/A- 3tih, 4th 5th, S 6th Avenues No N/A N/A NiA N/A As above Adetey Ashaeyo N/A NA NA- N/A N i/A. - John Sarba road 2 REHABILITATION OF jLOCAL ROADS -2001-2004 10_ -_ Community 2, 4,and 7 road _ No N/A N/A N/A N/A As above 3 REHABILITATION OF . TRANSPORT TERMINA;LS . __ _-. _ _ __ -_ _ _. AN;D CAR PARKS 2002-2004 _.__ 2No _ .__ _- _._ No N/A N/A N/A A As above - 39 - NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE , ~~~~~AFFECTED 4 ACCESS TO NEWLY DEV. A ACCESS TO DEPRESSED AREA 200i-2004 12 Baatsonaa No Ni/A N/A N/A N/A Adjiringanor No N/A N/A N/A N/A As above Kpone - On - Sea No N/A N/A N/A N/A Okpoi Gonna No N/A N/A N/A N/A 5 NON-MOTORIZED TRANSPORT FACILITIES 2002-2005 14 No - NiA N/A N/A N/A As above 6 TRAFFIC MANAGEMENT 2001-2005 Bla-ckspot Improvement _ _ . . . No N/A N/A N/A N/A Intersection Improvement No N/A NIA N/A N/A As above Road Safety . No N/A N/A N/A N/A _ TOTAL 2001-2005 95.7 _. -40 - TABLE 5. PROJECTED IRESETTLEMENT AND COMPENSATION, DEPARTNMENT OF URBAN ROADS (2001-2005), GA DISTRICT NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS ~NO. PROJECT__ _ __ __ NO____ OF_ PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE AFFECTED - 1__ ARTEiRiAL DEVELOPMENT 2001-2005 13 Ofankor-Kwashiernan -- Yes 44 Res/Commercial Perrnanent(7no) 28 Partial demolition Awoshie-Pokuase Yes 189 Res/Commercial Permanent(l7no) ) 5 Partial demolition 2 REHABILITATION OF LOCAL ROADS 8 T_ iTantra Hiiiis _ _ No N/A N/A N/A N/A Taifa N- __ No N/A NiA - NA NiA No properties involved. -_- Madina roads -- No N/A N/A N/A N/A Project follow existing alignment 3 REHABILITATION OF __TRANSPORT TERMliNALS _ _ _ _ __ --. ._ ._ __. AND CAR PARKS 2002-2004- 1NO . ___ ____- N/A N/A N/A N/A As above 4 ACCESS TO NEWLY DEV.1 ACCESS TO DEPRESSED 2001-2005 - 30 i- o N/A N/A A -- N/A As above 5 TRAFFIC MANAGEMENT 2001-2005 Blackspot Improvement No N/A N/A N/A N/A __intersection Improvement - _ _ _ No N/A N/A N-- /A N NiA As above Road Safety No N/A N/A N/A N/A TOTAL __ ____ _ _ . . 2001-2005 51 -41 - TIABIE 6. PROJECTEI)I ESE TrITENIENT AND CONIPENSATION, DEPARINIENT OF URBAN ROADS (2001-2005), TANIAL,E No. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE AFFECTED I 1 ARTERIAL DEVELOPMENT 2001-2005 20 Tamale Town roads No N/A N/A NA NA No properties involved. Inner Ring Road No N/A N/A N/A N/A 2 REHABILITATION OF . LOCAL ROADS 2001-2005 18 Kalponhi - SSNIT Estate No N/A N/A N/A N/A As above Gumbihini road No N/A N/A N/A N/A 3 REHABILITATION OF TRANSPORT TERMINALS _ _ _ AND CAR PARKS 2002-2003 _ _ 2No Aboabo Station No N/A N/A N/A N/A As above 4 NON-MOTORIZED _ A TRANSPORT FACILITIES - 2002-2005 -- 14 0No /A - - i/A N/A N/A As above 5 ACCESS TO NEWLY DEV. / _ AiCCESS TO DEPiRESSED AREA 2001-2005 20 - - _ Ward iE Extention - No N/A N/A N/A N/A Moshie Zongo N - NO N/A N/A - N/A N/A As Above Tishigu - Sarngida . _ No _ N/A N/A N/A N/A Ward i K _ No N/A N/A N/A N/A 6 TRAFFIC MANAGEMENT __ 2001-2005 _ iackspot improvement No N/A N/A NiA N/A As above Intersection Improvement _ No N/A N/A N/A_ N/A Road Saf-e-ty - N_o N/A--N/A N/A N/A TOTAL 200 i-2005 72__ _ _ _ _ . _ __ . ; __ - 42 - TABt,E 7. PROJECTED RESETTLEMENTr AND CONIPENSATION, DEPARTMIENT OF UjRBAN ROADS (2001-2005), SEKONDi TAKORADI NO. PROJECT WORK LENGTH COMPENS- AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION uS$1,000 PROPERTY PROPERTY PEOPLE fr ARTERmCbVELOPMENT 2001-2005 --- id Afi ca -Harbour-road - oN/A -- N/A--N/A N/A iawso road No N/A N/A N/A N/A --sekondi-_ inchab -an- road --- - - No N/A N/A N/A N/A No properties to be Adiembra road _ No N/A N/A N/A -N/A -~Pcasi road No N/A----- N/A _N/A_ N/A Ashanti road ______ __No N/A __ N/A_ N/A N/A____________ 2 HE-ABILTA-TION OF- L6CAL RoADS o 201 -2oo5 --- Airport Rid g-e, Du p-a-ul -road No N/A N/A -~N/A -N/A As above V___ indy Ridge, beach road -No _N/A N/A --N/A - N/A -3 REWABILIATIOiN oF TRANS-PORT TERIMINALS ---- --- AND CAR PARKS 2001-2005 _ LlfC A-ccr-a S-tation ----No N-/-A - NN/ A/A N/ A As above __ a-rgo- Stn, kw-asImimirnti N-o---- - -N-/A- N/A - NAN/A ACCESS TO DEPRESSFD ------ - AREA 2001-2005 15 - Kojokro - N- N/A_ N/A N/A - N/A Lagos Town No N/A N/A -N/A N/A Detailed designs to be done B-k-ed-o No N/A__ N /A_ N/A N/A Bakekyir No NWA N/A _N/A - N/A 5 NO5N-MOTORIZED -- - -TRANSPORTt FAciLiTIEs - 2001-200 14 No N/A /A -- /A -N/ TRAFFICMANAGEMENT - 2001_-205 Bia3cksp-ot -m-p-rov-eme-n-t -No - NAN/A N/A N/A int-ese-c-iion 1 No pr_ N/A N/A-__N/A N/A No properties involved ___ Impr~~~~ovement N __-Road Safety ---No - _N/A_ N/A N/A N/A TOTAL 2001-2005 49 - 43- 'Au &E 8. I'ROJECuI I;D IESE'II'tENIENT 1AND CONIPENSATION, I)EPARTMENT OF URBAN ROADS (2001-2005), KOFORII)tJ,. No. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE , _ __ I AFFECTED 1 REHABILITATION OF LOCAL ROAiS 2001-2005 10 Mortuary Road No N/A N/A N/A N/A Slaughter House No N/A N/A N/A N/A As above Roman Road No N/A N/A NIA N/A Link 1 Glamour Road No 2 No N/A - N/A N/A N/A Link 2 - State Fishhing Corp. St. No N/A N/A - N/A N/A Link 32 - Glamour Road No N/A N/A N/A N/A Link 1423 No N/A N/A N/A N/A Link 31 - Kweku KyereiMarket St. No N/A N/A NiA N/A Link 15- Kings Street No N/A N/A N/A N/A Sub Total 2 REHABILITATION OF TRANSPORT TERMiNALS _ _ _ _ AND CAR PARkS 2001 As above 1No.- 3 INSTITUTIONAL SUPPORT 2001 _ Constrution of office As above ._ - building __________. 4 TRAFFIC MANAGEMENT 2001-2005 _~ B iackspot Improvement __ No N/A N/A N/A N/A Intersection Improent No NIA N/A N/A N/A As above _Road Safety - No N/A N/A N/A N/A TOTAL 2001-2005 10 - 44 - TABLE 9. PROJECTEI RESETTI,EMENT AND COMPENSATION, DEPARTMIENT OF URBAN ROADS (2001-2005), CAPE COAST NO. PROJECT WORK LENGTH COMPENS AMOUNT TYPE OF STATUS OF NO. OF REMARKS PERIOD (KM) ATION US$1,000 PROPERTY PROPERTY PEOPLE AFFECTED 1 ARTERIAL DEVELOPMENT 2001-2005 15 No N/A N/A N/A N/A _ king Aggrey/Fredckburg _ _ No N/A Ni/A N/A -N/A As above Buelah iRoad /Aboom road - - - N/A NA NiA N/A Aboom Weiis __ No N/A N/A - N/A N/A Jackson Stree-ti/RoyaI Lane No N/A N/A N/A N/A Sarbah Road _No N/A NA N/A N/A Commercial street - ____ -~ - No N/A N/A N/A N/A Sub total _ __ 2 REHABILITATION OF _TRANSPORT TERMINALS- _ __ _ _ _ AND CARFARKS- 2002-2004 . __ . _ _ 07 1o No N/A - N/A N/A N/A As above 3 INSTITUTIONAL SUPPORT 2001 Constrution of office buiiding _ 4 TRAFFIC MANAGEMENT 2001-2005 __- Blackspot Improvement No N/A N/A N/A N/A Intersection Improvement --_- ___ No N/A N/A N/A N/A As above Road Safety - No N/A N/A N/A- N/A fTOTAL 2001-2005 15 _ __ - 45 -