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REPUBLIC OF YEMEN

MINISTRY OF PUBLIC WORKS & HIGHWAYS (MPWH)

ROAD MAINTENANCE FUND (RMF)

ROAD ASSET MANAGEMENT PROJECT (RAMP)

IMPLEMENTATION UNIT (IU)

FINAL

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)

For

Al HUDAIDAH GOVERNORATESUB-PROJECT (1)

(669.8 km)

Prepared by:

SHEBA ENGINEERING SERVICES (SES)

15th of June 2013

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Typewritten Text

E4075 v3

FINAL ESIA SUB-PROJECT (1) HUDIADAH GOVERNORATE

List of Abbreviations 1 RAMP-IU

LIST OF ABBREVIATIONS BC Beneficiary Committee

CSO Central Statistical Office

ESIA Environmental and Social Impact Assessment

ESMP Environmental and Social Management Plan

EPA Environmental Protection Authority

EPC Environment Protection Council

EPL Environment Protection Law

ESMM Environmental and Social Mitigation Measures

ESMA Environmental and Social Monitoring Activities

ESIP Environment & Sustainable Investment Program

GoY Government of Yemen

IDA International Development Association

NEAP National Environmental Action Plan

NWRA National Water Resource Authority

NWSA National Water and Sanitation Authority

MAI Ministry of Agriculture and Irrigation

MOLA Ministry of Local Administration

MOPD Ministry of Planning and Development

MOPH Ministry of Public Health

MOWE Ministry of Water and Environment

MPWH Ministry of Public Works and Highways

NGO Non-Governmental Organization

PMMR Performance-Based Management and Maintenance of Roads

PPP Public-Private-Partnership

PRS Poverty Reduction Strategy

RAMP Road Asset Management Project

RAP Rural Access Project

RMF Road Maintenance Fund

RMFIU Road Maintenance Fund Implementation Unit

ROW Right Of Way

SEA Sectoral Environmental Assessment

SFA Social Framework Agreement

SFD Social Fund for Development

SMP Social Management Plan

SSA Sectoral Social Assessment

SWF Social Welfare Fund

WAU - EPA Women Affairs Unit of the Environmental Protection Authority

WB World Bank

FINAL - ESIA SUB-PROJECT (1) AL HUDAIDAH GOVERNORATE

RAMP IU ب

FINAL ESIA SUB-PROJECT (1) AL HUDIADAH GOVERNORATE

Table of Contents أ RAMP-IU

T A B L E 0 F C O N T E N T S

EXECUTIVE SUMMARY............................................................................................1

1. Introduction 1

2. Sub-Project Objectives 2

3. Sub-Project Description 2

4. Legal and Institutional Framework 2

5. Baseline Conditions 3

5.1 Physical Region and Land Use ................................................................3

5.2 Climate, Rainfall and Water Resources ....................................................3

5.3 Air Quality and Noise ............................................................................4

5.4 Biological Resources .............................................................................4

5.5 Socio-Economic ....................................................................................4

6. Environmental and Social Impacts Assessment (ESIA) 5

7. Analysis of Alternatives 5

8. Environmental and Social Mitigation Measures (ESMM) 6

9. Environmental and Social Monitoring Activities (ESMA) 6

10. Environmental and Social Management Plan (ESMP) 7

11. Social Consultations 7

12. Women Consultations 8

13. Conclusion 8

14. Report Structuring 8

15. Summary of Mitigation Measures during the Backlog Works and Repairs Phase 9

16. Summary of Monitoring Activities during the Backlog Works and Repairs Phase 10

17. Summary of ESMP during Backlog Repair and Maintenance Phase 1

1- SUB-PROJET OBJECTIVES AND DESCRIPTION ............................................. 12

1.1 OBJECTIVES 12

1.1.1 General Objectives .............................................................................. 12

1.1.2 Specific Objectives .............................................................................. 12

1.2 SUB-PROJECT DESCRIPTION 13

1.2.1 LocationGovernorate: Al Hudaidah ...................................................... 13

1.2.2 Length Study length: 669.8 Kilometers ................................................ 13

1.2.3 Total Roads 17 .................................................................................... 13

1.2.4 General Description ............................................................................. 13

1.2.5 Specific Description ............................................................................ 13

Table (4), Specific Items Works by (Al AMIDAH CONSULT, AMICON) ......................... 20

1.3 PROPOSED WORKS 21

1.3.1 General Works .................................................................................... 21


Table of Contents ب RMF-RAMP

1.3.2 Specific Item Works ............................................................................ 21

1.3.3 Construction Program .......................................................................... 21

1.3.4 Land Acquisition and Compensation...................................................... 21

1.4 ENVIRONMENTAL AND SOCIAL REVIEW PROCESS 22

1.5 CONTEXT AND ENVIRONMENTAL CATEGORY 23

2- LEGAL AND INSTITUTIONAL FRAMEWROK ................................................ 24

2.1 YEMEN ENVIRONMENTAL POLICIES AND LEGISLATIONS 24

2.2 SOCIAL DEVELOPMENT POLICIES 24

2.3 WORLD BANK ENVIRONMENTAL SAFEGUARDS AND POLICIES 25

2.4 CONTRACT AGREEMENT OF CONSULTATION SERVICES 25

3- BASELINE CONDITIONS ................................................................................ 26

3.1 PHYSICAL CONDITIONS 26

3.1.1 Geographical Conditions and Land Use.................................................. 26

3.1.2 Climate, Rainfall and Water Resources .................................................. 26

3.1.3 Unstable Slopes, Landslides and Waste Generation ................................. 27

3.1.4 Runoff Water and Drainage .................................................................. 27

3.2 AIR QUALITY AND BIOLOGICAL 27

3.2.1 Air Quality ......................................................................................... 27

3.2.2 Biological........................................................................................... 28

3.3 TRAFFIC, SAFETY AND SOCIO-ECONOMIC 28

3.3.1 Traffic................................................................................................ 28

3.3.2 Safety ................................................................................................ 28

3.3.3 Socio-Economic .................................................................................. 28

٣.٤ HISTORICAL SITES AND CHANCE FIND 29

٣.٥ POPULATION CENSUS ANDPOVERTYSTATUS 29

٣.٥.١ Population Census ............................................................................... 29

3.5.2 Poverty Status ..................................................................................... 30

٣.٦ SERVICES AND FACILITIES IN THE SUB-PROJECT AREA 33

٣.٧ ECONOMIC ACTIVITIES 33

4- POTENTIAL ENVIRONMENMTAL AND SOCIAL IMPACTS............................ 53

4.1 GENERAL 53

4.2 SCOPING OF IMPACTS 54

4.3 SPECIFIC IMPACTS 57

٤.٣.١ Impacts of Waste Generation ................................................................ 57

٤.٣.٢ Impacts of landslides and Soil Erosion, on Visual Intrusion ...................... 57

٤.٣.٣ Impacts of Dust on Air Quality ............................................................. 58

4.3.4 Impacts of Noise and Vibration ............................................................. 58

4.3.5 Impacts on Water Supply ..................................................................... 59


Table of Contents ج RMF-RAMP

4.3.6 Impacts on Runoff Water and Drainage.................................................. 59

4.3.7 Impacts on Fauna and Flora .................................................................. 59

4.3.8 Impacts on Traffic ............................................................................... 60

4.3.9 Impacts on Human Safety..................................................................... 60

4.3.10 Impacts on Social and Economic ........................................................... 61

5- SUB-PROJECT ANALYSIS OF ALTERNATIVES .............................................. 81

6- ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES (ESMM) 82

6.1 MITIGATION TOOLS 82

6.2 MITIGATION MEASURES 83

6.2.1 Mitigation Measures for Impacts of Waste Generation ............................. 83

6.2.2 Mitigation Measures for Impacts of Landslides, Soil Erosion on Visual Intrusion 83

6.2.3 Mitigation Measures for Impacts on Air Quality...................................... 84

6.2.4 Mitigation Measures for Impacts of Noise and Vibration.......................... 84

6.2.5 Mitigation Measures for Impacts on Water Supply .................................. 84

6.2.6 Mitigation Measures for Impacts of Runoff Water and Drainage 85

6.2.7 Mitigation Measures for Impacts on Fauna and Flora ............................... 85

6.2.8 Mitigation Measures for Impacts on Traffic ............................................ 85

6.2.9 Mitigation Measures for Impacts on Human Safety ................................. 86

6.2.10 Mitigation Measures for Impacts on Social and Economic........................ 87

6.3 SUMMARY OF MITIGATION MEASURES 88

7- ENVIRONMENTAL AND SOCIAL MONITORIN ACTIVITIES (ESMA) 89

7.1 MONITORING ARRANGEMENTS 89

7.1.1 Environmental and Social Impacts Monitoring:....................................... 89

7.2 REPORTING 90

8- ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP) 92

8.1 GENERAL 92

9- SOCIAL CONSULTATIONS ............................................................................. 94

9.1 CONSULTATIONS OBJECTIVES 94

9.2 CONSULTATIONS PROGRAM 94

9.3 CONSULTATIONS PROCESS 95

9.4 CONSULTATIONS FINDINGS 95

9.5 CONSULTATIONS TECHNICS 96

9.6 WOMEN CONSULTATIONS 98

9.7 WOMEN MAPING OF THE STUDY AREA 98

9.8 GENDER POLICIES 99

9.9 CONCLUSION 100

10- ANNXES ....................................................................................................... 102


Table of Contents د RMF-RAMP

ANNEX 1: Social Framework Agreement (SFA) ......................................................... 102

ANNEX 2: Beneficiary Committee List (BC) .............................................................. 105

ANNEX 3: Women Consultation Report ..................................................................... 108

ANNEX 4: Environmental and Social Screening Checklists for Sub-Project (1) ............... 120

LIST OF FIGURES FOR BASELINE CONDITIONS

Figure No Page No

Figure A: General Map of the Republic of Yemen 1-9 Figure B:General Map Showing Alignments of the Proposed Sub-Project 1-10 Figure C: GIS Map Poverty Status of the Sub-Project Targeted Districts 3-23 Fig.1:General Views of Road 1, Al Moaras – AzZuhra – Al Luhaiah, SR, 58.9 km 3-26 Fig.2:General Views of Road 2, Al AlLuhaiah – Al Khubah, RAP 1,TR, 18.2 km 3-27 Fig.3:General Views of Road 3, Al Qanawes – Al Kaden,RAP 1, TR, 16.2 km 3-28 Fig.4:General Views of Road 4, Bajil – Al Kaden – Al Dhahi, SR, 41.6 km 3-29 Fig.5:General Views of Road 5, Al Hudaidah – As Salif, SR, 54.5 km 3-30 Fig.6:General Views of Road 6, Madinat As Sharq – Bajil, MR, 94.2 km 3-31 Fig.7:General Views of Road 7, Al Qutai – WadiSeham – Bajil, SR, 37.7 km

3-32 Fig.8:General Views of Road 8, Seham – Boura’RAP 1,TR, 28.9 km 3-33 Fig.9:General Views of Road 9, Al Mansoraih-As Sukhnah- Souq Al Haid, SR, 27.8 km

3-34 Plate10:General Views of Road 10, Al Husainiah – Al JahRAP 1,TR, 31.5 km

335 Fig.11:General Views of Road 11, Al Maden – Al Moqer – As Shabariq, RAP 2,TR, 34.5 km

3-36 Fig.12:General Views of Road 12, Zabid – At Tuhaita – RAP 2,TR, 8.5 km

3-37 Fig.13:General Views of Road 13, Al Hudaidah – Al Mukha, MR, 107.1 km

3-38 Fig.14:General Views of Road 14, Al Udain – Al Jarahi, MR, 46.1 km

3-39 Fig.15:General Views of Road 15, Al Kolah – JabalRas, RAP 2,TR, 8.1 km

3-40 Fig.16:General Views of Road 16, Branch of Al Udain, SR, 27.5 km

3-41 Fig.17:General Views of Road 17, Hais – Al Khukheh, SR, 28.5 km

3-42 MR= Main Road, SR= Secondary Road, TR= Tertiary Road RAP= Rural Access Program


Table of Contents ه RMF-RAMP

LIST OF FIGURES FOR POTENTIAL IMPACTS

Figure No Page No

Fig.18:General Views of Road 1, Al Moaras – AzZuhra – Al Luhaiah, SR, 58.9 km 4-52 Fig.19:General Views of Road 2, Al AlLuhaiah – Al Khubah, RAP 1,TR, 18.2 km 4-53 Fig.20:General Views of Road 3, Al Qanawes – Al Kaden, RAP 1, TR, 16.2 km 4-54 Fig.21:General Views of Road 4, Bajil – Al Kaden – Al Dhahi, SR, 41.6 km 4-55 Fig.22:General Views of Road 5, Al Hudaidah – As Salif, SR, 54.5 km 4-56 Fig.23:General Views of Road 6, Madinat As Sharq – Bajil, MR, 94.2 km 4-57 Fig.24:General Views of Road 7, Al Qutai – WadiSeham – Bajil, SR, 37.7 km

4-58 Fig.25:General Views of Road 8, Seham – Boura’ RAP 1, TR, 28.9 km 4-59 Fig.26:General Views of Road 9, Al Mansoraih -As Sukhnah- Souq Al Haid, SR, 27.8 km

4-60 Fig.27:General Views of Road 10, Al Husainiah – Al Jah RAP 1,TR, 31.5 km

4-61 Fig.28:General Views of Road 11, Al Maden – Al Moqer – As Shabariq, RAP 2, TR, 34.5 km

4-62 Fig.29:General Views of Road 12, Zabid – At Tuhaita – RAP 2, TR, 8.5 km

4-63 Fig.30:General Views of Road 13, Al Hudaidah – Al Mukha, MR, 107.1 km

4-64 Fig.31:General Views of Road 14, Al Udain – Al Jarahi, MR, 46.1 km

4-65 Fig.32:General Views of Road 15, Al Kolah – JabalRas, RAP 2, TR, 8.1 km

4-66 Fig.33:General Views of Road 16, Branch of Al Udain, SR, 27.5 km

4-67 Fig.34:General Views of Road 17, Hais – Al Khukheh, SR, 28.5 km

4-68 MR= Main Road, SR= Secondary Road, TR= Tertiary Road RAP= Rural Access Program


Table of Contents و RMF-RAMP

LIST OF TABLES

Table No Page No

Table (1) Summary of Mitigation Measures during Backlog Worksand Repair Phase (ESMM) 9

Table (2) Summary of Monitoring Activities during Backlog Worksand Repair Phase (ESMA)

10

Table (3) Summary of Environmental and Social Management Plan (ESMP) 11

Table (4) Specific Description of Sub-Project (1) in Al Hudaidah Governorate Matrix 1-5

Table (5) Specific Items Works by (Al AMIDAH CONSULTANT) 1-11

Table (6) Environmental and Social Review Process

1-13

Table (7) World Bank Safeguard Policies Triggered

2-16

Table (8) Population Census of Sub-Project Targeted Districts

3-21

Table (9) Poverty Status of Sub-Project Targeted Districts

3-22

Table (10) Summary of Services and Facilities 3-25

Table (11) Field Matrix for Poten al Impacts Assessment during Backlog Repairs and Maintenance 4-45

Table (12) Relevant Clauses in Standard Construc on Contracts

6-70

Table (13) Summary of Mi ga on Measures during the Backlog Works and Repairs Phase (ESMM)

6-77

Table (14) Summary of Monitoring Ac vi es during the Backlog Works and Repairs Phase (ESMA) 7-80

Table (15) Summary of Environmental and Social Management Plan (ESMP)

8-82

Table (16) Shows Villages Surveyed, Date of Survey and No. of Men

9-86

Table (17) Shows Number of Villages, No. of Women and Date of Survey 9-88


Table of Contents ز RMF-RAMP


Executive Summary 1 RMF -RAMP

EXECUTIVE SUMMARY

EXECUTIVE SUMMARY

1. Introduction

1. This Environmental and Social Impact Assessment (ESIA) study contains the results of the environmental and social impact assessment undertaken for the (Backlog Repairs and Maintenance Works Phase and Routine Maintenance) of the sub-project number (1) for Al Hudaidah Governorate roads.

2. This ESIA document identifies and assesses the environmental and social risks and

impacts. In addition, this report determines the necessary mitigation measures and elaborates the necessary management and monitoring plans to ensure that impacts are dealt with and mitigation measures are followed during maintenance activities. Then the Environmental and Social Management Plan (ESMP) is followed at the end of this report.

3. The ESIA report was carried out according to the guidelines set out in the Environmental and Social Impact Assessment Framework (ESIAF) Document prepared for the RAMP implementation unit within the RMF.

4. The Environmental and Social Review Processes and the Environmental and Social

Screening and Scoping Checklist for each specific road were the main tools used during the preparation of this ESIA report.

5. In addition, based on the field visits, there would be no direct impacts

associated with land acquisition, and no resettlement of any individuals would be experienced. Also, no adverse impacts are anticipated in respect of sensitive habitat, wildlife or cultural heritage. Accordingly, this sub-project is classified as category (B).

6. This sub-project is part of the Road Maintenance Fund(RMF), Financed under Road

Asset Management Project (RAMP), Implementation Unit (IU).This ESIA report complies with the Bank’s Environmental and Social Policies and the Relevant Yemen Regulations.


Executive Summary 2 RMF-RAMP

2. Sub-Project Objectives

1. The sub-project development objective is to upgrade the existing paved roads to good conditions and to prevent its deterioration. Furthermore, to improve traffic safety at critical locations, improve slope stability at mountainous roads, clean cross drainage and side ditches and remove the illegal speed bumps and build new safe speed bumps.

2. A very important objective is to alleviate poverty in the area by creating local

employment through road maintenance works by improving access to basic services such as schools, health centers and markets.

3. The backlog maintenance works of the proposed sub-project will meet the future

demand for better transportation and communication between many districts and villages from and to Hudaidah City. In addition, keeping in view an anticipated overall development in the central region of the country; it will reduce travel time and reduce the cost of freight traffic between the central region of the governorate and districts.

4. Moreover, the importance of maintaining this sub-project of 669.8 km length is to

serve directly 17 roads with the popula on of about 1,911, 000 inhabitants in 18 districts within the sub-project area that will attract freight traffic between Al Hudaidah Governorate and other Governorates in the Country.

3. Sub-Project Description

5. The proposed sub-project is located in Al Hudaidah Governorate serving 18 districts out of 24 districts. The Governorate of Al Hudaidah is located in the Red Sea Coast of Yemen. In addition, the proposed sub-project serves many villages indirectly.

6. This sub-project contains 17 roads with a total length of (669.8 km). These roads

are classified as 3 main roads (247.4 km), 7 secondary roads (276.5 km) and 7 ter ary roads (145.6 km). The terrain type of these roads are 9 (flat), 4 (flat-rolling), 3 (flat-rolling-mountainous) and 1 pure mountainous. (Please refer to Governorate GIS map for more details).

7. The materials for road rehabilitation works will be acquired locally. The associated

environmental and social risk will be adequately managed through requirement written in ASHTO/BS standards and guidelines.

4. Legal and Institutional Framework

8. The ESIA of this sub-project is carried out to meet the requirements of the Environment Protection Law (EPL) No. 26 of 1995 in Yemen to protect the



environment, natural resources, society and health. The provisions of this framework law are implemented through Executive Regulations (By-Law 148-2000), issued by a decree of the Council of Ministers. According to the Law 25 described above, the EMP is required for road maintenance works.

9. In addition, this ESIA report has been prepared in conformity with World Bank

Operational Policy (OP/BP/GP 4.01). It is expected that for the RAMP only the OP / BP / GP 4.01 will be triggered.

5. Baseline Conditions

10. A field study was carried out in details from 29-31 of July 2012 and again from 19-29 of September 2012 by both the Environmental and Social Specialists for the purpose of assessing the existing environmental and social conditions.

5.1 Physical Region and Land Use

11. Physical Region: The physiographic characteristics of the sub-project roads are very diverse. Al Hudaidah Governorate is located west coast of Yemen near the Red Sea. The Governorate of Al Hudaidah includes 24 districts where 6 districts are located adjacent to Red Sea Shore. The proposed sub-project is serving 18 districts with a total length of (669.8 km). In addition, the proposed sub-project includes 17 roads and is classified as: 3 main roads with a total length of (247.4 km), 7 secondary roads with a total length of (276.5 km) and 7 tertiary roads with a total length of (145.6 km). The terrain type of these roads vary between flat (9 roads), to rolling (5 roads) to mountainous (3 roads) and some of them are mixed of flat-rolling-mountainous.

12. Land Use: Most of the sub-project roads that have been visited are agricultural lands on one or both sides. Most of the terrains have vegetative cover on valley side. Agricultural and pastures activities are the major land use characteristic at the sub-project area.

5.2 Climate, Rainfall and Water Resources

13. Climate: “Arid Tropical Climate”. This climate covers the coastal plains region and Lower Mountain slopes in the West and South. The mean temperature ranges from 25-35 degrees cen grade, while rela ve humidity ranges from 65-80%.

14. Rainfall: In most areas the rainfall is insufficient for rain fed agriculture. Rainfall in

this area ranges from 70-400mm.

15. Water Resources: Water is a scarce commodity with fluctuating supply that has been harvested by Yemenis through intricate system. Yemenis for centuries have been constructing terraces to utilize highlands for cultivation, which are also useful in controlling soil erosion.



5.3 Air Quality and Noise

16. Air Quality: Data in air quality in Yemen in general and the sub-project area in particular is extremely scarce. However, based on the field visit, it was noticed that the air quality in the road regions is very good and is unlikely to be of major concern.

17. Noise: In addition, during the backlog maintenance works, minimum noise is expected from equipment during the removal of landslides in roads (8+15). However, no noise is expected in the remaining roads because most of the maintenance activities will be hand held equipment and labor work such as cleaning and masonry works. Therefore, noise is seen as a minor concern in the sub-project area.

5.4 Biological Resources 18. Flora: Most of the roads under study do not pass through places that deserve

special care from the environmental point of view, i.e. e. protected areas. The vegetation in most part of the sub- project area is used by the residents for their daily purposes, for firewood and as rangeland for livestock. Most cultivable lands in the roads are found along the wadis. Mostly Maize, millet are grown in large quan es along the route. The fruit trees were encountered along road (4+5+7), such as Mango and Banana.

19. Fauna: The sub-project does not traverse any known biodiversity hotspot, nor is it close to any area identified as having particular biological values such as (birds and sensitive animals). The most common livestock in the area are goats and sheep. People also raise cows, camels and donkeys. Therefore, the activities from the backlog maintenance works would not have any negative impact on flora or fauna life.

5.5 Socio-Economic

20. Most of the local communities in Al Hudaidah sub-project depend on fishing and raising livestock such as in roads (1+2). The majority of the population in remaining 15 roads are located in the Wadis as (Siham, Surdud, Zabid, Rima'a, Mawr) and Highland Plateaus, performing agricultural activities and irrigating from the spates flow in the Wadis in the rainy seasons, and from base flow and groundwater.

21. The main crops are Cereals such as (Sorghum, Millet, Maize and Gharib), Fruits such as (Papaya, Bananas & Mango) Vegetables, Legumes and cash crops including Sesame, Coffee, Cotton, Tobacco. Date Palm plantations are concentrated on the banks of five major wadis dissecting the Tihama plain from the mountain foothills to the Red Sea, which include Russian, Zabid, Remaa, Surdod, and Mourwadis. Date palm plantations are under flood irrigation systems.



6. Environmental and Social Impacts Assessment (ESIA)

22. Prior to the execution of Al Hudaidah sub-project, an environmental and social field screening was conducted using the checklist that has been developed for the preparation of the Environmental and Social Impact Assessment (ESIA) report. This checklist covers environmental as well as potential social impacts.

23. Since this sub-project does not involve the construction of new roads, the negative

impacts associated with land acquisition are not expected in the 17 roads. Also, no adverse impacts are anticipated in respect of sensitive habitat, wildlife or cultural heritage. Accordingly, this sub-project is classified as category (B).

24. A number of pre-rehabilitation-related impacts have been identified, most of

which are low or moderate. From an Environmental and social point of view, the principal concerns are those related to problems associated with :(i) landslides in roads no. (8+15) due to the mountainous terrain, which the road is crossing; (ii) moving sands in some critical places over the road surface (may cause vehicle accidents especially at night) in roads no. (1+2+5+13+17) as these roads are located near the sea shore; (iii) blocked side ditches and cross drainage by accumulated debris in roads no. (1+4+6+ 8+9+10+12) ;(iv) the lack of safety measures (at sharp curves) in roads (6+14) which cause accidents by negligent driving habits;(v) the traffic congestion and jam because of grown small shops made of iron and are movable on the roadside in roads (1+5+6+9+11), and (vi) the growing natural trees adjacent to ROW in roads (3+6+7+10+12).

25. The impact analysis indicates that overall, beneficial impacts of this sub-project

(backlog repairs and maintenance works) on physical and natural resources, water drainage, air quality, traffic safety and local economic development are expected to outweigh negative impacts.

26. All potentially adverse impacts arising during rehabilitation could be mitigated

satisfactorily through the inclusion of suitable Environmental and Social Mitigation Measures and Monitoring Program attached as an annex to bidding documents.

7. Analysis of Alternatives

27. From the environmental and social viewpoint, the “no-built” alternative is not preferable to sub-project implementation since the improvements of the alignments will have a very positive impact on road users regarding the improvement of safety, landslides and cleaning, repair of damaged portions of asphalt pavement and implementing all safety measures at unsafe curves and the unstable slopes.

28. The “no project” option is considered inappropriate in view of the long-term and widespread benefits of roads upgrading to the communities served by the roads in comparison with the short-term potential adverse impacts associated with the maintenance phase, most of which can be mitigated satisfactorily.

29. The positive impact indicates that overall, beneficial impacts of this sub-project (backlog repairs and maintenance works) on physical and natural resources,



safety, job creation and local economic development are expected to outweigh negative impacts.

8. Environmental and Social Mitigation Measures (ESMM)

30. This section discusses the Environmental and Social Mitigation Measures (ESMM) for the proposed sub-project. Mitigation measures are referred to the predicted impacts, the nature of the impacts (permanent - temporary), and the extent of impact (minor – major).

31. The key mitigation measures proposed include: proper management, temporary storage and safe disposal of construction waste, construction of retaining walls and gabions, water spraying during operations causing dust emissions, control measures for waste fuel, oil and lubricants, reduction of noise and dust levels through restricting working hours and proper maintenance of equipment, rehabilitation of areas used for construction detours and sites used for temporarily storage of construction materials, provision of alternative access to residents and roadside businesses.

32. Most of the proposed ESMM mitigation activities would be ensured under

provisions in the construction supervision contract documents and as necessary by agreement with the communities that will be stated in the SFA.

33. All costs associated with the mitigation measures for all environmental and social impacts would be incorporated into the overall sub-project budget.

9. Environmental and Social Monitoring Activities (ESMA)

34. During the maintenance activities, the daily monitoring activities relays on the supervising consultant of all environmental and social impacts to determine contractor compliance or otherwise with the ESMP. The consultant will monitor the application of environmental and social mitigation measures and the result of monitoring activities shall be reflected on the monthly report.

35. The sub-project officer at Road Asset Management Project Implementation Unit

(RAMP-IU) shall conduct site inspec ons every 4-6 weeks to monitor the compliance of both the contractor and the supervising consultant with the applications of all mitigation measures for environmental and social impacts. Photographic documentation will be required in the continuous and regular monitoring.

36. The Environmental and Social Specialists within the (RAMP) are responsible for

overall monitoring of all roads under sub-project. The responsibility is to follow up and monitor the contractor, consultant and the sub-project officer and review monthly reports on contractor compliance. The result of the monitoring will be archived in a dossier for the sub-project for WB Audit.



10. Environmental and Social Management Plan (ESMP)

37. The Specific Environmental and Social Management Plan (ESMP), which is considered the main body of the study is shown in sec on 8 of this report. Both ESIA and ESMP have been prepared in conformity with World Bank Operational Policy OP/BP/GP 4.01. The objec ve of this ESMP is to establish a mechanism to implement mitigation measures for the expected negative impacts and to monitor the efficiency of these mitigation measures.

38. The content of the ESMP of this sub- project is based on the findings of consultations with local stakeholders (Project Affected People). The ESMP for the sub-project will be reviewed in accordance with the World Bank guidelines and disclosed prior to the launching of the works contract. The RMF will obtain a no objection notice from the World Bank for the ESMP of this sub-project.

39. After the impact screening and scoping were finalized, the most significant potential environmental and social impacts were analyzed in order to assess their magnitude and significance. Moreover, particular mitigation measures were designed following the guidance provided in Table 1 below for backlog works and repairs and in Table 2 for monitoring ac vi es. Table 3 shows Summary of the ESMP which includes impacts, mitigation measures, monitoring responsibilities, quantities and cost.

11. Social Consultations

40. Consultations at central level with stakeholders were organized in November 2012 based on an early draft of the ESIAF. The consultations were arranged as public meetings and the participants included: representatives of the RMF, Ministry of Water and Environment, Environmental Protection Authority and Ministry of Public Works and Highway, Governorate Administration, Local Councils, Community Groups. The participants expressed their satisfaction with the Sub-Project and no significant issues regarding the potential negative impacts of the RAMP were raised.

41. In addition, another social consultation at the local level was carried out for each individual road with Local Communities and Possible Affected People. The aim is to solicit social views on the proposed sub-project and to incorporate their concerns into the Environmental and Social Management Plan (ESMP) and the Social Framework Agreement (SFA).

42. During the Social Consultations that were carried out with the local people, most of the locals have shown their cooperation and willingness to cooperate with the contractor for the benefit of the road and showed their interest to work with the contractor as laborers. Therefore, the Road Maintenance Fund (RMF) will prepare the Social Framework Agreement (SFA) before implementation starts and prepare a letter to the Governor to form a beneficiary committee.

43. The local community reiterated the need for road maintenance to improve road safety and reduce damage to agricultural lands resulting from floods and limited



number of box culverts. Other comments were related to the need to include local workers in the maintenance works, correcting dangerous curves, implementation of works without delays; removal of random speed bumps, and locating contractor’s camps away from agricultural land. It is worth noting that this round of consultation included representatives from the civil society organizations and women participants.

12. Women Consultations

44. The women consultation was conducted earlier and prepared interviews with women to solicit their views and concerns regarding the rehabilitation and implementation of the sub-project under study. The woman consultant has made consultations in several villages along the sub-project to interview women from different levels and discuss with them the expected impact and the appropriate mitigation measures with regard to their daily activities. A separate report was prepared in Arabic with an executive summary of the findings in English (Annex 3). The main findings were to put traffic signs at places where students cross to schools, also where women and animals cross to field. Set a group of people to organize traffic movement next to schools during the time of going to school and out of school. Build speed bumps near entrance of villages with engineering specification. Widen the road at market places to avoid traffic jam at peak hours.

13. Conclusion

45. The ESIA concludes that the sub-project will have substantial socioeconomic and environmental benefits resulting from improvements in backlog maintenance works. Conventional engineering designs with proven records of reliable performance will be adopted for the rehabilitation of each road. The rehabilitated infrastructure will be environmentally sound in their design, sitting, maintenance and operation. Although adverse environmental and social impacts are anticipated during the rehabilitation of the sub-project, mitigation measures are set out in the ESMP and closely scrutinized following the environmental and social monitoring activity are expected to fully mitigate these potential impacts.

14. Report Structuring

The structure of the Environmental and Social Impact Assessment report is as follows:

SECTION 1: SUB-PROJECT OBEJECTIVES AND DESCRIPTION

SECTION 2: LEGAL AND INSTITUTIONAL FRAMEWORK

SECTION 3: BASELINE CONDTITIONS

SECTION 4: POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS

SECTION 5: SUB-PROJECT ANALYSIS OF ALTERNATIVES

SECTION 6: ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES (ESMM)

SECTION 7: ENVIRONMENTAL AND SOCIAL MONITORING ACTIVITIES (ESMA)

SECTION 8: ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP)

SECTION 9: SOCIAL CONSULTATIONS AND FINDINGS

SECTION 10: ANNEXES



15. Summary of Mitigation Measures during the Backlog Works and Repairs Phase

# Impact Mitigation Measures

Responsibility Cost

1 Waste Management

1. Removal of lose material in roads (8+15) and shoulder repairs in roads (1+7):

• Proper transport of excess material by trucks covered to suitable places in agreement with locals and consultant

2. Household waste in roads (1+5+11): • Use of trash containers and transport by trucks covered to

recycle plant 3. Camp waste: • Proper solid waste disposal or liquid waste recycling at

designated permitted sites • Periodic inspection of road works • Periodic inspection of equipment maintenance

Contractor

Will be part of the contract. Bidders will be able to price this item in their bids.

2

Landslides, soil erosion, and Visual intrusion

1. Unstable slopes in roads (8+15): • Build retaining walls, gabions, • Ensure that populated areas are protected from landslides • Where feasible, provision of an open area ~1m wide, behind

cut side channels, to accommodate fallen debris which must be cleaned

• Where feasible, increase the mass thickness of the rock fill to provide additional resistance to stability

• Provision of adequate drainage systems • Planting trees in sensitive zones, where feasible • Restoration of vegetative cover, where feasible

Supervision Consultants and Contractors

Consultants will issue work orders to be financed by the works contracts.

3 Air quality • Usage of well-maintained equipment • Water spraying for dust control

4 Noise& Vibration

• Usage of quiet/well-maintained equipment • Usage of operational noise mufflers • Limiting noisy activities to normal daylight hours • Provision of speed limit signs at critical locations • Planting trees in sensitive zones, where feasible

5 Water supply • Protecting water supply systems • Coordination with land owners on scheduling maintenance

activities

6 Runoff water and drainage

• Side sloping the road to prevent the accumulation of water on the road surface

• Re-vegetation of disturbed soils • Periodic cleaning and maintenance of ditches and culverts

7 Fauna and flora

• Placing speed limit signs and planting trees at critical locations and known animal crossing pathways

• Periodic cleaning and maintenance of culverts to facilitate amphibians crossing

8 Traffic

• Informing the public about schedule of maintenance • Provision of alternative access roads/ by-passes where feasible • Traffic management • Ensure traffic safety

9 Health & Safety

• Compliance with General Health, Safety, and Environment Regulations

10 Socio-economics

• Shortening the road works period • Informing the public and coordinating with them on the

schedule of maintenance activities • Provision of alternative access roads/ by-passes where feasible • Traffic management

Contractor in coordination with the Supervising Consultant and RMF

Included within the contractor’s fees Varies with sub-projects depending on its characteristics



16. Summary of Monitoring Activities during the Backlog Works and Repairs Phase Impact Monitoring Activity Frequency Responsibility Cost

1 Waste Management

• Maintaining a record of type, quantity, and disposal location of solid and liquid waste generation

2 Landslides, Soil Erosion, and Visual Intrusion

• Site inspection and photographic documentation of excavation and maintenance activities

• Photographic documentation of planting and re-vegetation activities

3 Air Quality

• Visual observation and photographic documentation of equipment induced emissions and dust clouds during excavation activities

4 Noise& Vibration

• Site supervision/inspection and documentation to ensure the implementation of mitigation measures

5 Water Supply

• Close supervision and documentation of pipe re-location activities

• Observing nearby springs for potential siltation following a rainfall event

6 Runoff Water and Drainage

• Site inspection and photographic documentation of water harvesting activities and re-vegetation activities

• Checking on culverts particularly following rainfall events

7 Fauna and Flora • Site inspection and photographic

documentation of excavation and re-planting activities

8 Traffic • Site supervision-inspection and

photographic documentation

9 Human Safety

• Inspection/supervision and photographic documentation

• Maintaining a record of injuries and accidents specifying cause and location

10 Socio-Economics • Site inspection and documentation of

community activities along roads and documented.

Ongoing during the Works Phase

Supervising Consultant in coordination with dedicated Engineer-Specialist from RMF

Equivalent of one full time Environmental and Social monitoring Specialist for the sub-project who shall coordinate and report to a dedicated Engineer at RMF


Executive Summary 11 RMF -RAMP

17. Summary of ESMP during Backlog Repair and Maintenance Phase Responsibility S.N. Impact Mitigation Measures

Monitoring Implementation Quantity Cost

1

Waste Management Proper solid waste disposal or liquid waste recycling at designated permitted sites Periodic inspection of road works Periodic inspection of equipment maintenance

Maintaining a record of type, quantity, and disposal location of solid and liquid waste generation Contractor

380 Cu.M Removal of Material and Disposal

1,676 Cu.M Removal of Asphalt + Base

Will be part of the contract. Bidders will be able to cost this item in their bids.

2


Ensure that populated areas are protected from landslides Where feasible, provision of an open area ~1m wide, behind cut side channels, to accommodate fallen debris which must be cleaned Where feasible, increase the mass thickness of the rock fill to provide additional resistance to stability Provision of adequate drainage systems Planting trees in sensitive zones, where feasible Restoration of vegetative cover, where feasible

Site inspection and photographic documentation of excavation and maintenance activities Photographic documentation of planting and re-vegetation activities


1,390 Cu.M Boulder 3,348 Cu.M Stone

1,487 Sq. M Riprap 131 Cu.M Gabions


3

Traffic Informing the public about schedule of maintenance Provision of alternative access roads/ by-passes where feasible Traffic management to ensure traffic safety

Site supervision-inspection and photographic documentation

4 Air quality Usage of well-maintained equipment

Water spraying for dust control Visual observation and photographic documentation of equipment induced emissions and dust clouds during excavation activities

5

Noise Usage of quiet/well-maintained equipment Usage of operational noise mufflers Limiting noisy activities to normal daylight hours Provision of speed limit signs at critical locations Planting trees in sensitive zones, where feasible

Site supervision/inspection and documentation to ensure the implementation of mitigation measures

6

Socio-economics Shortening the road works period Informing the public and coordinating with them on the schedule of maintenance activities Provision of alternative access roads/ by-passes where feasible Traffic management

Site inspection and documentation of community activities along roads and documented.

7

Water supply Protecting water supply systems Coordination with land owners on scheduling maintenance activities

Close supervision and documentation of pipe re-location activities Observing nearby springs for potential siltation following a rainfall event

8

Runoff water and drainage Side sloping the road to prevent the accumulation of water on the road surface Re-vegetation of disturbed soils Periodic cleaning and maintenance of ditches and culverts

Site inspection and photographic documentation of water harvesting activities and re-vegetation activities Checking on culverts particularly following rainfall events

9 Fauna and flora Placing speed limit signs and planting trees at critical locations and known

animal crossing pathways Periodic cleaning and maintenance of culverts to facilitate amphibians crossing

Site inspection and photographic documentation of excavation and re-planting activities

10

Health & Safety Compliance with General Health, Safety, and Environment Regulations Inspection/supervision and photographic documentation Maintaining a record of injuries and accidents specifying cause and location


256,568 M White and Yellow Paint 94 No. Direc onal Signs 564 No. Warning Signs 113 No. Kilometer Post 1,013 No. Cat Eyes (One Face) 2,025 No. Cat Eyes (Two Face) 1,200 M Guardrails 300 Guardrails Reflective signs 420 sq. Yellow Paint for Cross waking 20 No. AC Speed Bumps



Sub-Project objectives and Description 1-12 RMF-RAMP

SECTION1SUBPROJECT OBEJECTIVES AND DESCRIPTION

1- SUB-PROJET OBJECTIVES AND DESCRIPTION

1.1 OBJECTIVES

1.1.1 General Objectives

1. The sub-project development objective is to up-grade the existing paved roads to good conditions and to prevent its deterioration in the governorate of Al Hudaidah. Furthermore, to improve access to basic services such as schools, health centers and markets.

2. A very important objective is to alleviate poverty in the area by creating local employment through small-scale and labor-based road maintenance works.

3. The backlog maintenance works of the proposed sub-project will meet the future demand for better transportation and communication between many districts and villages from and to Al Hudaidah City. In addition, keeping in view an anticipated over all development in the central region of the country; it will reduce travel time and reduce the cost for freight traffic engaged between the central region of the governorate and districts.

4. Moreover, the importance of maintaining this sub-project of (669.8 km) long is to serve directly 17 roads with a population of about 1,911,333inhabitants in 18 districts within the sub-project area that will attract freight traffic with origins and destinations from Al Hudaidah Governorate to other Governorates in the Country.

1.1.2 Specific Objectives

5. Identify environmental and social impacts and risks in an integrated manner to promote sound and sustainable environmental and social performance and sub-project outcomes.

6. Apply screening criteria for acceptability of sub-project intervention from environmental and social aspects.

7. Develop an Environmental and Social Management Plan (ESMP) for the mitigation

of the potential negative impacts and for monitoring compliance with the relevant environmental Yemeni laws and World Bank Operational Policies.



8. Improve traffic safety at critical locations, improve slope stability at mountainous roads, clean cross drainage and side ditches and remove the illegal speed bumps and build new safe speed bumps.

1.2 SUB-PROJECT DESCRIPTION

1.2.1 Location Governorate: Al Hudaidah

District(s): 18 Districts out of 24 Districts

1.2.2 Length Study length: 669.8 Kilometers

3 Main Roads: 247.4 km 7 Secondary Roads: 276.5 km 7 Ter ary Roads: 145.6 km

1.2.3 Total Roads 17

1.2.4 General Description

9. The proposed sub-project is located in Al Hudaidah Governorate and serves 18 districts out of 24 districts. The Governorate of Al Hudaidah is located West Coast of Yemen, on the Red Sea. In addition, the proposed sub-project serves many villages directly and indirectly.

10. This sub-project contains 17 roads with a total length of (669.8 km). These roads are classified as three main roads (247.4 km), seven secondary roads (276.5 km) and seven ter ary roads (145.6 km).

11. The terrain type of these roads are 9 (flats), 4 (flat-rolling), 3 (flat-rolling-mountainous) and 1 pure (mountainous). Land use is mostly agricultural diver ng from right to left of the alignments (Please refer to Governorate GIS map for more details).

1.2.5 Specific Description

12. The specific description of sub-project (1) is shown in table (4), the matrix below for easy reference. The matrix includes road number, name, length, description of the alignment, classification, terrain type and expected negative impacts.



Table 4. Specific Description of Sub-Project (1) in Al Hudaidah Governorate.

S.N Road No. Road Name Length

(km) Description Road Classification Terrain Type Environmental Impacts

1.2.4.1 1 Al Moaras–AzZuhra–Al Luhaiah

58.9 This alignment starts about 102km away from Hudaidah City on Hudaidah – Haradh Main Road at Al Moaras Area and ends Al Luhaiah District on the Sea Shore. Al Luhaiah Town is famous with old traditional houses and is considered as Fish Market with all different type of Sea Food. The Local People are poor and need support from the Government to improve their economic situation.

The existing alignment is a secondary asphalted road with an average width of 7m and 1.5m gravel shoulders on both sides The proposed road serves about 5-10 villages directly and more than 15 villages indirectly.

The existing alignment is considered as flat terrain with gentle longitudinal grade.

The concerned impacts are moving sand over road surface at different locations at station 10+500, at 27+000 Irish Crossing, at 28+600 I.C and at 28+900 I.C, waste disposal at station 16+700 and 19+700, small shops adjacent to ROW at station 16+900, blocked culverts at several locations at 18+300, at 28+100, at 53+000 and renew white centerline pavement marking.

1.2.4.2 2 Al Luhaiah–Al Khubah 18.2 This alignment is branching off from road (1) above at station 44+300 at Jabal Al Melh Junction facing south west and ends at Al Khubah village.

The existing alignment is a tertiary asphalted road with an average width of 6m and 1m gravel shoulder on both sides. The proposed road is built by RAP 2 and serves few villages directly and indirectly.

The existing alignment is considered as flat terrain with gentle longitudinal grade.

The most concerned impacts are related to the removal of accumulated sand over the road surface such as at station 4+600, 4+900, 5+800 and cleaning the blocked culverts at few locations such as at station 7+400, 11+900, 17+300.

1.2.4.3 3 Al Qanawes–Al Kaden 16.2 This alignment is branching off from road (4) at station 18+600 at Al Kaden Area facing northwest direction and ends at Al Maslobah village.

The existing alignment is a tertiary asphalted road with an average width of 6m and 1m gravel shoulder on both sides. This is RAP1

The existing alignment is considered as flat most part and rolling probably at the end.

The most concerned impacts are the growing of natural trees adjacent to ROW at 2+200, 4+000, 7+800, 8+900, 11+400 and 13+800.

1.2.4.4 4 Baje–Al Kaden–Al Dhahi 41.6 This alignment starts about 54km away from Hudaidah City on Hudaidah – Sana’a Main Road. The start point is after 1.7km from the end of double carriageway from Bajel Town facing north until Al Kaden Area, then the alignment faces west until it ends at Al Dhahi Town on Al Hudaidah – Haradh Main Road (which is about 44.5km from Hudaidah City).

The existing alignment is a secondary asphalted road with an average width of 7m and 1.5m gravel shoulders on both sides. The road is still in good conditions with some stretches of the road have been overlaid.

The existing alignment is considered as flat terrain.

The concerned impacts are the illegal speed bumps that have been built by the locals at several locations and some of them may cause accidents for the drivers especially at night time. Another concern will be the grown of the natural trees on both sides of the alignment adjacent to ROW. Also, the painting needs to be renewed.



1.2.4.5 5 Al Hudaidah – As Salif 54.5 The start point of this alignment is at about 20.8km away from Hudaidah City branching off Al Hudaidah – Haradh Main Road and it proceeds north west until it reaches As Salif District at km 54.5 (commercial area).

The existing alignment is a secondary asphalted road with an average width of 7m and 1.5m shoulders on both sides.


The expected impacts are related to the moving sand over the road surface at several locations, the house waste disposal near As Salif area, the manual excavation to obtain Salt near the Sea Shore, the growing of the natural trees adjacent to ROW, the small ice boxes sellers at ROW of Al Alerej Village, and the blocked drainage culverts at several locations of the alignment.

1.2.4.6 6 Madinat As Sharq–Bajel 94.2 This alignment serves three governorates: (3.5km in Dhamar Governorate, 51.6km in Raymah Governorate and 39.1km in Hudaidah Governorate). The start point of this alignment is after the check point of Madinat As Shareq Town heading north west passing through many villages and ends at the junction of Sana’a – Al Hudaidah Main Road which is about 6km from Bajel Town.

The existing alignment is classified as an asphalted main road (by Yemen Roads Network) with an average width of 7m of paved asphalt and 1.5m gravel shoulders on both sides.

The terrain type of this alignment is split into three parts: from station 0+000 until station 22+500 is rolling, from station 22+500 until 60+100 is rolling to mountainous and from station 60+100 until 94+200 is flat.

The major impacts related to this alignment are the dangerous sharp curves at station 9+800 which causes accidents, the dangerous speed bumps at station 56+500 which may cause accident specially at night (safety measure), and the centerline painting. In addition, the illegal small shops built adjacent to ROW at station 66+300 at Souq Obal area.

1.2.4.7 7 Al Quti’a – WadiSeham – Bajel

37.7 This alignment starts at about 32.7km from Hudaidah City on Sana’a – Al Hudaidah Main Road. The start point of this alignment is from Al Quti’a area which is about 23.2km south west from Bajel Town and proceeds in almost half circle and ends in Bajel Town.

The existing alignment is classified as a secondary asphalted road. This alignment crosses the junction of road number (8) at station 22+400 and the junction of road number (9) at station 10+800 from start point.


The most impacts are the growing natural trees on the shoulders of the alignment specially at station 22+200 on both sides which causes invisibility for drivers and narrowing the passage way. In addition, this alignment crosses Wadi Seham at two locations: from station 6+500 to 7+800 and from station 23+300 to 24+600 and these sections are unpaved. Another concern is the blocked culverts and the incomplete shoulders at some locations.

1.2.4.8 8 Seham – Boura 28.9 This alignment is branching off from road (7) at station 22+400 heading east for about 11.5km and then south until end of alignment at Boura District Center.

The existing alignment is classified as a tertiary asphalted road with an average width of 6m and about 1m gravel shoulders on both sides.

The terrain type of this alignment is split into three segments: flat from station 0+000 until 8+800, rolling until station 15+400 and mountainous until station 28+900

The major impacts are related to landslide to side ditches, blocked culverts, fade painting, unfinished riprap works and protection, new structures built adjacent to ROW, stone cutting on road surface by locals. In addition, another major concern is the possible big landslide is expected at station 23+700 on LHS and a very urgent help is needed from a Geologist Expert.



1.2.4.9 9 AlMansouriah–AsSukhnah–SouqAlHaid

27.8 This alignment is branching off (km 16 – Al Mokha Main Road) which is about 28.5km from km16. The start point of this road is located after Al Mansouriah Town and proceeds until it ends at Souq Al Haid Village, which is beginning of road number (9) above.

The existing alignment is classified as a secondary asphalted road with an average width of 7m and 1.5m shoulders on both sides.

The terrain type is flat to rolling. The concerned impacts are minimum here because the road is still new with yellow and white paint and complete shoulders. The expected impacts are the blocked culverts and the new developed small shops adjacent to ROW at station 10+300

1.2.4.10 10 Al Husainiah – Al Jah 31.5 This alignment is branching off (km 16 – Al Mukha Main Road) which is about 66.2km from km16. The start point of this road is located after Al Husainiah Town and proceeds west until it ends at Al Jah area, on Al Hudaidah – Al Mukha Main Road.

The existing alignment is classified as a tertiary road implemented by RAP 2.

The terrain type is considered as flat. The expected impacts are waste disposal, trees adjacent to ROW, blocked culverts, dangerous speed bumps, and accumulated sand on road surface

1.2.4.11 11 Al Maden-Al MoqerAsShabariq

34.5 This alignment is branching off (Al Husainiah–Dhamar under construction Main Road) which is about 13km from Al Husainiah Town and ends at Zabid Town which is at 84.1km from km16. The start point of this road is located after Al Husainiah Town and proceeds until it ends at Al Jah area, on Al Hudaidah – Al Mukha Main Road.


The terrain type is considered as flat. The expected impacts are the small shops adjacent to ROW, new construction on ROW at 14+700, waste disposal at 26+000

1.2.4.12 12 Zabid – At Tuhaita 8.5 This alignment is branching off (km 16 – Al Mukha Main Road) which is about 81.1km from km16. The start point of this road is located after Zabi Town and proceeds until it ends at AtTuhaita area.


The terrain type is considered as flat to rolling.

The concerned impacts are house waste disposal, incomplete shoulder works, centerline paint, blocked culverts and natural trees adjacent to ROW

1.2.4.13 13 Al Hudaidah-Al Mukha 107.1 This alignment considered new with international specification .i.e. the carriage way is 7m wide with 1.5m asphalted shoulders and 1m gravel shoulders, including all safety measures such as yellow paint in the edges and white paint in the center, bus parking in specific locations and all protection works and guard rails, information signs and speed limit signs and kilometer post. This road is considered new financed by Qater Government and is built adjacent to Sea Shore.

The existing alignment is classified as a main road implemented by ministry.

The terrain type is considered as flat. The major concerns are related to accumulated sand at different locations on road surface, damage of guard rails by vehicle accident at few locations, increased speed because new road and wide, passing of pedestrians on shoulders may cause accidents, damage on shoulder edges because of rain,



1.2.4.14 14 Al Udain – Al Jarahi 46.1 This alignment is branching off (km16 – Al Mukha Main Road) which is about 98.3km from km16. The start point of the alignment is after 1.3km from the junction away from congested market and proceeds east until it reaches Souq Al Khamis end of proposed portion of road for maintenance.

The existing alignment is classified as a main road implemented by GCRB.

The terrain type is considered as flat to rolling.

The expected impacts will be related to dangerous sharp curves at station 3+800, at 4+700, at 6+500 and 9+500. Another concern is edge failure at 23+800, 24+100 and 24+800 because of rain,

1.2.4.15 15 Al Kolah – JabalRas 8.1 This alignment is branching off road (16) at station 26+400. The start point of this road

This alignment is classified as tertiary road implemented by RAP 2.

The terrain type is pure mountainous. The expected impacts are related to rock fall on the Irish Crossing at 0+550, failure at culvert at 1+400, landslide at 2+100, 2+600, 2+900, and at 6+500. In addition, an electric pole is falling at 5+100

1.2.4.16 16 Branch of AlUdain 27.5 This alignment is branching off road (16) at station 38+300. The start point of this branch is at Al Mabraz area and proceeds until it crosses (km16 – Al Mukha Main Road) which is about 2.7km away before Hais Town

This alignment is classified as a secondary road.

The terrain type is considered as flat to rolling to mountainous.

The impacts would be related to waste disposal at 4+200 from previous contractor and cleaning culverts.

1.2.4.17 17 Hais – Al Khukhah 28.5 This alignment is branching off (km16 – Al Mukha Main Road) which is about 119.3km from km16. The start point of this road is from Hais area facing west towards Al Khukhah Town. Al Khukhah Town is a tourist area with a nice beach and excellent weather.

This alignment is classified as a secondary road.

The terrain type is flat. The expected impacts will be related to failure at Irish Crossing at station 5+000, the sharp steep slope gradient at five I.C. which may cause vehicle accidents especially for none local drivers, sharp curves, and accumulated sand at different locations.

Total Length 669.8



Figure A: General Map of the Republic of Yemen



Figure B: General Map for Al Hudaidah Governorate Showing Roads Alignments of the Proposed Sub-Project



Table (4), Specific Items Works by (Al AMIDAH CONSULT, AMICON)

S.N Description Unit Quantity Unit Rate (Y.R.) Amount (Y.R)

1 Structural Excavation m3 24,509 1,000 24,509,000

2 Cyclopean m3 2,170 7,500 16,275,000

3 Construct Gabions m3 3,879 15,000 58,185,000

4 Remove Old Cracked Walls m3 1,017 1,500 1,525,500

5 Stone Masonry for Walls m3 4,685 14,000 65,590,000

6 Stone Masonry for Culverts m3 220 16,000 3,520,000

7 Safety Barriers m3 3,370 18,000 60,660,000

8 Cleaning Blocked Ditches for Drainage m3 10,560 1,200 12,672,000

9 Cleaning Blocked Culverts for Drainage m3 1,216 25,000 30,400,000

10 Repair and Maintain Old Riprap m2 16,294 1,500 24,441,000

11 Execute New Riprap m2 31,909 3,500 111,681,500

12 Execute Concrete Curbs lm 23,046 2,000 46,092,000

13 Removal of Old Asphalt, Disposal, Transportation and Bed Preparation

m3 70,181 150 10,527,150

14 Removal of Old Asphalt and Base m3 3,720 200 744,000

15 Execute New Asphalt Concrete Layer m3 24,533 37,000 907,721,000

16 Execute New Granular Base Course Layer m3 820 1,800 1,476,000

17 Cleaning Shoulders m3 742,416 100 74,241,600

18 Leveling Shoulders with Selected Material m3 116,996 1,000 116,996,000

19 Trimming Shoulders m3 7,602 50 380,100

20 Removal and Disposal of Excess Material for 5km Distance

m3 13,103 400 5,241,200

21 Pavement Marking (White & Yellow Thermo Plastic Reflective Paint)

lm 1,284,045 220 282,489,900

22 Install Directional Road Signs no 173 90,000 15,570,000

23 Install Warning Road Signs no 1,727 50,000 86,350,000

Total Amount 1,957,287,950



1.3 PROPOSED WORKS

1.3.1 General Works

13. The proposed works would include backlog maintenance of the 17 roads surveyed including repairs to damaged road surfacing, drainage cleaning, removing accumulated sand on road surface, restoration of eroded shoulders and road furniture such as replacing damaged guardrails, re-installing stolen road signs and renewing pavement marking. In addition, improve traffic safety by putting safety measures to avoid accumulation of accidents, protection works at sharp curves, landslide removal, and re-planting of natural trees adjacent to ROW.

1.3.2 Specific Item Works

14. Maintenance works in the Governorate of Al Hudaidah (sub-project -1), are designed to improve the road condition as measured by a road condition assessment1 prepared by a local consultant (Al AMIDAH CONSULT, AMICON) as shown in table (5) above.

1.3.3 Construction Program

15. It is expected that the maintenance works will largely be labor-based and require mostly hand held equipment, thus generate significant employment, which will be encouraged in the tender documents and monitored during implementation.

16. Tthe materials for rehabilitation works will be acquired locally. The associated environmental and social risk will be adequately managed through requirement written in ASHTO/BS standards and guidelines.

17. In addition, it is expected that the rehabilitation and maintenance period should

not exceed (48) months. The labor force would be limited, say 1gang for small stretches of roads to 3 gangs of long stretches roads and would include unskilled laborers that may be drawn from local communities. Significant additional skilled labors (masons) would also be required for structural works.

1.3.4 Land Acquisition and Compensation

18. Since all civil works are limited to improvements on existing alignments, no additional land acquisition is required for the permanent right of way. However, temporary occupation of lands beyond the alignment would almost certainly be required for contractor’s camp and for the storage of materials and equipment. According to the information received from RAMP unit, this sub-project is split into two packages and two contractors. The camps will be placed in a suitable area

1A road condition survey is carried out and road sections to be covered under the project will be categorized before appraisal by RMF into several classes – poor, fair, good and very good to form the baseline. Road roughness measurements will not be used as it is not appropriate when the roads are not resurfaced, just repaired and maintained.



in agreement with land owners and local beneficiaries for the duration of maintenance works. These camps will be rented and after works completion will be decommissioned and re-instated so they are no worse off.

19. In addition, no resettlement of any individual or demolition of houses will occur

during rehabilitation and maintenance period.

1.4 ENVIRONMENTAL AND SOCIAL REVIEW PROCESS

20. The overall implementation of the below process is the responsibility of RAMP, through the RMFIU which includes qualified environmental and social specialists. The procedures of the RMFIU are designed to incorporate, or “mainstream” environmental and social considerations into the overall process for road planning and implementation. These procedures are summarized in Table 6.

21. This Environmental and Social Impact Assessment (ESIA) Report was carried out

according to the following processes:-

Table (6) Environmental and Social Review Process

Phase Activities Condition Responsibility

Screening and Scoping

• Initial site visit & consultations • Identification of environmental and

social issues and applicable safeguard policies

• Categorization • Action Plan

Done Consultant Team

Preparation of Draft ESIA, ESMP, SFA and consultations

• Draft ESIA & ESMP • Men Consultation • Draft SFA Agreement • Women Consultations

• Done • Done • Done • Done

• Consultant Team • Consultant Team • RAMP-E&S • Woman Consultant.

Disclosure of SFA and Signing

• Disclosure of draft ESIA, SFA to communities

• Signing of SFA

• Done • Done

• RAMP-E&S

• RAMP-E&S

Preparation of Final ESIA and ESMP

• Final version of ESIA & ESMP • Incorporation of ESMP into contract

documents

• Done

• Done

• Consultant Team • RAMP-E&S Staff

Implementation & Monitoring

• Implementation • Monitoring & reporting on

environmental and social impacts and their mitigation measures

Will be done during

maintenance

• Contactor • Consultant • RAMP-E&S Staff • Districts&

Communities



1.5 CONTEXT AND ENVIRONMENTAL CATEGORY

22. Context: This Environment and Social Impact Assessment (ESIA) and Environmental and Social Management Plan (ESMP) study for Sub-Project (1) was completed in April 2013 for the Road Asset Management Project (RAMP) under the Road Maintenance Fund (RMF) by the Environmental and Social Specialists.

23. Category: Based on the Environmental and Social Screening Checklist conducted

for 17 roads of Al Hudaidah Governorate, the sub-project is classified as category (B). This category is justified because the scope of works was limited to road repairs and rehabilitation, and the expected adverse environmental and social impacts are limited in most cases, temporary and for the most part reversible.

24. In addition, since all civil works are limited to maintaining existing paved roads, therefore, most of the civil works will be labor-based works and the maintenance activities are not expected to affect existing buildings, land holdings, physical cultural properties or natural habitats.


Legal and Institutional Framework 2-24 RMF-RAMP

SECTION2LEGAL AND INSTITUTIONAL FRAMEWORK

2- LEGAL AND INSTITUTIONAL FRAMEWROK

2.1 YEMEN ENVIRONMENTAL POLICIES AND LEGISLATIONS

1. Since 1990, the GoY has established ins tu ons and responsibili es for environmental management, joined International Conventions and continues to develop sector legislation and procedures. A National Environmental Action Plan (NEAP) was adopted in 1995 and the Environmental Protection Law (EPL) was enacted a year later. The NEAP established priority issues and actions in the main environmental fields such as “Water Resources, Land Resources, Natural Habitats, and Waste Management”.

2. The Environment Protec on Law (EPL) number 26 of 1995 legislate the protec on

of the environment, and permits Environmental Impact Assessment (EIA). The provisions of this law are implemented through Executive Regulations (By-Law 148-2000), issued by a decree of the Council of Ministers to protect the Environment, Natural Resources, Society, and Health. According the Law No. 26, the EMP is required for projects during the maintenance phase (information confirmed by the Environmental Protection Authority).

3. The law equally stipulates the incorporation of environmental considerations in

economic development plans at all levels and stages of planning for all sectors. It also, requires the preparation of EIAs for projects proposed by the public and private sectors.

4. In addi on, Yemen is signatory of more than 20 Interna onal Conven ons on

environmental issues.

2.2 SOCIAL DEVELOPMENT POLICIES

5. The Government of Yemen, in cooperation with International Funding Agencies started a series of programs to improve the socio-economic conditions in Yemen. Some of these programs are relevant to the environment and therefore are included here. Depending on the specific location of sub-projects in RAMP, it is possible that Environmental and Social Staff may be able to point out areas where


Legal and Institutional Framework 2-25 RMF-RAMP

joint efforts could be undertaken to improve unit coordination and enhance their positive impacts.

2.3 WORLD BANK ENVIRONMENTAL SAFEGUARDS AND POLICIES

6. The World Bank has defined the Environmental and Social Safeguard Policies for all financed Projects (Table 7). It is expected that for the RAMP only the OP / BP / GP 4.01 will be triggered.

Table (7) World Bank Safeguard Policies Triggered

Policy Reference Applicability to

RAMP 1 Environmental Assessment OP / BP / GP 4.01 Yes ٢ Involuntary Resettlement OP / BP/ GP 4.12 No ٣ Natural Habitats OP / BP 4.04 No ٤ Cultural Property OP 4.11 No ٥ Pest Management OP 4.09 No 6 Indigenous Peoples OP 4.10 No 7 Forestry OP / BP 4.36 No 8 Safety of Dams OP / BP 4.37 No 9 Projects in Disputed Areas OP / BP / GP 7.60 No

10 Projects on International Waterways OP / BP / GP 7.50 No

2.4 CONTRACT AGREEMENT OF CONSULTATION SERVICES

7. According to the invitation from the chairman of the Road Maintenance Fund (RMF), Ministry of Public Works and Highways (MPWH), and according to the contract agreement no. (CS # 16, 2012), the Sheba Engineering Services signed the contract on 10/12/2012 to conduct an Environmental and Social Impact Assessment (ESIA) study, in addition to women consultations for:

SUB-PROJECT (1) IN AL HUDAIDAH GOVERNORATE FOR A TOTAL LENGTH OF (669.8) KILOMETERS


Baseline Conditions 3-26 RMF-RAMP

SECTION3BASELINE CONDITIONS

3- BASELINE CONDITIONS

1. A field study was carried out in details from 29-31 of July 2012, and again from 19-29 of September 2012 by both the Environmental and Social Specialists for the purpose of assessing the existing environmental and social conditions.

2. Baseline data will give a description of the environmental and social settings of the sub-project that will entail the physical, ecological and socio-economic aspects.

3.1 PHYSICAL CONDITIONS

3.1.1 Geographical Conditions and Land Use 3. The physiographic characteristics of the sub-project roads are very diverse. Al

Hudaidah Governorate is located west coast of Yemen near the Red Sea. The Governorate of Al Hudaidah includes 24 districts where 6 districts are located adjacent to Red Sea Shore. The proposed sub-project is serving 18 districts with a total length of (669.8 km). In addition, the proposed sub-project includes 17 roads and is classified as: 3 main roads with a total length of (247.4 km), 7 secondary roads with a total length of (276.5 km) and 7 tertiary roads with a total length of (145.6 km).

4. The terrain type of these roads are 9 (flats), 4 (flat-rolling), 3 (flat-rolling-mountainous) and 1 pure (mountainous). (Please refer to Governorate GIS map for more details).

5. Most of the sub-project roads that have been visited are agricultural lands on one

or both sides. Most of the terrains have vegetative cover on valley side. Agricultural and pastures activities are the major land use characteristic at the sub-project area.

3.1.2 Climate, Rainfall and Water Resources 6. “Arid Tropical Climate”. This climate covers the coastal plains region and Lower

Mountain slopes in the West and South. The mean temperature ranges from 25-35 degrees cen grade, while rela ve humidity ranges from 65-80%.



7. In most areas the rainfall is insufficient for rain fed agriculture. Rainfall in this area

ranges from 70-400mm.

8. Water is a scarce commodity with fluctuating supply that has been harvested by Yemenis through intricate system. Yemenis for centuries have been constructing terraces to utilize highlands for cultivation, which are also useful in controlling soil erosion.

3.1.3 Unstable Slopes, Landslides and Waste Generation 9. The two mountainous roads (8+15) have unstable slopes as a result causing

landslides and obviously generating wastes at several locations. These landslides and waste generation are blocking side ditches, culverts and in some stretches blocking half of the lane. The physical conditions now is warring the locals and is unsafe for vehicles traveling along this roads. In addition, during the field visit, one of the locals in road (8) informed the work team that there is a possible major land sliding at sta on 23+000 to the le side. An emergency interven on must be conducted with the help of Geologist to find a suitable solution before a disaster occurs. During rainy season, most of the loose materials in the side slope fall down to road surface.

10. During the field visit, it was noticed that there is waste generated in mountainous road 15 at several loca ons due to landslides at unstable slopes. The waste is blocking half of the lane, blocking side ditches and culverts.

11. Also, there is sand accumulation on the surface of many roads such as

(1+2+5+13+17) which may cause vehicle accident especially at night.

3.1.4 Runoff Water and Drainage 12. The vertical alignments of most the roads are well designed with suitable slopes to

allow runoff water to run to side ditches and culverts. However, it has been noticed that there are several blocked side ditches and culverts due the absent of regular maintenance especially during rainy seasons. This condition occurs in roads (1+4+6+8+9+10+12+14).

3.2 AIR QUALITY AND BIOLOGICAL

3.2.1 Air Quality 13. Data on ambient air quality in Yemen is extremely scarce. However, the visited

roads have a very good ambient air quality because the alignments do not pass near industrial areas nor are heavily congested.



3.2.2 Biological

14. Flora: Most of the roads under the study do not pass through places that deserve special care from the ecological point of view, i.e. e. protected areas. The vegetation in most part of the sub- project area is used by the residents for their daily purposes, for firewood and as rangeland for livestock. Most cultivable lands in the roads are found along the wadis. Mostly Maize, millet are grown in large quan es along the route. The fruit trees were encountered along road (4+5+7), such as Mango and Banana.

15. Fauna: The sub-project does not traverse any known biodiversity hotspot, nor is it close to any area identified as having particular biological values such as (birds and sensitive animals). The most common livestock in the area are goats and sheep. People also raise cows, camels and donkeys.

3.3 TRAFFIC, SAFETY AND SOCIO-ECONOMIC

3.3.1 Traffic

16. During the field visit, it has been noticed that there are many small shops adjacent to ROW causing conges on and delay especially at peak me from 10AM un l 2PM. This traffic jam is causing frustra on for drivers and delay and as a result increased travel me such as in roads (9+11+17). This is translated as an economic loss for drivers, on the other hand an economic benefit for shop owners.

3.3.2 Safety

17. The most critical roads that need attention during maintenance works are (5+6+14). Both roads (6+14) have sharp curves at several loca on and causing accidents for vehicles. These sharp curves should be modified during implementation stage. The designer and social specialist should work jointly and follow the RPF and SFA procedures and in agreement with land owners. Road (5) does not have sharp curves, rather straight alignment but crazy truck drivers. In this road a speed control must be enforced and charge big fine if drivers do not obey the law.

18. There are natural trees grown adjacent to the side of the roads and some of them are growing on the edge of the pavement causing difficulty for drivers to see ahead such as roads (3+6+7+10+12).

3.3.3 Socio-Economic

19. Most of the local communities in Al Hudaidah sub-project depend on fishing and raising livestock such as in roads (1+2). The majority of the population in remaining 15 roads are located in the Wadis such as (Siham, Surdud, Zabid, Rima'a, Mawr) and Highland Plateaus, performing agricultural activities and



irrigating from the spates flow in the Wadis in the rainy seasons, and from base flow and groundwater.

20. The main crops are Cereals such as (Sorghum, Millet, Maize and Gharib), Fruits such as (Papaya, Bananas & Mango) Vegetables, Legumes and cash crops including Sesame, Coffee, Cotton, Tobacco. Date Palm plantations are concentrated on the banks of five major wadis dissecting the Tihama plain from the mountain foothills to the Red Sea, which include Russian, Zabid, Remaa, Surdod, and Mour wadis. Date palm plantations are under flood irrigation systems.

21. Nonetheless, it was noticed that along some of the alignments, there is forest trees such as Figs, Christ Thorn & Acacias, Shrubs as well as some Succulents and Grasses left grown naturally and randomly on the boundaries of some agricultural fields adjacent to the existing alignments.

22. In general residents and stakeholders are in favor of road maintenance activities

because they will improve access to markets and social services and thus accelerate development in remote areas. During the backlog repair and maintenance phase, increased travel times translates into temporary economic losses and inconvenience to the public but it creates local employment opportunities. During the operation phase, the improved road conditions will reduce travel time and promote development. In addition, smoother road surfaces may lead to fewer vehicle repairs thereby resulting in longer vehicle life and lower maintenance expenditures.

3.4 HISTORICAL SITES AND CHANCE FIND

23. No historical sites were found nearby the sub-project area. However, during implementation stage, if any historical, cultural or burial location is discovered, it should be documented, recorded and reported to the General Cultural Heritage Authority

3.5 POPULATION CENSUS AND POVERTY STATUS

24. In the following pages a summary of some social data in Al Hudaidah Governorate and the targeted Districts, such as statistics on population count, poverty level and essential facilities. The study will concentrate on the access to the social facilities especially schools, health centers and water sources.

3.5.1 Population Census

25. The population of rural society in Yemen forms more than 65% of the total population of Yemen. However, rural areas still lack many development projects such as non-availability of infrastructure services and non-participation of the society in specifying its needs. Hence, the country started to pay much more concern for constructing the infrastructure, and that would be through developing



and implementation of roads networks, routine, periodic and emergency maintenance that is essential for developing social and economic activities in which will lead consequently to positive effects for securing services and settling of the people.

26. On the basis of the data contained in the table (8) below, the total popula on for targeted districts is 1,911,333(2012 Es mate).The es mated direct beneficiaries of the villages surrounding the roads are (630, 740) serving about 52 villages.

Table (8) Population Census of Sub-Project Targeted Districts

2012 Projec on S.N Governorate

Targeted Districts Male Female Total

Area (km2)

Density P/km2

1 AzZuhrah. 87,665 84,201 171,866 776 221

2 AlLuheyah. 67,627 63,947 131,574 1,299 101

3 Al Mighlaf 25,144 23,946 49,090 170 289

4 Ad-Dhahi 34,758 33,098 67,856 246 276

5 Bajil 107,758 103,747 211,506 1,645 129

6 As Salif 4,182 3,175 7,897 154 51

7 Al Hajaylah 5,978 6,082 12,060 104 116

8 Bura. 26,451 29,718 56,169 246 228

9 As Sukhnah 37,448 36,818 74,267 479 155

10 Al Mansuriyah 28,135 27,572 55,706 194 287

11 Ad-Durayhimi 35,487 33,004 68,491 695 99

12 Bait Al Faqih 155,139 145,279 300,419 1,529 196

13 Zabid 98,470 95,234 193,703 585 331

14 AtTuhaita 43,677 40,560 84,237 813 104

15 Al Jarahi 55,019 55,989 111,008 628 177

16 JabalRas 26,551 29,068 55,619 310 179

17 Hays 27,813 28,755 56,568 262 216

18

Al Hudaidah

Al Khawkhah 21,479 20,557 42,036 557 75

Total 970,591 940,741 1,911,333

Source: Central Statistics Office (CSO-2012)

3.5.2 Poverty Status

27. Al Hudaidah Governorate is living under poverty lines. For example, the percent of popula on living under basic needs and food poverty is (42.3% and 39.8%). However, the RMF should insist on contractors to employ local people as a mechanism for Poverty Reduction Strategy. The sub-project construction is erected to improve socio-economic status in the region and alleviate poverty in the areas. Please refer to table (9) and the GIS Map Fig. (C).



Table (9) Poverty Status of Sub-Project Targeted Districts

S.N Governorate & Districts

Population (2012 Estimate)

% of Population

under Basic Needs Poverty

% of Population under

Food Poverty

AL-HODIEDAH GOVERNORATE 2,686,157 39 34

1 AzZuhrah. 171,866 9.5 6.4

2 AlLuheyah. 131,574 7.2 5.2

3 Al Mighlaf 49,090 26.5 19.0

4 Ad-Dhahi 67,856 65.9 60.1

5 Bajil 211,506 38.1 31.6

6 As Salif 7,897 25.9 19.3

7 Al Hajaylah 12,060 49.1 45.5

8 Bura. 56,169 49.1 45.5

9 As Sukhnah 74,267 47.6 40.7

10 Al Mansuriyah 161,261 46.8 41.5

11 Ad-Durayhimi 68,491 44.8 39.5

12 Bait Al Faqih 300,418 41.9 34.9

13 Zabid 193,703 38.9 30.5

14 AtTuhaita 84,237 37.9 31.4

15 Al Jarahi 111,008 39.5 32.5

16 JabalRas 55,619 37.3 32.7

17 Hays 56,568 39.9 32.7

18 Al Khawkhah 42,036 42.3 38.5

Source: National Poverty Survey (NPS) 1999, last data available



Fig. (C) GIS Map of Poverty Status of Sub-Project Targeted Districts

1. Based on table (9) shown below, one could see that the Poverty Severity indices are high (61% for Basic Needs and 54% for Food Poverty) and the Poverty Gap indices are moderate (29% for Basic Needs and 24% for Food Poverty).



3.6 SERVICES AND FACILITIES IN THE SUB-PROJECT AREA From table (10) below, it could be seen that: • The percentage of Households using Wood &Coal in the target districts are less than

50% except in As Salif (74.4), Al Mansuriyah (55.3%) and Al Khawkhah (68.9%). • The percentage of Households with Health Facilities in the target districts is less than

50% except in Al Luheyah, (67.1%), Al Mighlaf (51.5%), As Salif (75.2%), Ad Durayhimi (65.1%) and JableRas(55.6%).

• The distribution of other Services as Percentage of Households with Electricity, Percentage of Households with sewerage, and Percentage of Households with water sources in all target districts are less than 50%.

• The Illiteracy Ra o Adult Both Sexes are more than 50% in all target districts.

3.7 ECONOMIC ACTIVITIES

Local Communities inAl Hudaidah – As Salif and Al Hudaidah – Al Mukha roads depend mostly on fishing and some people work in raising livestock. While Local Communities in Al Mo’rqs- AzZuhra- Luheyah and Al-Luheyah –Al-Khubah roads beside that they depend on agriculture activities, they also depend on fishing as a source of income because these two roads are located on the Red Sea Shore, The majority of the population inthe remaining roads is located in the Wadis such as (Wadi Siham, Wadi Surdud, Wadi Zabid, Wadi Rima’ and Wadi Mawr) and Highland Plateaus, performing agricultural activities irrigating from the spates flow in the Wadis in the rainy seasons, and from base flow and groundwater. The main crops are Cereals, (Sorghum, Millet, Maizeand Gharib), Fruits (Papaya, Bananas & Mango) Vegetables, Legumes and Cash Crops including Sesame, Coffee, Cotton, Tobacco. Date Palm Plantations are concentrated on the banks of five major wadis dissecting the Tihama Plain from the mountain foothills to the Red Sea, which include Russian, Zabid, Remaa, Surdod, and Mour wadis. Date Palm Plantations are under flood irrigation systems. It is rarely, that the land is cultivated under a mono cropping system. The landowners or farmers are adopting the Agro-Forestry Systems as a Land Use System. It is identified as an (Agro-Sylva-pastoral), in which Crops (such as Sorghum, Gharib, Vegetables, etc.) are combined with Woody Plants (Forest Trees or Shrubs) & Animals or Pastures (Grasses) on the same land either concurrently or consecutively. However, the land use system for the vast majority of the area can be categorized as the well-known system (Disbursed Trees On Crop Land), in which individual forest trees are left grown in the fields (either for their shade, shelter or soil enrichment, firewood, etc.),



and field crops are cultivated under their canopies or/and animals are grazed under the same system. It should be mentioned that the majority of the locals depend on agricultural revenue. In addition, there are people who work in raising Cattle (the indigenous livestock cattle, sheep, goats, camels, and donkeys in addition to poultry and rabbits) because of the availability of natural trees & grasses and the appropriate climate.

Table (10) Summary of Services and Facilities Source: (SFD-2004)

Illiteracy

Ratio Adult Both Sexes

% of HH with

water sources

% of HH with

sewerage

% of HH with

Electricity

% of HH with Health

Facilities

% of HH

Using Wood &Coal

District Name S.N.

76.0 18.0 9.8 16.5 21.3 45.7 AzZuhrah. 1 71.6 33.3 25.1 9.9 67.1 47.4 AlLuheyah. 2 74.9 37.8 10.8 19.8 51.5 42.7 Al Mighlaf 3 71.1 34.9 18.2 25.5 43.4 32.7 Ad-Dhahi 4 59.7 28.7 27.4 31.1 34.0 43.6 Bajil 5 62.5 30.8 32.7 44.6 75.2 74.4 As Salif 6 77.6 2.0 16.6 4.4 13.8 9.5 Al Hajaylah 7 77.6 2.0 16.6 4.4 13.8 9.5 Bura. 8 87.4 34.1 17.8 4.1 33.6 20.4 As Sukhnah 9 65.8 35.1 29.8 4.9 41.1 55.3 Al Mansuriyah 10 74.3 52.9 32.3 8.5 65.1 47.6 Ad-Durayhimi 11 73.1 44.0 15.8 22.6 42.3 28.4 Bait Al Faqih 12 76.9 45.6 22.7 20.5 15.0 35.6 Zabid 13 68.9 35.6 16.3 19.1 43.0 38.6 AtTuhaita 14 65.4 38.5 22.3 21.2 41.9 25.9 Al Jarahi 15 80.5 4.7 0.5 6.2 55.6 7.8 JabalRas 16 65.6 48.0 12.7 35.4 45.4 44.3 Hays 17 74.6 0.0 27.8 7.6 11.9 68.9 Al Khawkhah 18



Fig. 1: General views of Road 1, Al Moaras–AzZuhra–Al Luhaiah, Secondary Road, 58.9km

Start of Road

Flat Terrain

Sand Accumulation

Blocked Culvert End of Road near Sea Shore



Fig. 2: General views of Road 2, Al Luhaiah–Al Khubah, Tertiary Road, 18.2km, RAP 2

Blocked Culvert

RAP Road Sign Name Flat Terrain

Sand Accumulation

End of Road near Sea Shore



Fig. 3: General views of Road 3, Al Qanawes–Al Kaden, Tertiary Road, 16.2km, RAP 2

RAP Road Sign Name

Start of Road

Water Channel

Natural Trees Adjacent to ROW End of Road



Fig. 4: General views of Road 4, Baje–Al Kaden–Al Dhahi, Secondary Road, 41.6km,

Flat Terrain Natural Trees Far from ROW

Blocked Culvert End of Road



Fig. 5: General views of Road 5, Al Hudaidah – As Salif, Secondary Road, 54.5km,

Start of Road Scouring Effect Wings of Culvert

Heavy Trailers at Salif Port Ice Boxes Sellers Adjacent to ROW

End of Road, As Salif Port



Fig. 6: General views of Road 6, Madinat As Sharq–Bajel, Main Road, 94.2km,

Sharp Curve Petrol Vehicle Accident

Blocked Culvert Dangerous Curve

Market Place Natural Trees near ROW



Start of Road Sand Accumulation

Unfinished Pavement, Wadi Area

Natural Trees Blocking the Road End of Road



Fig. 7: General views of Road 7, Al Quti’a – WadiSeham – Bajel, Secondary Road, 37.7km,

Fig. 8: General views of Road 8, Seham – Boura, Tertiary Road, 28.9km, RAP 1

Start of Road Natural Trees Blocking the Road

Unstable Side slope Mountain Segment

Geological Threat, Station 23+000 End of Road



Fig. 9: General views of Road 9, AlMansouriah–AsSukhnah–SouqAlHaid, Secondary Road, 27.8km,

Start of Road Flat Terrain

Blocked Culvert

Market Place Start of Road



Fig. 10: General views of Road 10, Al Husainiah – Al Jah, Tertiary Road, 31.5km, RAP 2

RAP Road Sign Name Start of Road

Blocked Culvert Natural Trees near Road

Start of Road Illegal Speed bump



Fig. 11: General views of Road 11, Al Maden-Al MoqerAsShabariq, Tertiary Road, 34.5km, RAP 2

Start of Road

Flat Terrain Market Area



Fig. 12: General views of Road 12, Zabid – At Tuhaita, Tertiary Road, 8.5km, RAP 2



Fig. 13: General views of Road 13, Al Hudaidah – AlMukha, Main Road, 107.1km,

Start of Road Guard Rail Damage

Shoulder Repair Bus Stop Area

End of Road



Fig. 14: General views of Road 14, AlUdain – Al Jarahi, Main Road, 46.1km,

Start of Road Dangerous Curve

Damaged outlet

End of Road



Fig. 15: General views of Road 15, Al Kolah – JabalRas, Tertiary Road, 8.1km, RAP 2

RAP Road Sign Name Start of Road

Damaged outlet Irish Crossing Debris Flow

Electric Pole Falling



Fig. 16: General views of Road 16, Branch of Aluain, Secondary Road, 27.5km,

Wadi Debris Flow

Flat Terrain

End of Road Lose Material



Fig. 17: General views of Road 17, Hais – Al Khukhah, Secondary Road, 28.5km,

Start of Road

Flat Terrain

Damaged Shoulder

Social Consultations


Potential Environmental and Social Impacts 3-53 RMF-RAMP

SECTION4POTENIAL ENVIRONMENTAL AND SOCIAL IMPACTS

4- POTENTIAL ENVIRONMENMTAL AND SOCIAL IMPACTS

4.1 GENERAL

1. During the field work, screening was used for the 17 roads under study to determine if the sub-project is given negative scores and if scoping would be triggered. The result of the screening exercise indicated that there is a minor environmental and social impact such as waste generation and debris at few locations, potential impact of construction camp, dust arising and noise, landslides especially in mountainous roads, temporary disruption of traffic circulation and temporary disruption of social and economic activities.


impacts associated with resettlement and land acquisition are not expected. Also, based on the magnitude and significant of the impacts, scoping is limited to the backlog repairs and maintenance phase. Scoping provides guidelines to better understand the possible negative environmental and social impacts that will require mitigation measures.

3. The impact scoping exercise indicated that overall, beneficial impacts of the sub-

project on (Physical Resources, Safety, Job Creation and Local Economic Development) are expected to outweigh negative impacts.

4. One of the objectives of Al Hudaidah sub-project is to identify and quantify the

potential environmental and social negative impacts which the proposed roads will have on the existing biophysical and socio-economic environment. The negative impacts will be mitigated to minimize their significance and the positive impacts will be enhanced.

5. This section of the report addresses the findings of each impact based on the field

survey and thorough evaluation. The summary of these impacts are reviewed under ten aspects which will form the basis of the assessment in this section. Input from the public and various authorities consulted during this process are also considered and incorporated.



4.2 SCOPING OF IMPACTS

6. Table (11) below provides a matrix of potential impacts (the main checklist is adopted from ESIAF of RAMP) associated with the implementation of the sub- project and likely to occur. The key activities during backlog repairs and maintenance activities are listed against physical resources, natural resources and landscape elements. The estimated magnitudes of impacts are also presented.

7. According to the field visit, roads (1+7+8+15+17) will need to re-construct segments of the road that have failure, removing sand and unstable side slopes. Roads (4+6+9+10+12+13+14) will need medium work such as shoulder repairs, cleaning blocked culverts and protection guards to bring them to acceptable level of service. Roads (2+3+5+11+16) will need less work such as growing unvalued trees adjacent to ROW.



Table 11.Impact Assessment Scoping Matrix for the Backlog Repair and Maintenance Phase

Impact Category Physical Resources Natural Resources Other

Project Activities So

il

Silta

tion

Slop

e St

abili

ty

Surf

ace

Runo

ff

Hyd

rolo

gy

Topo

grap

hy

Noi

se a

nd V

ibra

tion

Agr

icul

tura

l Lan

d

Surf

ace

Wat

er

Gro

undw

ater

Air

Qua

lity

Hab

itat

Cha

nge

Spec

ies

Div

ersi

ty

Veg

etat

ion

Wild

life

Mov

emen

t

Land

scap

e

Nat

ure

Prot

ecte

d A

reas

Ecos

yste

m F

ragm

enta

tion

Safe

ty

Job

crea

tion

Rese

ttle

men

t

Loca

l eco

nom

ic d

evel

op.

Generation of debris and construction waste

0 L L L 0 0 0 L 0 0 L 0 0 L L L 0 0 0 0 0 0

Repairs of retaining walls B B B B 0 0 0 0 0 0 0 0 0 0 0 0 0 0 B B 0 B

Road realignments 0 0 0 0 0 L L 0 L 0 L 0 0 L L L 0 0 B B 0 B

Trucking materials 0 0 0 0 0 0 L 0 0 0 L 0 0 0 0 0 0 0 0 L 0 B

Restorations of shoulders B B 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 B B 0 B

Drainage restoration, repairs of culverts and side ditches

B 0 B B B 0 0 0 B 0 0 B 0 0 0 B 0 0 B B 0 B

Resurfacing 0 0 0 0 0 0 B 0 0 0 0 0 0 0 0 0 0 0 B B 0 B

Storage of diesel/oils 0 0 0 0 0 0 0 L L L 0 0 0 0 0 0 0 0 L 0 0 0

Legend: L= Low adverse impact; M= Medium adverse impact; H= High adverse impact; B= Beneficial impact (bold –high); 0=no impact



4.3 SPECIFIC IMPACTS

8. The specific impacts of the proposed sub-project are not significant and are related primarily to:

1- Impact of Waste Generation, 2- Impact of Landslides, Soil Erosion, Visual Intrusion, 3- Impact of Dust on Air Quality, 4- Impact on Noise and Vibration, 5- Impact on Water Supply, 6- Impact on Runoff Water and Drainage, 7- Impact on Fauna and Flora, 8- Impact on Traffic, 9- Impact on Human Safety, and 10- Social and Economic Impact

4.3.1 Impacts of Waste Generation

9. In addition, during maintenance works, waste generation is expected to result due to trimming and stabilizing the side slopes and the inadequate disposal. Improper disposal of the waste can destroy terraces and agricultural lands below the road.

10. Waste genera on is also expected in roads (1+7) where segments of these roads require reconstruction because of damage occurring in the asphalt edge and shoulders. During maintenance works, locally available fill material will definitely be required and as a result excess waste will be generated.

11. Another important waste generation is expected during cleaning the blocked

drainage at several roads. These wastes should be disposed at vacant land so it won’t have negative impact on the surrounding area.

12. Waste generation may arise at the contactor’s base camp and work site as a result

of inadequate provision and use of sanitary and waste facilities and spillage or leakage of polluting materials. The nature of this impact is temporary, localized, minor and reversible.

4.3.2 Impacts of landslides and Soil Erosion, on Visual Intrusion 13. Roads (8+15) are mountainous and as a result landslides and soil erosion occur

continuously especially during the rainy season at unstable slopes. The lack of slope stabilization measures cause damage to agricultural lands and threat to people and property. These landslides and soil erosion must be fixed urgently to prevent further deterioration.

14. During maintenance works, excavation and earth removal activities render slopes

and topsoil more vulnerable to landslides and erosion by wind or rain, hence posing a potential risk. In addition to soil erosion, excavation and mount cutting



activities can result in depletion of the riparian vegetative cover and an evident visual impact on the landscape.

15. The remaining roads are considered as flat to hilly alignments; consequently, the

danger of landslide is not expected during backlog maintenance works. Also, the maintenance activities will be limited to labor works.

The nature of this effect is major, localized and reversible.

4.3.3 Impacts of Dust on Air Quality 16. Data on air quality in Yemen in general and the sub-project area in particular is

extremely scarce. 17. However, during the maintenance phase, air quality can be negatively affected due

to dust from maintenance activities and gaseous emissions from Dozers used to fix unstable side slopes in roads (8+15) where landslides occur. Also, dust from transporting excess landslide material and emissions from Trucks are expected during maintenance works. The remaining roads, most of the construction works will be hand held equipment and labor work such as cleaning works.

18. The dust/gaseous impact will be limited to less than a 100m wide corridor along

the road and no impact is expected on the neighboring habitat.

The nature of this impact is temporary, localized, minor and reversible. 19. During operational stage, gaseous emissions can be reduced by using

environmentally friendly oils to control mufflers emissions.

4.3.4 Impacts of Noise and Vibration 20. Similarly, the use of Dozers and Trucks during maintenance will result in an

increase in the level of noise on roads (8+15), which may create stress on local inhabitants and workers in the close vicinity to these roads. In the remaining roads, no noise is expected from the use of heavy machines during the maintenance works. As mentioned above, most of the work is masonry and manual labor works.

The nature of this impact is temporary, localized, minor and reversible.

21. During the operation phase, improved road conditions allow higher traffic speed,

which results in increased noise levels along the road as well. 22. In both phases, the area that may be potentially impacted would typically be

limited to less than a 100 m wide corridor along the road and the associated increase in noise level is expected to be less than 5 dBA.



4.3.5 Impacts on Water Supply 23. Based on the site visits, no major impact would be expected on the water supply

because this specific sub-project would go routine maintenance, i.e. very minimum maintenance works. Therefore, no relocation and/or temporary shutdown of water supply systems would be expected because water pipes have not been noticed to be running parallel to existing roads or crossing underneath.

The nature of this effect is negligible.

24. Water source for maintenance works is available. However, gaining agreement to

access this source requires negotiating with community. Any attempt by a contractor to access water in the region without prior approval or with limited approval would undoubtedly cause social unease. This issue should be mentioned clearly in the SFA for both the contractor and the local beneficiaries.

This type of impact is localized, minor and reversible.

4.3.6 Impacts on Runoff Water and Drainage

25. Runoff water: No impact is expected to occur as a result of runoff water on road surface because the asphalt surface is well designed with nice slope camber on both sides of the road. However, the expected negative impact could occur on road side ditches which have been noticed during the field visit especially in roads (1+2+6+8+9+11+14+15). As a result erosion has occurred at different loca ons. No major conflict has been noticed during the field visit regarding water harvesting; as a result, no impact is expected.

The nature of this effect is minor, localized, and reversible.

26. Blockage of Cross Drainage/Culverts: According to the survey data prepared by

(AMICO) Consult, there are 140 loca ons that drainage culverts have been filled with accumulated sand and other debris. The range of accumulation in the inlet and outlet of each culvert is between 10% to 90%. This type of work is labor intensive which will create job opportunity for the poor people in the project area.

This type of impact is localized, major and reversible. 27. During operation phase, the issue of runoff water is neutral, but for blockage of

culverts periodic cleaning should be conducted.

4.3.7 Impacts on Fauna and Flora

28. Fauna: The sub-project does not traverse any known biodiversity hotspot, nor is it close to any area identified as having particular biodiversity value nor hosting



endangered species. Therefore, the activities from the backlog maintenance are not expected to have any negative impact on fauna.

The nature of this impact is negligent

29. Flora: The impact on flora is expected on roads (3+6+7+10+12) where natural

growing trees have been noticed adjacent to road shoulder causing invisibility and narrow roads. These trees are of no significance and it’s recommended to be cut for safety purposes.

The nature of this effect is major, localized and reversible.

30. During the maintenance phase, the issue of fauna and flora is neutral.

4.3.8 Impacts on Traffic

31. Based on the field visits that were made to 17 roads in this sub-project, it has been noticed that no major impacts are expected on traffic flow and movement. In addition, no delay will be expected during the backlog works phase for most of the roads except for roads (1+5+6+8+11+14) because there are segments of these roads that have market place adjacent to ROW and may cause delays.

The nature of this effect is temporary, localized and minor.

32. After the routine maintenance is complete, traffic will not be delayed and the

travel time will be normal.

4.3.9 Impacts on Human Safety

33. Since the roads in this sub-project are all paved roads, therefore during backlog maintenance no potential risk on the safety of workers as well as the general public is expected from contractor’s machinery except in roads (8+15) during the removal of landslide.

The nature of this effect is localized, minor and reversible.

34. However, there are other road safeties risks on human not related to the use of

construction machinery and could be divided into two parts.

i. Road design risks on human safety due to:

• Sharp curves on roads (6+14) • Accumulated sand on road surface on roads (1+2+5+13+17) on road sec ons

adjacent to the sea shore • The illegal speed bumps built by locals on roads (1+10) • Lack of pavement marking on roads (1+5+7+12) • Lack of guard rails at sharp curves on roads (6+14)



• Lack of protection works such as riprap works and stone works on roads (6+8+14+15)

• The roads that have eroded shoulders are (1+9+12+13+14+17) • Landslides and rock fall (8+15) in the mountainous sec ons.

ii. Speed risks on human safety due to:

• Accident occurred on roads (5+6) due to increased speed (negligent drivers) • Accidents due to steep slopes at Irish Crossing on road 11 • Accident due to fall of an Electric Pole on road 15 • Accidents due to populated areas “market areas” are ( 1+5+6+9+11)

The nature of this effect is significant, localized t and reversible.

35. During operation phase, the implementation of guardrail, pavement marking and

road signs will have positive effect. Speed of heavy vehicles should be controlled by imposing a Patrol Police Station and issue fines for non-compliant drivers.

4.3.10 Impacts on Social and Economic

36. Since the roads under sub-project (1) are all paved roads, therefore, no land acquisition is expected (unless during implementation stage it appears that some re-alignment is required to improve sharp curves or steep slopes), such as in roads (6+14). Also, there would be no resettlement of any individuals or demolition of structures during maintenance period.

The nature of this effect is minor and reversible.

37. During initial consultations, the locals showed their interest and willingness to provide space for camp and site for material storage for the contractor in order to have the opportunity to work with him.

The nature of this effect is positive.

38. Road users and passengers might get affected negatively during maintenance

activities especially at market places such as in roads (1+5+6+9+11) due to traffic jam which translates into economic lost and delay. However, the owners of the market places (small shops) adjacent to road might benefit positively from travelers and workers which translate into economic increase.

The nature of such negative impact is temporary, localized, minor and reversible.

39. During operation phase, the improved road conditions will reduce travel time and

promote development. In addition, smoother road surfaces may lead to fewer vehicle repairs thereby resulting in longer vehicle life and lower maintenance expenditures.



Fig. 18: General views of Road 1, Al Moaras–AzZuhra–Al Luhaiah, Road impacts

Illegal Speed Bump Damaged Shoulder

Blocked Culvert

Sand Accumulation at Irish Crossing

Cracked Pavement Blocked Culvert



Fig. 19: General views of Road 2, Al Luhaiah–Al Khubah, Road impacts

Sand Accumulation

End of Alignment



Fig. 20: General views of Road 3, Al Qanawes–Al Kaden, Road impacts

Natural Growing Trees Causing Difficulties for Drivers

Natural Growing No Effect here

Debris at outlet of Culvert



Fig. 21: General views of Road 4, Bajel–Al Kaden–Al Dhahi, Road impacts

Debris at inlet of Culvert



Fig. 22: General views of Road 5, Al Hudaidah – As Salif, Road impacts

Scouring Effect, edge of Culverts

Local Market Trailers near As-Salif

Port

Means of Transportation

Accumulated Sand

Local Market



Fig. 23: General views of Road 6, MadinatAsSharq–Bajel, Road impacts

Blocked culvert

Natural Trees ROW

Traffic Safety, Accident

Dangerous Curve, Accident

Local Market, Traffic Jam



Fig. 24: General views of Road 7, AlQuti’a – WadiSeham – Bajel, Road impacts

Unfinished Pavement

Location of Sand on Road Clean Culvert

Trees Causing Difficulties Wadi Area, No Work

Unfinished Pavement



Fig. 25: General views of Road 8, Seham – Boura, Road impacts

Lose Material Blocked Ditch

Blocked Half Lane Geological Problem

Rock fall



Fig. 26: General views of Road 9, AlMansouriah–AsSukhnah–SouqAlHaid Road impacts

Blocked Culvert Sharp Curve

Crowded Market Area Market Area



Fig. 27: General views of Road 10, AlHusainiah – Al Jah, Road impacts

Natural Trees near ROW Culvert

Trees near Shoulder Blocked Culvert

Illegal Speed Bump



Fig. 28: General views of Road 11Al Maden-Al MoqerAsShabariq, Road impacts

Local Market

Flat Terrain

School near Road, Safety Measures

Debris outlet



Fig. 29: General views of Road 12, Zabid – At Tuhaita, Road impacts

Eroded Shoulder

Blocked Culverts

Trees on Shoulder



Fig. 30: General views of Road 13, AlHudaidah-AlMukha, Road impacts

Eroded Shoulder Eroded Shoulder

Damaged Guard Rail

Flat Terrain

Moving Sand Moving Sand



Fig. 31: General views of Road 14, AlUdain – Al Jarahi, Road impacts

Sharp Curve, Improve Design Sharp Curve, Improve Design

Eroded Shoulder

Culvert Wing Break

Flat Terrain



Culvert

Fig. 32: General views of Road 15, AlKolah – JabalRas, Road impacts

Water Flow Drift Culvert Damage

Electric Pole Fall Rock fall



Fig. 33: General views of Road 16, Branch of Al Udain – Al Jarahi Road impacts

Wadi Drift

Clean Culvert Flat Terrain



Fig. 34: General views of Road 17, Hais – Al Khukhah, Road impacts

Eroded Shoulder

Moving Sand

Peak Local Market, Traffic Jam Sharp Curve


Sub-Project Analysis of Alternatives 5-81 RMF-RAMP

SECTION5SUB-PROJECT ANALYSIS OF ALTERNATIVES

5- SUB-PROJECT ANALYSIS OF ALTERNATIVES

1. Since this sub-project does not involve the construction of new roads, the analysis

of alternatives is limited to modifying the design at some critical location such as sharp curves or crowded sections at market areas. Accordingly, based on the field survey, there are view sharp curves in roads (6+14) which could be improved during implementation phase after determining the percent of land taking according to RPF (OP 4.12) and in agreement with the land owners as spelled out in the SFA. Also, there few narrow segments at market area which causes traffic jam especially at peak me in roads (1+5+6+9+11). Therefore, it is recommended to shift the alignment around the market areas wherever possible during implementation.

2. From a pure environmental viewpoint, the “no-built” alternative is not preferable

to sub-project implementation since the improvements of the alignments will have a very positive impact on road users regarding safety at unsafe curves and will ease the movement of traffic at congested areas.

3. Therefore, the “no project” option is considered inappropriate in view of the long-term and widespread benefits of roads upgrading to the communities served by the roads in comparison with the short-term potential adverse impacts associated with the maintenance phase, most of which can be mitigated satisfactorily.

4. The positive impacts indicate that overall, beneficial impacts of this sub-project on

physical and natural resources, safety, job creation and local economic development are expected to significantly outweigh negative impacts.


impacts associated with resettlement and land acquisition are not expected. However, during the field visit, it was noticed that some road sections in few locations will require minor road realignments such as road No. 6 at (km 9.8) and road No. 15at (km 3.8 and 4.7) at sharp curves. Hence, additional impacts related to land expropriation and minor construction works should be managed properly during implementation in agreement with land owners and according to conditions spelled out in the SFA.

6. The positive impact indicates that overall, beneficial impacts of this sub-project

(backlog repairs and maintenance works) on physical and natural resources, safety, job creation and local economic development are expected to outweigh negative impacts.


Environmental and Social Management Plan 8-82 RMF-RAMP

SECTION6ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES (ESMM)

6- ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES (ESMM)

1. This section contains the Environmental and Social Mitigation Measures (ESMM) for the proposed sub-project. Mitigation measures are referred to the predicted impacts, the nature of the impacts (permanent vs. temporary), or the phase of the sub-project (backlog maintenance phase vs. routine maintenance phase).

2. Most of the proposed ESMM mitigation activities would be ensured under provisions in the construction supervision contract documents and as necessary by agreement with the communities that will be stated in the SFA.

6.1 MITIGATION TOOLS

3. There are specific measures required of the contractor to reduce the potential impacts of physical works and also the proposals for monitoring contractor compliance/performance during construction. These measures are attached in the construc on documents (volume 2 General Specifica ons and Regula ons).

4. The General Specifications and Regulations contain specific Environmental, Health and Safety Requirements for:

• Proper management of construction waste; • Control measures for waste fuel, oil and lubricants; • Reduction of noise and dust levels; • Rehabilitation of areas used for construction detours and sites used for

temporarily storage of construction materials; • Use and proper maintenance of equipment with appropriate noise and smoke; etc.

5. The following table summarizes the Relevant Clauses in Standard Construction

Contracts. Table (12) Relevant Clauses in Standard Construction Contracts

Clause # Issues

4.1 to 4.10 General Requirements

5.1 to 5.16 Safety Requirements

6.1 to 6.5 Environmental and Health Requirements

7.1 to 7.5 Additional Requirements for Work in Public Areas

8 Contractor's Site Check List



6.2 MITIGATION MEASURES

6. The mitigation plans include measures to mitigate potential negative impacts and enhance its positive effects. The specific mitigation measures during the repairs and maintenance phase address the potential impacts described in the previous section.

6.2.1 Mitigation Measures for Impacts of Waste Generation

7. Since this specific sub-project would undergo a backlog maintenance works, no negative impact is expected from excess cut material. However, the two mountainous roads (8+15) generate waste due to unstable slopes. Also, during maintenance works, the removal of the lose material will generate waste. The falling waste to side ditches and road surface should be cleaned, transported and disposed at suitable places in agreement with the local beneficiaries. Improper disposal of the waste can destroy terraces and agricultural lands below the road.

8. The mi ga on measures for the waste genera on in roads (1+7) due to damage occurring in the asphalt edge and shoulders is to remove the excess material to designated areas.

9. Also, the mitigation for waste generation during cleaning the blocked drainage at several roads is to be disposed at vacant land so it won’t have negative impact on the surrounding area.

10. All contractors must define and commit to a clear plan for solid and liquid waste management that may arise at the contractor’s base camp and work facility for the PMT approval prior to initiating maintenance activities.

11. In addition, the truck drivers should have a warning campaign to avoid dumping oils (lubricants and fuels) to the land which may cause contamination of soils and watercourses.

12. During operation phase, there should be an educational campaign to locals and vehicle drivers to teach them the importance of keeping surrounding area clean for their health and for the environment.

6.2.2 Mitigation Measures for Impacts of Landslides, Soil Erosion on Visual Intrusion

13. The concern under this title is the impact of landslides and soil erosion effect on these mountainous roads (8+15) where slope are unstable. Therefore, the mitigation measure is to build retaining walls and gabion works to prevent landslide. Also, the damage of the inlet and outlet of some cross drainage which can be mitigated by rip raping the damaged area after compacting the lose material.

14. Also, natural trees have been observed at few locations adjacent to road side on

roads (3+5+6+7+10+11+12+13+14) which are considered as landscape. These trees



will not be affected by maintenance activities because they far from the shoulders of the road.

15. During operational stage, there would be no landslides and no visual intrusion.

6.2.3 Mitigation Measures for Impacts on Air Quality

16. The impact of road works activities on air quality should be reduced by the use of well-maintained equipment as well as by appropriate water spraying for dust control during dry periods.

17. The impact of gaseous emission of the heavy trailers and trucks on air quality

should be controlled by using good quality oil to reduce exhaust smoke.

18. In addi on, the gaseous impact will limited to less than a 100m wide corridor along the road and no impact is expected on the neighboring habitat.

19. During operational stage, gaseous emissions can be reduced by using good quality

fuel to control mufflers emissions.

6.2.4 Mitigation Measures for Impacts of Noise and Vibration

20. The mitigation measures of noise and vibration in roads (8+15) due to the use of Dozers and Trucks during maintenance is to include proper maintenance of equipment, install silencers to mufflers and limit noisy activities to normal daylight working hours.

21. The remaining roads, no heavy equipment are expected to be used during the

maintenance works. As mentioned above, most of the work is masonry and labor works.

22. During the operation phase, improved road conditions allow higher traffic speed,

which results in increased noise levels along the roads as well. 23. In both phases, the area that may be potentially impacted would typically be

limited to less than a 100 m wide corridor along the road and the associated increase in noise level is expected to be less than 5 dBA.

6.2.5 Mitigation Measures for Impacts on Water Supply

24. Based on the site visit, no major impact would be expected on the water supply because this specific sub-project would go routine maintenance, i.e. very minimum maintenance works. Therefore, no relocation and/or temporary shutdown of water supply systems would be expected.

25. Water source for maintenance works is available. However, gaining agreement to

access this source requires negotiating with community. Any attempt by a contractor to access water in the region without prior approval or with limited



approval would undoubtedly cause social unease. This issue should be mentioned clearly in the SFA for both the contractor and the local beneficiaries.

26. During the maintenance phase, the water pipe network and water source should

not be affected.

6.2.6 Mitigation Measures for Impacts of Runoff Water and Drainage 27. Runoff water: Since no impact is expected to occur as a result of runoff water

because the asphalt surface is well designed with nice slope camper on both sides of the road. But, the mitigation measures for the eroded side ditches in roads (1+2+6+8+9+10+14+15) is by fixing the damaged riprap a er compac ng the top soil.

28. Blockage of Cross Drainage/Culverts: The mitigation measures for the blockage of

cross culverts are to control sediment runoff into culverts, periodic cleaning of clogged culverts and side sloping of running water so as not to deprive the locals from water harvesting. This type of work is labor intensive which will create job opportunity for the poor people in the project area.

29. During operation phase, the issue of runoff water is neutral, but for blockage of

culverts periodic cleaning should conducted.

6.2.7 Mitigation Measures for Impacts on Fauna and Flora

30. Fauna: The sub-project does not traverse any known biodiversity hotspot, nor is it close to any area identified as having particular biological values such as (birds and sensitive animals). Therefore, no mitigation measures are proposed.

31. Flora: No important biological asset will be removed or cut to maintain the road. Although, very few trees have been planted to the side of the road (approximately 4-5 meters from the edge of the road shoulders), no negative impact is expected to affect these trees. Therefore, not mitigation measures are proposed. Mitigation Measures for Impacts on Traffic

32. Mitigation measures will be (a) inform the public about the length of time

expected for maintenance completion, (b) provide alternative access roads during maintenance, and (c) do on the spot traffic management

33. During operation phase, the improved road conditions will result in improved

traffic flow and lead to reduced travel delays.



6.2.8 Mitigation Measures for Impacts on Human Safety

34. Since this sub-project would not involve heavy machinery activities, no risk is expected on the workers as well as the general public. However, in roads (8+15), the laborers need to receive safety instructions and personal protective equipment during the different routine maintenance activities. In addition, flashing lights and warning signs should be used to avoid accidents by traffic passing in the working areas to establish a safe working environment.

i. The mitigation measures for the road design risks on human safety are:

• Either shi the alignment or build barriers on sharp curves on roads (6+9); • Continuous cleaning and removal of accumulated sand on road surface on roads

(1+2+5+13+7) • Replace the illegal speed bumps by technical speed bumps with reflected marking

for drivers at night on roads (1+10) • Renew the old pavement marking on roads (1+5+7+12) • Construct new guard rails on roads (6+14) • Construct new protection works such as riprap works and stone works on roads

(1+9+12+13+14+17) • Construct new shoulders on roads (1+9+12+13+14+17) • Construct retaining walls to prevent and slides and rock fall on roads (8+15)

ii. The mitigation measures for speed risks on human safety are:

• Control speed by providing safe speed bumps at specific locations to avoid

accident on roads (5+6) • Control speed by providing warning signs at the beginning of the Irish Crossing

from each end to reduce accidents due to steep slopes on road (11) • Contact the Electricity Authority to fix the electric pole on road (15) • Re-locate the shops to a suitable market area in cooperation with local

municipality on roads (1+5+6+9+11). The shop owners are voluntarily to be relocated. The project does not need to take any land from these shops for the any of the road maintenance works.

35. Accordingly, it is recommended to impose a speed limit to trucks and trailers

drivers in these roads for the safety of the public after the maintenance activities is complete.

36. During the maintenance phase, the implementation of guardrail, pavement marking and road signs will have positive effect. Speed of heavy vehicles should be controlled by imposing a Patrol Police Station and issue fines for non-compliant drivers.



6.2.9 Mitigation Measures for Social and Economic Impacts 37. The socio-economic impacts of the sub-project on inhabitants can be minimized by

shortening the maintenance period, providing alternative access to residences and roadside businesses and by adopting traffic management plans to ensure a safe and efficient movement of traffic during maintenance as well as by informing the public about the schedule of road works activities.

38. In conclusion, while road maintenance is associated with some potential negative

impacts, most are of a temporary nature and can be alleviated with appropriate measures. Contractors are responsible for adhering to these mitigation measures and implementing them throughout the duration of their contracts in coordination with the Supervising Consultant and the RMF. The latter will ensure adequate monitoring as outlined below.

39. While the cost of implementing mitigation measures will vary depending on their

characteristics, contractors must provide corresponding cost estimates for these measures as a separate line item in all bids/contracts. As previously stated, the cost of mitigation measures will be a part of the contractor’s fees and shall be disbursed at the completion of a sub-project upon satisfactory compliance with the mitigation plan.

40. These mitigation measures are summarized in table (13) below as a

comprehensive (ESMM) during the backlog works and repairs phase



6.3 SUMMARY OF MITIGATION MEASURES

Table 13.Summary of general mitigation measures during the backlog works and repairs phase

S.N. Impact Measure Responsibility Cost

1

Waste Management

Proper solid waste disposal or liquid waste recycling at designated permitted sites Periodic inspection of road works Periodic inspection of equipment maintenance

Contractor


2






Water spraying for dust control

4


5 Water supply Protecting water supply systems

Coordination with land owners on scheduling maintenance activities

6

Runoff water and drainage

Side sloping the road to prevent the accumulation of water on the road surface Re-vegetation of disturbed soils Periodic cleaning and maintenance of ditches and culverts

7

Fauna and flora

Placing speed limit signs and planting trees at critical locations and known animal crossing pathways Periodic cleaning and maintenance of culverts to facilitate amphibians crossing

8

Traffic Informing the public about schedule of maintenance Provision of alternative access roads/ by-passes where feasible Traffic management Ensure traffic safety

9 Health & Safety

Compliance with General Health, Safety, and Environment Regulations





10

Socio-economics

Shortening the road works period Informing the public and coordinating with them on the schedule of maintenance activities Provision of alternative access roads/ by-passes where feasible Traffic management

SECTION7ENVIRONMENTAL AND SOCIAL MONITROING ACTIVITIES

7- ENVIRONMENTAL AND SOCIAL MONITORIN ACTIVITIES (ESMA)

7.1 MONITORING ARRANGEMENTS

7.1.1 Environmental and Social Impacts Monitoring:

1. During repairs and maintenance works, the daily monitoring activities rely on the supervising consultant of all environmental and social impacts to determine contractor compliance or otherwise with the ESMP. The consultant will monitor the application of environmental and social mitigation measures and the result of monitoring activities shall be reflected on the monthly report.

2. The Environmental and Social (E&S) Specialists within the Road Asset Management Project (RAMP) are responsible for overall monitoring of all roads under the sub-project. Their responsibility is to follow up and monitor the contractor, the consultant and the sub-project officer and review monthly reports on contractor compliance.

3. The (E&S) specialist shall conduct site visit to inspect and determine contractor, consultant and sub-project officer compliance or otherwise with the ESMP and other applicable regulations and statutes. Monitoring activities will rely primarily on field observations, feedback from stakeholders and other affected people, and documentation of their reactions to the project works and their perception of the adequacy of the mitigation measures. Photographic documentation will be required in the continuous and regular monitoring.

4. Upon completion of the sub-project (i.e. during the operation phase) and thereafter, periodic routine inspections/monitoring will continue by the dedicated environmental and social specialist at the Implementation Unit. Social impact would be managed primarily through the Social Framework Agreement (SFA) between RMF through (RAMPIU) and Beneficiaries.



5. The World Bank will monitor the implementation of road specific ESIAs/ESMPs and other Safeguard related documents (SFAs, Resettlement Plans etc.). In particular the Bank must ensure that proper monitoring takes place and that the reports are filed regularly. Should these reports indicate incomplete monitoring of specifically identified social issues; these will be reported to the responsible staff in the RMFIU.

7.2 REPORTING

6. After each inspection, a report shall be compiled that is location and activity specific. This shall identify areas of contractor’s non-compliance with the ESMP and provide guiding remarks on actions to be taken. The significance of the non-compliance shall also be noted. The (E&S) specialists shall prepare these reports and follow-up the contractor to comply with all ESMP items or otherwise corrective actions would be taken. In addition, the RAMPIU shall prepare a monitoring report twice a year, and brief supervision memo before every WB mission on each sub-project to be reviewed by the Environmental and Social Safeguards team. In addition, an annual report of all the environmental and social monitoring activities will be compiled by the RAMPIU and submitted to the Bank as part of the overall project implementation.



Table 14.Summary of monitoring activities during the backlog works and repairs phase S.N Impact Monitoring Activity Frequency Responsibility Cost

1

Waste management

Maintaining a record of type, quantity, and disposal location of solid and liquid waste generation

2

Landslides soil erosion, and Visual intrusion


3

Air quality Visual observation and photographic documentation of equipment induced emissions and dust clouds during excavation activities

4

Noise Site supervision/inspection and documentation to ensure the implementation of mitigation measures

5

Water supply Close supervision and documentation of pipe re-location activities Observing nearby springs for potential siltation following a rainfall event

6

Runoff water and drainage


7 Fauna and flora Site inspection and photographic

documentation of excavation and re-planting activities

8 Traffic Site supervision-inspection and

photographic documentation

9

Safety Inspection/supervision and photographic documentation Maintaining a record of injuries and accidents specifying cause and location

10

Socio-economics


Ongoing

during the Works phase

Supervising consultant in coordination

with dedicated engineer-

specialist from RMF

Equivalent of one full time

social and environmental

monitoring specialist for

each sub-project who

shall coordinate and

report to a dedicated

engineer at RMF



SECTION8ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

8- ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP)

8.1 GENERAL

1. The objectives of this Environmental and Social Management Plan are to establish a mechanism to implement mitigation measures for the expected negative impacts and to monitor the efficiency of these mitigation measures. The ESMP establishes a procedural framework for implementing the environmental and social process for all roads within this sub-project.

2. Due to the limited and minor nature of potential negatives impacts of

subproject identified in this ESIA report, it is considered that the Environmental and Social Management Plan (ESMP) prepared for the Governorate of Al Hudaidah will sa sfy the environmental and social safeguards of OP 4.01.

3. Hence, this section provides guidelines for Environmental and Social Management Plan (ESMP) that will be adapted as needed for the sub-project of Al Hudaidah Governorate.

4. The content of this sub- project includes specific management plan based on the findings of consultations with local stakeholders (Project Affected People). The ESMP for the sub-project will be reviewed in accordance with the World Bank guidelines and disclosed prior to the launching of the works contract. The RMF will obtain a no objection notice from the World Bank for the ESMP of this sub-project.

5. The following table summarize the potential impacts, standard mitigation measures, responsibilities for implementation and monitoring to be adapted to the sub-project conditions.



Table (15) Summary of ESMP during the Backlog Works and Repair Phase

Responsibility S.N. Impact Mitigation Measures Monitoring Implementation Quantity Cost

1

Waste Management Proper solid waste disposal or liquid waste recycling at designated permitted sites Periodic inspection of road works Periodic inspection of equipment maintenance

Maintaining a record of type, quantity, and disposal location of solid and liquid waste generation Contractor

380 Cu.M Removal of Material and Disposal

1,676 Cu.M Removal of Asphalt+Base


2





1,390 Cu.M Boulder 3,348 Cu.M Stone

1,487 Sq. M Riprap 131 Cu.M Gabions


3 Traffic Informing the public about schedule of maintenance

Provision of alternative access roads/ by-passes where feasible Traffic management to ensure traffic safety

Site supervision-inspection and photographic documentation


Water spraying for dust control Visual observation and photographic documentation of equipment induced emissions and dust clouds during excavation activities

5


Site supervision/inspection and documentation to ensure the implementation of mitigation measures

6

Socio-economics Shortening the road works period Informing the public and coordinating with them on the schedule of maintenance activities Provision of alternative access roads/ by-passes where feasible Traffic management


7

Water supply Protecting water supply systems Coordination with land owners on scheduling maintenance activities

Close supervision and documentation of pipe re-location activities Observing nearby springs for potential siltation following a rainfall event

8

Runoff water and drainage Side sloping the road to prevent the accumulation of water on the road surface Re-vegetation of disturbed soils Periodic cleaning and maintenance of ditches and culverts


9 Fauna and flora Placing speed limit signs and planting trees at critical locations and known

animal crossing pathways Periodic cleaning and maintenance of culverts to facilitate amphibians crossing

Site inspection and photographic documentation of excavation and re-planting activities

10

Health & Safety Compliance with General Health, Safety, and Environment Regulations Inspection/supervision and photographic documentation Maintaining a record of injuries and accidents specifying cause and location


256,568 M White and Yellow Paint 94 No. Direc onal Signs 564 No. Warning Signs 113 No. Kilometer Post 1,013 No. Cat Eyes (One Face) 2,025 No. Cat Eyes (Two Face) 1,200 M Guardrails 300 Guardrails Reflective signs 420 Sq. M Yellow Paint for Cross waking 20 No. AC Speed Bumps



Social Consultations 9-94 RMF-RAMP

SECTION9SOCIAL CONSULTATIONS

9- SOCIAL CONSULTATIONS

9.1 CONSULTATIONS OBJECTIVES

1. The consultation objective was:

• The key objective of the social consultations is to identify social impacts and risks in an integrated manner to promote sound and sustainable social performance and outcomes.

• Another objective is to improve the conditions and safety of the existing paved roads.

• To find out the opinions of the local society and their attitude regarding backlog maintenance and repairs.

• To specify nature and type of social problems that might arise during the maintenance activities.

• To incorporate social concerns into the overall Environmental and Social Management Plan (ESMP).

9.2 CONSULTATIONS PROGRAM

2. The consultation program has multiple and diverse objectives:

• To provide a forum for the initial definition of critical environmental and social issues.

• To establish from regional stakeholders and Potential Affected People their concerns of key development issues and their linkages to the environment and social development.

• To confirm the suitability of the initial list of beneficiary’s communities selected for consultations.

• To obtain assistance by contacting leading members of target communities whenever necessary.

3. This involves a program of semi-structured discussions with communities in the affected road areas. The consultations were for men during the preparation of the Environmental and Social Impact Assessment Study. Further details see below.



9.3 CONSULTATIONS PROCESS

4. Consultations at central level with stakeholders were organized in November 2012 based on an early dra of the ESIAF. The consultations were arranged as public meetings and the participants included: representatives of the RMF, Ministry of Water and Environment, Environmental Protection Authority and Ministry of Public Works and Highway, Governorate Administration, Local Councils, Community Groups. The participants expressed their satisfaction with the Sub-Project and no significant issues regarding the potential negative impacts of the RAMP were raised.

5. In addition, another social consultation at the local level was carried out for each individual road with Local Communities and Possible Affected People. The aim is to solicit social views on the proposed sub-project and to incorporate their concerns into the Environmental and Social Management Plan (ESMP) and the Social Framework Agreement (SFA). Also, women consultations were carried out by an individual Female Consultant and prepared a separate report including a summary of the main findings in English.

9.4 CONSULTATIONS FINDINGS

6. During the Social Consultations that were carried out with the local people, most of the locals have shown their cooperation and willingness to cooperate with the contractor and showed their interest to work with the contractor as laborers. Therefore, the Road Maintenance Fund (RMF) will prepare the Social Framework Agreement (SFA) before implementation starts and prepare a letter to the Governor to form a beneficiary committee.

7. Findings of the consultations also were concentrated on to speed up the process of roads maintenance works. At the end of the consultations, photos of the consultations were taken. The locals reiterated the need for road maintenance to improve road safety and reduce damage to agricultural lands resulting from floods and limited number of box culverts. Other comments were related to the need to include local workers in the maintenance works, correcting dangerous curves, implementation of works without delays; removal of random speed bumps, and locating contractor’s camps away from agricultural land. It is worth noting that this round of consultation included representatives from the civil society organizations and women participants.



8. It is recommended that during rehabilitation period, the contractor's workforce is to be largely recruited locally, which will avoid social problems associated with the presence of a large workforce from outside the project area and to increase the socio-economic benefits of the locals. When the upgraded roads are in service, traffic safety measures should be implemented by enforcing road speed limits and warning signs at critical locations such as populated areas, schools, sharp curves and junctions to avoid accidents for pedestrians by some negligent drivers.

9.5 CONSULTATIONS TECHNICS

9. Thirty eight sites were selected of 17 roads. A total of (202) beneficiary were randomly selected from the above mentioned sites and interviewed. Please see table (16)

10. Due to the fact that most of the respondents are illiterates, data was

collected by face-to-face interviews. The interview started by a general talk and a brief explanation about the nature and objectives of the study to gain the trust and confidence of the respondents to ensure the most possible reliable data.

11. It is at this point that consultations with the affected population should

take place in order to ensure (i) that they aware of all the activities to be undertaken, their timetable and possible impacts, and; (ii) that their consent is documented so as to prevent later misunderstandings between the project, contractors, and the general population.



Table (16) Shows Villages Surveyed and No. of Men.

No Road Name Villages Surveyed Number of respondent

1 Al Mo’rqs- AzZuhra- Al Luheyah Noman – Luheyah 12

2 Al-Luheyah –Al-Khobah Al-Khobah 9

3 Al Qanawis. Al-Kadan Al Qanawis. Al-Kadan 12

4 Bajil - Al-Kadan – Ad-Dahi Bajil - Al-Kadan 10

5 Al Hudaidah - As-Salif Al-Orj - As-Salif 14

6 Madinat Al-Sharq –Bajil Dhahir – Soq Al-Rabua’a 12

7 Al-Qutai’aWadiSeham – Bajel Waqer - Al-Maslob’a 11

8 Seham – Bura BaniBatal – Al-Graeb 14

9 Al Mansuriyah -As Sukhnah - Alhaid Al-Mesbar - As Sukhnah 12

10 Al-Husainiah– Al-Jah Al-Hosainiah – Al-Jah 12

11 Al-Madan – Al-Shabariq Al-Madan - Al-Shabarik 12

12 Zabid –Al-Tuhaita Zabid –Al-Tohata 12

13 Al Hudaidah– Al Mukha Al-Khokhah 10

14 Al-Udain - Al-Jarrahi Al-Masbariah – Al-Mabraz 14

15 Al-Kolah - Jabal Ra's. Ojnah – Al-Mesbar 14

16 Branch of Al-Udain - Al-Jarrahi Qahra’a – Al-Murair 10

17 Hais – Al- Khokhah Hais – Al- Khokhah 12

Total 202

12. It should be mentioned that prior to the consultations process of the proposed sub-project, an environmental and social field screening was conducted using the general checklist that has been developed for the preparation of any Environmental and Social Assessment (ESIA) report which covers environmental as well as potential social impacts. During the screening stage, meetings and discussions on the spot were conducted with the stakeholders, beneficiary committee and Project Affected People (PAP) and is completed.



9.6 WOMEN CONSULTATIONS

13. The women consultation was conducted earlier and prepared interviews with women to solicit their views and concerns regarding the rehabilitation and implementation of the sub-project under study. The woman consultant has made consultations in several villages along the sub-project to interview women from different levels and discuss with them the expected impact and the appropriate mitigation measures with regard to their daily activities.

9.7 WOMEN MAPING OF THE STUDY AREA

14. During the field study, the researcher met (300 samples of women in 52 villages) from different areas. Moreover, the researcher visited number of schools and health centers and noticed that most of the schools are located near to the road side which may cause accidents to students. She also, realized that most of the land use is agricultural fields, grazing and firewood areas. She found out that the locals raise different kind of animals like (Cows, Donkeys, Goats, Sheep, and Camels). She was informed that in some areas, there is electricity but other places there's not any electricity so they use kerosene for lighting. Some people get water from wells, rain, or water pipes. They grow different kinds of plants like (Coffee, Mangoes, Corn, Maize, Dates).

Table (17) shows number of women, number of villages and date of meetings

Governorate Day Road # and Name No. of Women

No. of Villages

Date of Consultation

1 Road#6, Madinate As-Shareq - Bajil 30 5 3/11/2012

2 Road#7, Alqatia – Wadi Seham –Bajl + Road # 8, WadiSeham –Bura'a + Road # 9, Almansuria-Alsukhnah- SuqHaid

50 9 4/11/2012

3

Road # 4, Bajl- Alkaden- Althahi + Road # 3, Alqanaus – Alkden + Road # 1, Almuarss-Alzuhrah- Aluhiah + Road # 2, Aluhiah –AlKhubah

70 11 5/11/2012

4 Road # 13, Alhodidah – Almakha'a+ Road # 17, Hais- Alkhukha 20 2 6/11/2012

5 Road # 14, Alaudin –Algarhi + Road # 15, Alkulah – GabalRa'as + Road # 16, Alaudin – Alqahra'a

30 12 7/11/2012

6 Road # 10, Alhusinia – Aljah + Road # 11, Almadien –Almauqier –Alshabariq + Road # 12, Zabied –Altuhitah

60 11 8/11/2012

Al Hudaidah

7 Road # 5, Alhodidah – Alsalief 40 2 9/11/2012 Total 300 52



Recommendations from the Women to the RAMP Unit

15. A separate report was prepared in Arabic (Annex 3) with an executive summary of the findings in English. The main findings were to put traffic signs at places where students cross to schools, also where women and animals cross to field. Set a group of people to organize traffic movement next to schools during the time of going to school and out of school. Build speed bumps near entrance of villages with engineering specification. Widen the road at market places to avoid traffic jam at peak hours.

9.8 GENDER POLICIES

16. Although Yemen's constitution declares equal rights and obligations for men and women, and makes discrimination on the basis of sex illegal, the government's capacity to enforce such laws is weak, first due to inadequacy of the administrative apparatus, and second, due to the cultural context in which women are not considered equal to men and this is reflected in comparative world-wide statistics showing Yemen to be amongst the worst nations in terms of gender equality. New laws introduced since Yemeni unification provide women with more security rights, yet without effective enforcement, these are virtually ineffective. In 1997 the government adopted the Yemeni Women's Na onal Strategy.



17. Among the institutions established to work on women's issues is the

Women National Committee. Its duties include; cooperating with local, regional and international organizations involved in women's projects, conducting studies relating to women, contributing to women's legal awareness, and holding workshops and conferences. Its effectiveness is hampered, however, (a) by lack of adequate funding; (b) absence of coordination at a national level; (c) unavailability of data disaggregated by gender; and (d) ambiguity of its goals.

9.9 CONCLUSION

18. In conclusion, while sub-project maintenance is associated with some potential negative impacts, most are of a temporary nature and can be alleviated with appropriate measures. Contractor is responsible for adhering to these mitigation measures and implementing them throughout the duration of his contract in coordination with the Supervising Consultant and the RAMP. The latter will ensure adequate monitoring.

19. The positive impacts indicate that overall, beneficial impacts of this sub-

project on physical and natural resources, safety, job creation and local economic development are expected to outweigh negative impacts.

20. While the cost of implementing mitigation measures will vary depending on their characteristics, contractor must provide corresponding cost estimates for these measures as a separate line item in the contract. As previously stated, the cost of mitigation measures will be a part of the contractor’s fees and shall be disbursed at the completion of sub-project upon satisfactory compliance with the mitigation plan.


Annex 1: SFA 10- 101 RMF-RAMP

SECTION10ANNEXES



10- ANNXES

ANNEX 1: Social Framework Agreement (SFA)


Annex 2: Beneficiary Committee List (BC) 10 - 105 RMF-RAMP

ANNEX 2: Beneficiary Committee List (BC)


Annex 3: Women Consultation Report 10 - 108 RMF-RAMP

ANNEX 3: Women Consultation Report

Executive Summery 1. Introduction

Roads are considered the most effective basis in a process of development and continuity to it, especially in isolated areas like Rural Areas. However, despite their presence of such roads, they need to process maintenance to prolong their life because of their importance in the continuation of construction to achieve sustainable development in these rural areas. As that maintenance has a great role in maintaining and continuing effectiveness of these road networks for their contribution to raise the level of public services to citizens in all essential aspects (economic - social - health - education, etc….)

So the Ministry of Public Works and Highways represented by the Road Maintenance Fund (RMF) dose maintenance works for a number of roads in the province of Hodeida Governorate for a total of seventeen roads in rural areas which link between them and the centers directorates estimated their length about (670 km).

2. Agreement of the Study

An agreement have been done between Project Management and Maintenance of Roads (Unit of RAMP) represented by manager/ Nabila Al Siri and representative of Saba'a office team which includes (environmental, social and women experts) ,who have enough experience to carry out survey and field visits for roads and collect all the necessary data required for this study .

3. Objectives of the Study

1. Identify the positive and negative impacts that may occur before and after maintenance.

2. Search and study of women's social living and take the views and proposals of women about the expected impacts of road maintenance works and how to avoid the negative effects and ways of treatment.

3. Knowledge of living conditions in the target villages of road maintenance. 4. Find out the impacts of road maintenance works to reduce the burden on

women in the target villages. 5. Carry out campaign to show the importance of road maintenance works and

to avoid potential danger during maintenance period.

4. Study Tools

Researcher used three tools to collect the information of the study. They are:(i) taking photos, ii) meeting and iii) questionnaire.

5. Summary of the study



It is evident that the foundation of most of roads are good, except for some stretches are going through valleys or some places where sand is crawling on road surface or places where stones and mud fall to road side as a result of floods that is causing deterioration of the infrastructure of roads' construction. There are also in some areas a lot of forest trees which cause blinding for drivers as a result they make accidents. The roads devoid of traffic signals, signs and speed bumps are causing a lot of accidents.

As well as, Road Projects play a great role in the availability of food's material on the one hand; on the other hand they help people to arrive to health centers or to neighboring areas in record time. Since the poverty rate is high in Rural Areas under study, so the women transfer water and firewood above their heads or on donkeys because of high transportation cost. Cooking Gas is not used in some areas because of the high cost of transporting which is between (1500 - 3000) Yemeni Rails per cylinder.

More ever, there are a lot of schools on the sides of the road and the lack of traffic signals or air holes or crossing signals to reduce the speed of vehicles causing many accidents for children annually due to the high speed of vehicles. This is causing fear and concern for their parents to send them to schools especially in areas where schools are near to the road.

And there are a lot of agricultural fields; grazing areas and firewood positions are near the roadside where many women and animals get killed because of speeding vehicles. For example, accidents occur in the beginning and end of the week when men return from their work areas to their villages or at religion occasions or in holidays like (Ramadan, Eid al-Fitr, Eid al-Adha).



6. Population Status

Table (1) Shows Population Projection for 2012 in 18 Districts

Projection 2012 Governorate Density p/km²

Area (km)² Total Female Male District

٨٧.٦٦٥ ٨٤.٢٠١ ١٧١.٨٦٦ ٧٧٦ ٢٢١ Al Zuhrah 1 ٦٧.٦٢٧ ٦٣.٩٤٧ ١٣١.٥٧٤ ١.٢٩٩ ١٠١ Alluhiah 2 ٢٥.١٤٤ ٢٣.٩٤٦ ٤٩.٠٩٠ ١٧٠ ٢٨٩ Almighlaf 3

٣٤.٧٥٨ ٣٣.٠٩٨ ٦٧.٨٥٦ ٢٤٦ ٢٧٦ Aldahi 4 ١٠٧.٧٥٨ ١٠٣.٧٤٧ ٢١١.٥٠٦ ١.٦٤٥ ١٢٩ Bajil 5 ٤.١٨٢ ٣.٧١٥ ٧.٨٩٧ ١٥٤ ٥١ Al Salief 6

٥.٩٧٨ ٦.٠٨٢ ١٢.٠٦٠ ١٠٤ ١١٦ Alhujailiah 7

٢٦.٤٥١ ٢٩.٧١٨ ٥٦.١٦٩ ٢٤٦ ٢٢٨ Bura 8 ٣٧.٤٤٨ ٣٦.٨١٨ ٧٤.٢٦٧ ٤٧٩ ١٥٥ Alsukhna 9 ٢٨.١٣٥ ٢٧.٥٧٢ ٥٥٧٠٦ ١٩٤ ٢٨٧ Almansuriah 10 ٣٥.٤٨٧ ٣٣.٠٠٤ ٦٨.٤٩١ ٦٩٥ ٩٩ Alduriehimi 11

١٥٥.١٣٩ ١٤٥.٢٧٩ ٣٠٠.٤١٩ ١.٥٢٩ ١٩٦ ByatAlfaqih 12 ٩٨.٤٧٠ ٩٥.٢٣٤ ١٩٣.٧٠٣ ٥٨٥ ٣٣١ Zabid 13

٤٣.٦٧٧ ٤٠.٥٦٠ ٨٤.٢٣٧ ٨١٣ ١٠٤ Alttohiati 14 ٥٥.٠١٩ ٥٥.٩٨٩ ١١.٠٠٨ ٦٢٨ ١٧٧ Aljarahi 15 ٢٦.٥٥١ ٢٩.٠٦٨ ٥٥.٦١٩ ٣١٠ ١٧٩ Jabal Ra’s 16 ٢٧.٨١٣ ٢٨.٧٥٥ ٥٦.٥٦٨ ٢٦٢ ٢١٦ Hays 17 ٢١.٤٧٩ ٢٠.٥٥٧ ٤٢.٠٣٦ ٥٥٧ ٧٥ Alkhwakhah 18

٩٧٠.٥٩١ ٩٤٠.٧٤١ ١.٩١١.٣٣ Total

Al H

odei

da

Source: Central Static Office (CSO2012) According to the 2012 census of the target areas for the project and as observed, proportion of population density in these regions have risen than before due to the high fertility rate in the areas and reach up to 3.6%. The rate of population growth is estimated to be 6 kids for each woman. This illustrates increase the number of beneficiaries of the target areas and neighboring regions. The gender ratio is estimated at 50.1% men and 49.9 % women beneficiaries in the project areas.



7. Consultant Mapping of the Study Area

During the field study, the researcher met sample of 300 women from different areas & villages. Moreover, the researcher visited numbers of schools and health centers; she noticed that most of them near to the road and that cause accidents. She released that most of those areas are agricultural fields, grazing and firewood areas. Otherwise, they raise a lot of kinds of animals like (cows, donkeys, goats, sheep, and camels). In some areas, there is electricity but other of them there's not any electricity so they use kerosene for lighting even if there are a lot of cabals. Some people get water from wells, rain, or water project. They grow different kinds of plants like (coffee, mangoes, corn, maize, dates). 8. Summery Table of Women Field Consultations

Table (2) Shows the No. of Women, No. of Villages and Date

Date of Consultations

Number of Villages

Numbers of Women Roads Name Governor

3/11/2012 5 30 1. (Road #6),Madienat Alsharq – Bajl

4/11/2012 9

50 2. (Road #7), Alqatia – WadiSeham –Bajl + (Road #8), WadiSeham –Bura'a + (Road #9), Almansuria-Alsukhnah- SuqHied

5/11/2012 11

70 3. (Road #4,) Bajl- Alkaden- Althahi + (Road #3), Alqanaus – Alkden + (Road #1), Almuarss-Alzuhrah- Aluhiah + (Road #2), Aluhiah –AlKhubah

6/11/2012 2

20 4. (Road #13), Alhodidah – Almakha'a+ (Road #17), Hais- Alkhukha

7/11/2012 12

30 5. (Road #14), Alaudin –Algarhi + (Road 15), Alkulah – GabalRa'as + (Road #16), Alaudin – Alqahra'a

8/11/2012

11 60

6. (Road #10), Alhusinia – Aljah + (Road #11), Almadien –Almauqier –Alshabariq + (Road #12), Zabied –Altuhitah

9/11/2012 2 40 7. (Road #5), Alhodidah – Alsalief

52 300 Total

Alhodidah

9. Summery Table of Education and Health Centers



Table (3) Shows the Schools & Health Centers as the Researcher notice during Field Visit

Number of the nearby health

Centers (approximately)

Number of the nearby schools

(approximately) Road Name

8 10 1. (Road #6),MadienatAlsharq – Bajl 6 9 2. (Road #7), Alqatia – WadiSeham –Bajl +

(Road #8), WadiSeham –Bura'a + (Road #9), Almansuria-Alsukhnah- SuqHied

12 15 3. (Road #4,) Bajl- Alkaden- Althahi + (Road #3), Alqanaus – Alkden + (Road #1), Almuarss-Alzuhrah- Aluhiah + (Road #2), Aluhiah –AlKhubah

3 5 4. (Road #13), Alhodidah – Almakha'a+ (Road #17), Hais- Alkhukha

7 8 5. (Road #14), Alaudin –Algarhi + (Road 15), Alkulah – GabalRa'as + (Road #16), Alaudin – Alqahra'a

11 12 6. (Road #10), Alhusinia – Aljah + (Road #11), Almadien –Almauqier –Alshabariq + (Road #12), Zabied –Altuhitah

2 5 7. (Road #5), Alhodidah – Alsalief



10. The expected negative impacts based on the questionnaire answers

1-100% (rarely) lack of movement of women to fetch/bring water and firewood, all women agreed that there is no problem in the existence of the committees because that they go out with veil.

2-100%(always) Women's fear of crossing the road to the other side when they carry something so they wait for more than half an hour to cross the road because of fast cars.

3-80% (rarely) the difficulty women's freedom of movement due to the existence of strangers in the area most of the samples said there are no problems in that.

4-70% (Strongly approve) Sharing women in the process of maintenance works. Also, most women agreed to share in maintenance works. 30% (do not-approves strongly) so few of the sample cannot share in maintenance of roads because they are not allowed to leave the house.

5-100 %( Strongly approve) Continuing to maintain the road has a large degree in women's access daily activities. All responds agreed that maintenance works will have great benefit for them.

6-70% (Strongly approve) Most of the samples confirm the Cooperation between the villagers and the neighboring of the villages in the maintenance of the road. But 30 %( do not-approve strongly) a few of the samples confirm that there is no cooperation among them.

7-80% (Strongly approve) Road Maintenance lead to closer communication between people from different regions. But, 20% (agree) that there is actually closer to connect among the areas of social and economic terms.

8-100% (No) Traffic signals or signs for crossing school students. All samples assert the absence of these signals, causing annually accidents for them.

9-100% (Yes) The existence of awareness signals is a source of comfort and reassurance to mothers when their children go to school. All samples confirm that.

10-100% (Yes) The movement of vehicles quickly is a source of fear and concern for families in village. All women assert their fear.

11-100% (No) There isn’t traffic signals at women and animals crossing to grazing areas& there is no signal on the path of all roads.

12-100% (No) Women cannot cross the road while going out to pasture with animals without fear of security due to the fast movement of vehicles. All samples assert their fear from crossing so they are waiting more than half an hour to pass the road.

13-100% (Yes) Road Maintenance is important for the road. All samples assert the importance of maintenance to the whole region.

14-100% (Yes) Road Maintenance and conservation will lead to increased production and increase household income and easily provide some services, such as access to gas cylinders. The sample confirms and the improved access to services and food centers but high prices still exists.

15-80% (Agree) this group of samples asserts that the existence of equipment during maintenance will encourage cooperation villagers with the authorities. But 20% (Agree with money) these group of samples assert that their villagers will help if they get paid money.

16- 100% (No) there will not be problems while maintaining the road, all sample assert that it will not happen any problems by villagers.



Chart (1) shows the Negative Impacts during Maintenance Operation based on the Researcher's Opinion

11. The positive effects of road maintenance

1-100% (NO) All samples assert that water come by water pipes or above their heads or on donkeys from wells. They do not use any kind of vehicles to bring water.

2-100% (Yes) all samples assert that they are willing to maintain the road after maintenance works.

3-80% (Yes) The sample assert that gas cycling arrive to the region but with high prices so the poor people can't buy it .But 20%of those women assert that gas cycling don't arrive to their area. So they said may be it will be cheaper after maintenance works.

4-70% (No) the samples here assert that they bring firewood on donkeys or above their heads. But 30% (Don't know) here those people don't know the difference. So they said it will be saver after maintenance work.

5-60% (Yes) the samples assert that maintenance is important to entering females to schools. But 40 %( No) some emphasizes are not available to the girl to study after puberty.

6-100% (Yes) each sample assert that road construction and maintenance will help to ease the distance to health centers or hospitals for all conditions.



Chart (2) Shows the Positive Impacts after the Maintenance Operation based on the Researcher's Opinion

12. The most important recommendations and proposals to focus on during maintenance works:

There are some recommendations and proposals which the unit of maintenance should take care & focus on them during maintenance 1-Put traffic sings on the road, especially at places where students are crossing to the schools, also at the places where women and animals are crossing to field or to the other side. 2- Set a group of people in their region to organize the traffic movement next to schools, especially during the time of going to school or out of them. 3- Build speed bumps at places before the entrances and exits of these villages with appropriate engineering specifications. 4- Inform the locals not put any artificial air holes and that prerogative will do by the project. And the one who will disobey orders will adjust by officials from the region. 5- Coordinate with chieftain's areas and those responsible in that area to get out to the field to adjust irregularities developed bumps by the people in the area. 6-Construct the necessary informative signs at specific and needed locations. 7-Widen the road, especially in market areas to reduce crowds of people with passing vehicles at rush time (traffic jam). 8-Building support retaining walls, culverts, concrete Irish crossing in areas that require. 9- Educate citizens in cooperation with the authorities for the maintenance of the road if required such as (cutting invaluable trees, cleaning block culverts in the cases blocked with stones and mud. 10-Work on implementing paint (white and yellow) on the roads also put Cat eyes on the roads to support the drivers when they drive especially at night.

13. Here are Some Notes &Recommendations from the People to the Projects



14. Photos for Negative Impacts

Both of the pictures are markets as you see it cause a lot of problems and accidents

especial at the rush hours.



As you see there are a lot of trees in the sides of the roads that cause blinding for drivers

Both sands & water destroy the foundation of the roads



Examples of one school& Health center near the main road here causes accidents when

children or people go to these places



The entrances of some villages where people& animals cross the road to other side without traffic signals or crossing signals. As people said there are a lot of accidents

happen here.

Here are some of crossroads to different areas without explanation singles so that causes

misunderstand for the drivers.


Annex 4: E&S Screening Checklist 10 - 120 RMF-RAMP

ANNEX 4: Environmental and Social Screening Checklists for Sub-Project (1) Road Number (1), (Al Moaras–AzZuhra-Al Luhiah), 58.9km

A. Project Related Issues Yes No Remark 1. Will the project involve land expropriation or demolition of existing

structures? ×

2. Will the project require that populations be resettled or compensation for resettlement provided?

×

2. Will the project involve widespread land disturbance or site clearance? × 3. Will the project require large amounts of raw / construction materials? × 4. Will the project generate large amounts of residual wastes and wasted

construction materials or eroded soil? ×

5. Will the project require the setting up of ancillary production facilities? × 6. Will the project affect land use zoning and planning or conflict with

prevalent land use patterns? ×

7. Will the project land be encroached upon by urbanized or industrialized areas or areas intended for urbanization or industrialization?

×

8. Will the project result in potential soil contamination or ground and surface water contamination, e.g., from oil, grease and fuel from equipment yards, from herbicides for vegetation control and from chemical (e.g., calcium chloride) for dust control?

×

9. Will the project lead to an increase in suspended sediments in streams affected by road cut erosion, decline in water quality and increased sedimentation downstream?

×

10. Will the project involve the use of chemicals or solvents? × 11. Will the project require blasting? × 12. Will the project make significant demands on utilities and services, and

require significant levels of accommodation or service amenities to support the workforce during construction?

×

13. Will the project increase the levels of harmful air emissions? × 14. Will the project increase ambient noise levels? × 15. Will the project involve the disturbance or modification of existing

drainage channels (canals) or surface water bodies (lakes, lagoons)? ×

16. Will the project lead to the disruption / destruction or damage of terrestrial wildlife habitats, biological resources or ecosystems through interruption of migratory routes, disturbance of wildlife habitats, and noise related problems?

×

17. Will the project induce marred landscape (e.g., scars from road cuts) and lead to landslides, slumps, slips and other mass movements in road cuts?

×

18. Will the project lead to long-term or semi-permanent destruction of soils in cleared areas not suited for agriculture?

×

19. Will the project lead to the destruction of vegetation and soil in the right-of-way, borrow pits, waste dumps, and equipment yards?

×

20. Will the project lead to environmental and social disturbance by construction camps?

√ May be, however could be mitigated

Main Road Secondary Road Tertiary Road



A. Project Related Issues Yes No Remark 21. Will the project lead to the creation of stagnant water bodies in

borrow pits, quarries, etc., suited for mosquito breeding and other disease vector?

×

22. Will the project lead to health hazards and interference of plant growth adjacent to road by dust raised and blown by vehicles?

×

23. Will the project lead to erosions of lands below the roadbed receiving concentrated outflow carried by covered or open drains?

×

24. Will the project lead to unplanned use of the infrastructure being developed?

×

25. Will the project result in health hazards and interference of plant growth adjacent to road by dust raised and blown by vehicles

×

26. Will the project lead to the illegal invasion of homelands and indigenous people by squatters and poachers causing serious social and economic disruption?

×

27. Will the project be equally profitable to all beneficiaries in the region? √ 28. Will the project be equally accessible by all beneficiaries in the

region? √

B. Site Related Issues 1. Is the project located in an area with designated natural reserves? × 2. Is the project located in an area with unique natural features? × 3. Is the project located in an area with endangered or conservation-

worthy ecosystems, fauna or flora? ×

4. Is the project located in an area falling within 500 meters of na onal forests, protected areas, wilderness areas, wetlands, biodiversity, critical habitats, or sites of historical or cultural importance?

×

5. Is the project located in an area such that it would create a barrier for the movement of conservation-worthy wildlife or livestock?

×

6. Is the project located close to subterranean water sources, surface water bodies, water courses or wetlands?

×

7. Is the project located in an area with designated historic or cultural resources?

×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion? × 11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance which will include masonry and labor works. The

major concerns in this road will be related to the accumulation of moving sand over the road surface at several loca ons such as at sta on 10+500, 27+000 (covering 150m over the Irish Crossing) (safety concern), 28+600 (another Irish crossing). Another concern is the disposal of wastes at sta on 0+600, 16+700, 19+700. In addi on, the blockage of cross culverts at several loca ons. Also, the small shops on



the ROW such as at 16+900. The terrain type of this road is classified as flat and is rated as secondary road.



Road Number (2), (Al Luhiah-Al Khobah), 18.2km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×

27. Will the project be equally profitable to all beneficiaries in the region? √ 28. Will the project be equally accessible by all beneficiaries in the region? √ B. Site Related Issues 1. Is the project located in an area with designated natural reserves? × 2. Is the project located in an area with unique natural features? × 3. Is the project located in an area with endangered or conservation-



×


×


×


×


major concerns in this road will be related to the accumulation of moving sand over the road surface at several loca ons such as at sta on 4+600, 4+900,), 5+800 (safety concern). Another concern is In addi on, the blockage of cross culverts at several locations. The terrain type of this road is classified as flat and is rated as ter ary road RAP1.



Road Number (3), (Al Kanawos-Al Kadan), 16.2km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×


region? √




×


×


×


×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion? × 11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance which will include masonry and labor works.

Actually, no major concerns in this road because it is new. The small concern will be to remove the excess growing natural trees adjacent to ROW. The terrain type of this road is classified as flat and is rated as ter ary road by RAP1.



Road Number (4), (Bajel-Al Kaden-Al Dhahi), 41.6km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×


region? √




×


×


×


×


However, the major concerns will be related to several illegal speed bumps (built by locals) which may cause accidents especially at night. This road has gone recent maintenance works and new overlay. The terrain type of this road is classified as flat and is rated as secondary.



Road Number (5), (Al Hudaidah-As Salif), 54.5km


structures? ×


×






×


×


×



×




×


×


×


×






A. Project Related Issues Yes No Remark 21. Will the project lead to the creation of stagnant water bodies in borrow

pits, quarries, etc., suited for mosquito breeding and other disease vector?

×


×


×


√ May be at few locations


×


×



4. Is the project located in an area falling within 500 meters of national forests, protected areas, wilderness areas, wetlands, biodiversity, critical habitats, or sites of historical or cultural importance? √

The road passes at some locations within 500m of the port of As-Salif, but no critical effect


×


√ Close to As-Salif Port


×


However, the major concerns will be related to the moved sand over the road surface at different loca ons, manual excava on to get salt at sta on 37+300 left side small ice box sellers adjacent to road side at sta on 23+600. Another concern is the blockage of some culverts at few loca ons The terrain type of this road is classified as flat and is rated as secondary.



Road Number (6), (madinat As Sharq-Bajel), 94.2km


structures? ×


×



5. Will the project require the setting up of ancillary production facilities? √ 6. Will the project affect land use zoning and planning or conflict with



×


×


×



×




×


×


×


×

20. Will the project lead to environmental and social disturbance by construction camps? √

May be, however could be mitigated






×


√ May be but with minimum effect


×




×


×




×


×


×


×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion? × 11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance mostly masonry and labor works. However, there

are dangerous loca ons such as sharp curve at 9.8km where a gasoline tank slipped off the road Also, several illegal speed bumps have been built by the locals that could cause accidents at 56.5km. In addi on, irregular small shops distributed adjacent to ROW at 66.3km causing traffic jam. The terrain type of this road is classified as rolling un l km 22.5, mountainous un l km 50.5 and flat un l km 99.6 end of road and is rated as main road.



8.

Road Number (7), (Al Quti’a-WadiSeham-Bajel), 37.7km


structures? ×


×






×


×


×



×




×


×


×


×

20. Will the project lead to environmental and social disturbance by √ May be, however




construction camps? could be mitigated





×


×


×




×


×



4. Is the project located in an area falling within 500 meters of national forests, protected areas, wilderness areas, wetlands, biodiversity, critical habitats, or sites of historical or cultural importance?

×


×


×


×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion? × 11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance which will include shovels and truck, masonry and

labor works. However, the major concerns will be related to extensive grow of natural trees on both shoulders of the road which creates two problems invisibility at curves and narrowing the road (safety), blockage of drainage culverts. Another concern is that the road crosses WadiSeham at two locations, one at 6+500 un l 7+800 and two at 23+300 un l 24+600. These loca ons are earth roads. The terrain type of this road is classified as flat to rolling and is rated as secondary road.



Road Number (8), (Seham – Bura’), 28.9km


structures? ×


×


construction materials or eroded soil? √ At few locations mentioned in comments




×


×


×



×




×


×


×


×








×


×


×




×


×




×


×


×


×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion?


11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance which will include shovels and truck, masonry and

labor works. However, the major concerns will be related to landslides at few locations, blockage of side ditches and drainage culverts, damage of riprap, removal of stones accumulated on road surface at several locations by locals, and possible rock fall at 22+700L and needs very urgent protection works with the help of Geologist. The terrain type of this road is classified as flat un l km 8.8, rolling un l km 15.4 and mountainous un l km 28.9. This road is rated as ter ary and is implemented by RAPCMO, RAP1.



Road Number (9), (Al Mansouriah-Al Sukhnah-Souq Al Haid), 27.8km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×


region? √




×


×


×


×

8. Is the project located in a polluted or contaminated area? × 9. Is the project located in an area of high visual and landscape quality? × 10. Is the project located in an area susceptible to landslides or erosion? × 11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance mostly masonry and labor works. However, the

major concerns will be related to blockage of drainage culverts at several locations. Another concern is the illegal small boxes selling vegetables and fruits at 10+300 causing traffic accidents. The damage over top slap of box culvert at 7+600 and needs riprap works as protec on works. Safe guard protec on at sharp curve at 22+000 The terrain type of this road is classified as flat to rolling and is rated as secondary.



Road Number (10), (Al Husainiah-Al Jah), 31.5km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×

27. Will the project be equally profitable to all beneficiaries in the region?

√

28. Will the project be equally accessible by all beneficiaries in the region?

√




×


×


×


×


major concerns will be related to waste disposal adjacent to road side at 0+600, blocked of few culverts, growing natural trees (prosipis) at 3+900 causing good view. The terrain type of this road is classified as flat and is rated as tertiary road implemented through RAPCMO.



Road Number (11), (Al Maden-AlMoqer-AlShabariq), 34.2km


structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×


region? √




×


×


×


×


major concerns in this road will be related to growing natural trees adjacent to ROW at few locations, new developed small shops on the road at sta on 10+400 and at 14+600, the new structure at 14+700 on the right, the elementary school at sta on 16+400 on LHS of road (need speed bump) and the house waste dumping at 26+000 R, 26+900 L. The terrain type of this road is classified as flat and is rated as ter ary road RAP1.



Road Number (12), (Zabid – At Tuhaita), 8.5km


structures? ×


×






×


×


×



×




×


×


×


×

20. Will the project lead to environmental and social disturbance by √ May be, however




construction camps? could be mitigated





×


×


×


×


×


×


√


√




×


×


×


×


major concerns will be related to failure on edge of the Irish Crossing at 0+100, waste disposal adjacent to road side at 0+200, failure of shoulders at few locations, blocked of few culverts, growing natural trees at 6+600 causing invisibility but good view. Re-new centerline white paint The terrain type of this road is classified as flat to rolling and is rated as tertiary road implemented through RAPCMO.



Road Number (13), (Al Hudiadah – Al Mukha), 107.12km A. Project Related Issues Yes No Remark 1. Will the project involve land expropriation or demolition of existing

structures? ×


×






×


×


×



×




×


×


×


×








×


×


×


×


×


×


region? √




×


×


×


×


major concerns in this road will be related to the accumulation of moving sand over the road surface at several loca ons such as at sta on 5+200, 8+500, 22+500, 26+000, 64+000 which need periodic cleaning. Another concern is the damage of the barrier of the Irish Crossing at several locations some of them by vehicle accident. In addition, the blockage of cross culverts at several locations and the scouring of the embankment of the shoulder of the culvert. The terrain type of this road is classified as flat and is rated as main road built with international specification financed by the State of Qatar and is still in good conditions.


Annex 3: 153 RMF-RAMP

Road Number (14), (Al Udain _ Al Jarahi), 46.1km


structures? ×


×






×


×


×



×




×


×


×


×








×




×




×


×




×


×


×


×


major concerns will be related to sharp curves and invisibility at km 3.8, km 4.7, km 6.5, km 9.5 which causes accidents according to local people and should be modified during implementation stage by providing guard rails or concrete barriers as a safety measures and warning signs. The terrain type of this road is classified as flat to rolling and is considered as new because it is completed four years ago and is rated as main road.



Road Number (15), (Al Kolah – JabalRas), 8.1km


structures? ×


×






×


×


×



√ An Electric Pole fell down at 5+100




×


×


×


×








×


×




×


×


×


√


√




×


×


×


×



11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance mostly masonry and labor works. However, the

major concerns will be related to landslides at several loca ons such as at 0+550, 1+400, 2+100, 2+600, 2+900 and 6+500. The Irish Crossing at 0+550 is fully covered with large stones and loose materials. The riprap works of the inlet and outlet of the box culvert at 1+400 is mostly damaged. An Electric Pole at 5+100 is fallen down and may cause electric shock. The terrain type of this road is classified as mountainous and is implemented through RAPCMO and is rated as ter ary road. This road is branching of road (16) at kilometer 26.4



Road Number (16), (Branch of Al Udain-AlJarahi), 27.5km


structures? ×


×






×


×


×



×




×


×


×


×








×


×




×


×


×




×


×


×


×



11. Is the project located in an area of seismic faults? × 12. Is the project located in a densely populated area? × 13. Is the project located in prime agricultural land? × 14. Is the project located in an area of tourist importance? × C. Comments and Recommendations The proposed road will undergo a routine maintenance mostly masonry and labor works. However, the

major concerns will be related to landslides at several loca ons such as at 4+200 and at 5+200. The terrain type of this road is classified as flat to rolling un l km 5+200, rolling to mountainous un l km 11+500 with mild grade and then flat to rolling un l km 27.5. This road is branching of road (16) at kilometer 38.4 and rated as secondary road.



Road Number (17), (Hais – Al Khukhah), 28.5km


structures? ×


×






×


×


×



×




×


×


×


×








×




×




×


×


region? √




√

The end of road will be near sea shore, but no direct ecosystem


×


×


×


major concerns will be related to steep longitudinal slopes at several Irish Crossings which may cause accidents and visibility problem of coming vehicles from opposite direction. There is sharp curve at km 25, which causes accidents according to local people and should be corrected. Also, the accumulated moving sand on the road surface at few locations. The terrain type of this road is classified as flat and most of the road sections are in good condition and is rated as secondary road.

republic of yemen ministry of public works & … · 2016. 7. 10. · mopd ministry of planning...

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