Public Disclosure Authorized E1889 v - World Bankdocuments.worldbank.org/curated/en/...Yamandu and Blama. Securing a reduction in the cost of transportation and more regular passage

Republic of Sierra Leone Ministry of Transport, Communication and State Enterprises Sierra Leone Roads Authority

Rehabilitation of 100km of Paved Roads Makeni-Matotoka (35km)

Bo-Kenema (65km)

Phase I – Feasibility Study : Draft Reports

Volume III Draft Environmental and Social Assessment and

Management Report

March 2005

in association with

Mouchel Parkman Services Ltd. Mouchel Parkman House 307-317 Euston Road London NW1 3AD United Kingdom

CEMMATS GROUP LTD 2nd Floor Delco House

12 Lightfoot Boston Street Freetown

Sierra Leone

E1889 v.2

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Rehabilitation of 100km of Paved Roads Phase I Draft Reports

Draft Environmental and Social Management Plan ii

Rehabilitation of 100km of Paved Roads Makeni-Matotoka (35km)

Bo-Kenema (65km)

Phase I – Feasibility Study : Draft Reports

Report Schedule (Title of this volume in bold italics)

Volume I: Draft Feasibility Report Volume II: Draft Engineering Report Comprising: Volume IIA: Draft Main Summary Report Volume IIB: Draft Materials Report : Makeni-Matotoka Road Volume IIC: Draft Materials Report : Bo-Kenema Road Volume IID: Draft Traffic Report Volume IIE: Draft Falling Weight Deflectometer Report Volume IIF: Preliminary Drawings : Makeni-Matotoka Road Volume IIG: Preliminary Drawings : Bo-Kenema Road Volume III: Draft Environmental and Social Assessment And Management Report


Draft Environmental and Social Management Plan iii

Executive Summary INTRODUCTION Study Background and Policy Context The environmental and social assessment component of the current project forms part of the feasibility study for road rehabilitation along two roads: a) 35 km from Makeni to Matotoka and, b) 65 km from Bo to Kenema.

Sierra Leone is experiencing a new political stability following some ten years of civil conflict (1991-2002). During this time the road infrastructure has greatly deteriorated with little or no maintenance having been undertaken. The two roads under examination are in comparatively good condition and were built with improved alignments some 30 years ago. The Makeni-Matotoka road is a significant interior link in the road network. However the Bo-Kenema road is perhaps the more strategically important link as there are a series of UNHCR resettlement camps on or adjacent to the road, where refugees from conflicts in Liberia are living. A large number of NGOs are catering to needs of populations in this part of the project area. There is at present comparatively heavy traffic along this road of about 600-800 vehicles per day.

Approach and Methods The terms of reference for the environmental and social component requires that

a) social and environmental issues be summarized, and

b) that draft mitigation measures and a monitoring plan be presented, with a pubic consultation and disclosure plan.

It is not considered that the project will be in any way controversial, but clearly there are advantages to wide consultation. The approach to gathering information and understanding actual and potential environmental issues associated with the project area requires that both field observations are made and that a number of key informants are interviewed. In Freetown an initial round of interviews with government officials, donor organizations, NGOs and other potential key informants was conducted. Field visits were then made and District officials and NGOs were contacted in the project zones. The influence of the refugees and their social, economic, and impact on local communities and natural resources was assessed. The future of these camps influences any strategic scenario of regional social and environmental change. Observations on the physical environment and road drainage were made on site with the project engineers. Research data is now being built into the design engineering of the works itself and will inform environmental management measures recommended in the final draft, including construction environmental monitoring.

BASELINE SITUATION Geographical and Environmental Context The main ethnic groups in the project areas are the Temne in the Makeni-Matotoka area and the Mende in Bo-Kenema. However, there are a mix of these and other tribes in both areas and racial rivalry is not an issue.


Draft Environmental and Social Management Plan iv

Sierra Leone is largely an agricultural country, the mainstay of at least 65% of the population. The civil war caused a displacement of populations and by 1998 as many as 1.6 million people (a third of the country) moved into the main towns or into refugee camps in neighbouring countries. This caused serious disruption to agriculture, especially the production of cash crops such as coffee, cocoa and palm products produced in the eastern part of the country between Kenema and the Liberian border, whose export market access was via the Bo-Kenema Road. Elsewhere, and particularly in the project districts, a mixture of inland basin rice production and a slash and burn agriculture persist. The main crops grown are rice, cassava and groundnuts, along with bananas and a variety of other vegetable crops. A small forest products sector is centred on Kenema with the Gola forest reserve, the Kambui Hills to the north, and the Gendema Hills along the Liberian frontier. Once two thirds of the country was under forest with only the drier northern districts under savannah and pastoral land uses.

Sierra Leone is known for its minerals, particularly diamonds and rutile. The main diamond production area is in Kono, not far from the project areas, mainly to the east and north. Industrialised production is just beginning again in Koidu and Seffadu. In the area of Yamandu (about 27 km from Bo) and Blama (about 10 km from Kenema), both on the Bo-Kenema Road, localised artisanal mining by small syndicates is practised along river beds. Some of these practices involve dangerous underwater diving to pan alluvial materials.

Social and Policy Context The regions in which the road sections traverse have been generally more populated in the Makeni, Magboroka and Matotoka sector (150-200 persons per sq km) than between Bo and Kenema (50-75 persons per sq km). The towns of Magboroka and Matotoka have clearly grown up around trading junctions, as indeed is the case for most other smaller towns on the Bo-Kenema Road. In the latter area, the influx of refugees (approximately 54,000 currently) has made a substantial difference to the population densities in the vicinity of the road. The population of Makeni is approximately 90-100,000. Bo Town municipality is estimated at up to 150,000 inhabitants while Kenema has a slightly lower population at about 125,000. Such is the deterioration of the main route to Freetown that Bo, the second town of the country, has particularly poor access to the capital, being 4-5 hours distant at best in the wet season, and a little less in the dry season. In the project area men are predominantly engaged in farming and mining; women are mostly involved in farm and household activities and trading. Swamp rice, paddy rice, millet, cassava, maize, groundnuts and sweet potato are all grown in the project regions. Coffee, cocoa, oil palm and citrus plantations are cash crops more predominantly grown in the Kenema area.

As stated previously some 1.6 million Sierra Leoneans were once displaced by civil war. The conflict lead to a marked increase in poverty across the country and led to the destruction of dwellings in the project area. The following are estimates for project districts: Bo 18%, Kenema 49%, Bombali 10%, Tonkolili 52%. A 65% decline in rice production was estimated for the five years to 1996. HIV prevalence is now reckoned at 7% 2002 (UNAIDS). Following civil conflict affecting both Sierra Leone and Liberia (and also Guinea-Conakry), there has been considerable civil movement of populations in response to former rebel activities in both Sierra Leone and Liberia. Although Sierra Leoneans have now largely returned home to their districts, there are some from Pujehun District still residing in refugee camps in Liberia. Conflict in Liberia unresolved until 2003, and even 2004 in some areas, has meant there are now many more


Draft Environmental and Social Management Plan v

Liberians in camps in Sierra Leone. There are eight UNHCR refugee camps within about 50 km of the Bo-Kenema Road. They are at Banda Juma, Gerihun, Gondama, Jembe, Jimmi Bagbo, Largo, Taiama and Tobanda. The populations of these camps currently total some 53,700 Liberians, approximately 7,000 refugees in each camp. Gerihun (6,505) and Jembe (7,086), near Baoma, are located at towns on the road itself. They are all due to be dismantled by mid 2006, now that the war is over in Liberia. However, rehabilitation of receiving areas across in Liberia depends on stability being fully secured and maintained in such areas. NGOs in the Bo-Kenema area working alongside UNHCR include among many others Action Aid, CARE and World Vision.

DEVELOPMENT POLICY AND LEGAL FRAMEWORK Environmental Legislation Outline legislation in Sierra Leone exists for improving environmental management in the country. The Environmental Protection Act of 2000 created the National Environmental Protection Board, which is the authority responsible for approving EIAs. In the Act infrastructure projects (including roads) are specified for EIA, though criteria for an upgrading project are not clear. EIAs for extractive industries (eg rehabilitation of Koidu Kimberlite Diamond Works) have been undertaken in the country.

Local Governance and Implementation Capacity Owing to the recent and prolonged conflicts government institutions are poorly resourced and have limited implementation and enforcement capacity. Local government under the Ministry of Local Government and Rural Development is delegated to new District government offices set up in 2000. There is also a parallel but constitutionally recognised system of 149 traditional chiefdoms, with Paramount Chiefs, Chiefdom Committees and Councils of Elders. Chiefs are responsible for the allocation of land and collection of land taxes, and the settlement of disputes. In the area of Bo much of the active social development programming is undertaken by international NGOs with impressive national representation in their staffing. A regional NGO, Environmental Foundation for Africa (EFA) has a contract with international NGOs for strengthening environmental management awareness and activities around the camps.

STRATEGIC ENVIRONMENTAL AND SOCIAL ISSUES Social and Environmental Change In the context of the roads under consideration the impacts in these areas are not considered to be significant. In terms of human development there should be considerable benefits of improved transportation access for commercial and social reasons and for facilitating emergency uses, for fast access to clinics and hospital and even food aid distribution, as has been necessitated in recent years as a result of civil conflict. Even in the current post-conflict situation the poor trafficability of roads in the Kenema and Kailahun area to the Liberian border is reported to cause difficulties for UNHCR and WFP distribution of food supplies. It also causes a bottle neck in transportation out of a potential cash crop surplus area (cacao, coffee, oil palm…) which


Draft Environmental and Social Management Plan vi

is slowly being rehabilitated and which will eventually generate considerably more usage of the Bo-Kenema Road than is currently the case.

Greater traffic volumes and faster moving vehicles can, however, represent a potential hazard to pedestrians and bicyclists, as well as potential nuisance to those living alongside the road. Children are particularly at risk from fast moving vehicles and consideration to road safety is certainly appropriate as a mitigating activity. The strategic impact of the road on gender issues can be expected to be neutral. Increase in general trade and commerce will benefit women who are involve in all aspects of the local economy, with perhaps the exception of the artisanal diamond mining practised around Yamandu and Blama. Securing a reduction in the cost of transportation and more regular passage of vehicles will probably help secure women’s income generating opportunities.

During the conflict years from 1992 there was an abandonment of farming activities as the rural population sought shelter and security from marauding rebels by travelling to Freetown and by escaping across national frontiers into refugee camps in Liberia and Guinea-Conakry. Investments in the road sector will provide opportunities for agricultural rehabilitation as important if not more important to women as to men.

The general spread of the HIV/AIDS virus through the transport sector in Africa is well documented, but risks in Sierra Leone and the project districts are probably outweighed by facilitation of better communications and campaigns to combat the disease. Appropriate messages at construction sites will however be in order and this is recommended in mitigation of construction impacts in the Environmental and Social Management Plan below.

Project Environmental Planning and Construction Management The most significant potential environmental impacts of road construction are those related to: clearing, grading or roadbed construction; loss of vegetative cover; foreclosure of other land uses and modification of natural drainage patterns; changes in groundwater elevation, possible landslides, erosion, stream and lake sedimentation; and, impact on flooding, visual degradation and damage to cultural sites. Many of these impacts can arise not only at construction sites but also at quarries, borrow pits and materials storage areas serving the project. Environmental impacts may arise from asphalt plants causing air and soil pollution, through dust and noise from construction equipment and blasting, from fuel and oil spills, waste debris and litter. Most of these construction impacts can be mitigated and their risks reduced by good environmental management and careful supervision of contractors. This will involve awareness building among contractors regarding environmental issues and particularly those relating to health and safety of workers at construction sites and for passing traffic.

In terms of drainage patterns, their should be positive impacts deriving from the improvement of drainage across the road as a result of introduction of culverts as appropriate, and the upgrading of the limited required network of drains where these have become blocked, or where through widening in cuts these will need to be reconstructed.


Draft Environmental and Social Management Plan vii

Contents 1. Introduction

1.1 Study Background 1.1.1 Nature and Purpose of Study 1.1.2 Overview of Road Policy Context

1.2 Road Project Works Description 1.2.1 Makeni-Matotoka Sector Proposed Works 1.2.2 Bo-Kenema Sector Proposed Works

1.3 Approach and Methods 1.3.1 Comments on Terms of Reference 1.3.2 Methodology Adopted 1.3.3 Stakeholders and Consultation

2. Baseline Situation

2.1 Geographical and Environmental Context 2.1.1 Population and Geography 2.1.2 Natural Resources and Land Use

2.2 Social and Policy Context 2.2.1 Local Population: Livelihoods and Subsistence Base 2.2.2 Conflict and Rehabilitation: Camps and NGOs

3. Development Policy and Legal Framework

3.1 Overview of Transport Sector

3.2 National Government Organisations

3.3 Environmental Legislation

3.4 Local Governance and Implementation 4. Strategic Environmental and Social Issues

4.1 Social and Environmental Change

4.2 Project Environmental Planning and Construction Management 5. Environmental and Social Mitigation Opportunities

5.1 Environmental Management 5.1.1 Quarries and Borrow Pits 5.1.2 Drainage and Erosion Mitigation (cuts and bridges) 5.1.3 Landscaping and Vegetation 5.1.4 Recycling of Pavement

5.2 Social Impacts Mitigation and Management 5.2.1 Employment and Gender, HIV/AIDS 5.2.2 Pedestrian Safety and Access


Draft Environmental and Social Management Plan viii

5.2.3 Health and Safety 5.2.4 Compensation Issues

6. Construction Environment and Social Management Plan

6.1 Overview of Critical Issues

6.2 Requirements for Contractor Facilities, Plant and Operations

6.3 Requirements for Contractors Work Sites

6.4 Health and Safety Management

6.5 Environmental Management Responsibility: Personnel and Reporting

6.6 Environmental Monitoring

7. Consultation Plan References Appendices Persons and Organisations Consulted Recommended Project Environmental Monitoring Forms Environmental Requirements for Conservation of Vegetation Environmental Requirements for Quarry/Borrow Areas Diagrams Map of Location of Project Road Sectors UNHCR Facilities and Main Routes SLRA Organigram


Draft Environmental and Social Management Plan 1

1. INTRODUCTION 1.1 Study Background and Policy Context 1.1.1 Nature and Purpose of Study

The environmental and social assessment component of the current project forms part of the feasibility study for road rehabilitation along the two specified road sectors. These sectors are: a) 35 km from Makeni (Bombali District) to Matotoka (Tonkolili District) 35km); and, b) 65 km from Bo to Kenema, the latter being the main towns of districts of the same name. Makeni is 186 km north east of Freetown while Bo is about 240 km east of Freetown.

The feasibility studies commissioned by the Sierra Leone Roads Authority (SLRA) under the Ministry of Transport and Communications, support from the World Bank, started at the beginning of June.

The Mouchel Parkman International consultant team comprises a senior highway engineer (and team leader), a pavement/materials specialist, an economist and an environmental and social specialist, supported both by engineers from CEMMATS, a national consulting practice. Further specialist inputs are provided by Dynatest of the UK.

1.1.2 Overview of Policy Context

Sierra Leone is experiencing a new political stability following some ten years of civil conflict (1991-2002). During this time the road infrastructure has greatly deteriorated with little or no maintenance having been undertaken. The two road sectors under current examination represent sectors that are in comparatively good condition. However, in the “without project” situation these important road sectors could deteriorate rapidly if rehabilitation works are not now undertaken, later requiring more expensive rebuilding work. These road sectors were built with improved alignments some 30 years ago.

The Makeni-Magboroka-Matotoka Sector is a significant interior link in the road network, however the Bo-Kenema Sector is perhaps the more strategically important link. As will be noted, along the Bo-Kenema Sector there are a series of UNHCR resettlement camps on or adjacent to the road, where refugees from conflicts in Liberia are living. A large number of NGOs are catering to needs of populations in this part of the project area. There is at present comparatively heavy traffic along this road of about 600-800 vehicles per day.

1.2 Road Project Works Description 1.2.1 Makeni-Matotoka Sector Proposed Works

The existing 35 km sector is generally raised through surrounding lower lying fields of rice and other mixed market and subsistence crop lands. Occasional villages are found about every 5 km. The gravel road shoulders have been eroded and are used as footpaths by cyclists and pedestrians. All of the



rehabilitation options under consideration propose reconstruction and paving of the road shoulders.

Borrow pits located on higher ground, at approximately 4.5km intervals, were used for the construction of the existing road. Materials for embankment fill and sub-base for road were also won from cuttings; in some cases, where materials were insufficient, cuts were widened. The former borrow areas are therefore now landscaped as cuttings or have returned to bush and cultivation.

A number of rehabilitation options are being examined (See Volume II Engineering Report), all of which will require the quarrying of road building materials. Some of these would require the recycling of the existing base and surfacing material for incorporation into the new road pavement.

Makeni Quarry is 8km along the Lunsar-Makeni Highway and is in use for the Port Loko – Makeni Pavement Rehabilitation Project, producing crusher run for base course. Blasting occurs infrequently when traffic is momentarily stopped; the quarry works are only 1/2 km from the roadside.

Fine sand has been used from the Makump Deposit (chainage 9+730) and also on the banks of the Rokel River at Magboroka (chainage 22+730). Limited sand requirement is anticipated for the project.

1.2.2 Bo-Kenema Sector Proposed Works

Borrow pits once used for the re-construction of the road alignment are also said to have been at approximately every 4.5 km. Most of these are difficult to identify because they have returned to bush. Again, fill materials for raising the road were generally obtained from widening cuts. Larger villages or townships than on the above Makeni Road are apparent and there is active diamond mining in some of the river beds especially at Yamandu and beyond Blama on the approach to Kenema Town.

As for the Makeni-Matotoka sector, paved shoulders will replace the existing gravel shoulders. In cut sections, the shoulder widths are usually restricted, and there is currently some poor drainage through cuts as these have become blocked or filled. Drains are not necessary along sections where the alignment is raised through lower lying land because runoff drains naturally across the verge footpaths into the dissected swamps and rice-basins and other cultivated or fallow areas.

In general, the same rehabilitation options as contemplated for Makeni-Matotoka are being considered for the Bo-Kenema road.

Two proven quarry sources exist for road base course, roadstone and aggregates for normal and asphaltic concrete. These are the Molendah Quarry, located 13 km from Bo along the Bo-Taiama Highway (situated at chainage 33+840). There is also a large quarry at Waima, between Yamandu and and Baoma, 1 km off the project route, adjacent to the Matugbe tributary and only a kilometre from its confluence with the Sewa River.

Another small quarry (“CKC Quarry”) is on the north side of Bo Town on the Yele Road. It has been used for sourcing crush-rock for municipal roads.



Sand can be obtained in a number of locations, including the Sewa River at Gondama (8.5 km from Bo on Bo-Bandajuma highway).

1.3 Approach and Methods 1.3.1 Comments on TOR

The terms of reference for the environmental and social component requires that

c) social and environmental issues be summarized, and

d) that draft mitigation measures and a monitoring plan be presented, with a pubic consultation and disclosure plan.

It is not considered that the project will be in any way controversial, but clearly there are advantages to wide consultation. Objectives to enhance the value of the road and its safety both a) to traffic using it, and, b) to the immediately contiguous communities suggests a need for consultation with key informed individuals, roadside communities, road users and other beneficiary stakeholders.

Clearly there are potential advantages in, for example, maximising local employment, attending to health and safety in construction and in restricting local nuisance. Facilitating work opportunities where possible for women is also universally acknowledged as advantageous, not least because their earnings will directly benefit families in what are poor regions within a country where direct and indirect poverty alleviation has the highest priority.

1.3.2 Methodology Adopted (documents, interviews, field observations)

The approach to gathering information and understanding actual and potential environmental issues associated with the project area requires that both field observations are made and that a number of key informants are interviewed. The purpose as noted is to be able to come to a reasoned judgment on any potentially significant direct and indirect inputs of road development and upgrading in the area. This includes likely induced environmental change over the longer term as a result of renewed economic development. Anticipatory planning for any possible downside risks can then be considered.

In Freetown an initial round of interviews with government officials, donor organizations, NGOs and other potential key informants was conducted. A first visit was then made to the field (31st July – 4th August). More District officials and NGOs were contacted in the project zones. These included provincial and district officers based in the towns of Makeni, Bo and Kenema. The influence of the refugees and their social, economic, and impact on local communities and natural resources was assessed. The future of these camps influences any strategic scenario of regional social and environmental change.

Observations on the physical environment and road drainage were made at site with the team engineers. Research data is now being built into the design engineering of the works itself and will inform environmental management measures recommended in the final draft, including construction environmental monitoring.



Reliable secondary data sources are limited in availability. These have been accessed to the extent possible. Government policy is also referenced as appropriate.

1.3.3 Stakeholders, Consultation and Organisations Contacted

Beneficiaries of road upgrading are identified as follows:

• Civil population for visits to relatives, homeland areas, work places, schools and medical facilities

• Farmers through added value to their production by better market access and agricultural traders

• Bus companies, road transport operators (reduced maintenance costs and traffic volume increase)

• Industry, eg for mining industries, through lower costs and time savings,

• NGOs and aid workers, ?refugees

• National government services, SLRA and other district administration officials

• Construction companies and design consultancies

A range of such stakeholders has been consulted as part of the public consultation process highlighted in the Environmental and Social Mitigation Plan TOR. A list of contact persons and organisations is appended. These include government officials, those representing women’s interests, community and traditional leaders and men and women traders. Further, more formal public presentations of the road project proposal and implementation plan is recommended, in line with the TOR, subsequent to feasibility study completion (see Section 7.).

Initial consultations and discussions suggest there are no interest groups that need be negatively affected should the project be managed with an adequate sensitivity to environmental and social considerations. Groups consulted concur that environmental management in construction is important and that acceptable standards of environmental and safety performance need to be set by the project proponents; government capability to nurture good environmental practice is limited in the absence of external international supervision.



2 BASELINE SITUATION 2.1 Geographical and Environmental Context 2.1.1 Population and Geography

The Republic of Sierra Leone is estimated to have a population of about 5.2 million (World Bank 2002 est.) and an area of approximately 72,000 square kilometres. A new census is due to take place in December at the end of the year. Sierra Leone has a population growth rate of approximately 2.3% (1974-85) and life expectancy of about 37 years. HIV prevalence is thought to be about 7%. By 2015 according to the UN Population Division the population will be 7.1 million. The proportion of the population aged between 0-14 years is 44.7%; infant mortality is 165/1000 live births, and the mortality rate before the age 5 is 284/1000, while life expectancy at birth is 37 years.

The religious division in the country is approximately 60% Muslim and 30% Christian. Very good relations persist between these groups with frequent intermarriage. The main ethnic groups in the project areas are the Temne in the Makeni-Matotoka area and the Mende in Bo-Kenema. However there are a mix of these and other tribes in both areas and racial rivalry is not an issue. In Freetown non-tribal Creole populations dominate but are insignificant as population elements inland of Freetown. The language of common denomination is however Creole English.

Sierra Leone is largely surrounded by Guinea-Conakry to north and east (652 km border). However in the south east the country has a border of approximately 360 km with Liberia, much of which follows the line of the Gendema Hills. The capital Freetown is on a peninsular which projects into the ocean on the south side of the 8 km wide estuary of the Sierra Leone (Rokel) River.

The country is tropical but climate is influenced by its Atlantic location with very wet winter months from May to November and a dry summer period from November to April.

2.1.2 Natural Resources and Land Use

Sierra Leone is largely an agricultural country, the mainstay of at least 65% of the population. The civil war caused a displacement of populations and by 1998 as many as 1.6 million people (a third of the country) moved into the main towns or into refugee camps in neighbouring countries. This caused serious disruption to agriculture, especially the production of cash crops such as coffee, cocoa and palm products produced in the eastern part of the country between Kenema and the Liberian border, whose export market access was via the Bo-Kenema Road.

Elsewhere, and particularly in the project districts, a mixture of inland basin rice production and a slash and burn agriculture persist. The main crops grown are rice, cassava and groundnuts, along with bananas and a variety of other vegetable crops.

A small forest products sector is centred on Kenema with the Gola forest reserve, the Kambui Hills to the north, and the Gendema Hills along the Liberian



frontier. Once two thirds of the country was under forest with only the drier northern districts under savanna and pastoral land uses.

Sierra Leone is known for its minerals, particularly diamonds and rutile. The main diamond production area is in Kono, not far from the project areas, mainly to the east and north. Industrialised production is just beginning again in Koidu and Seffadu. In the area of Yamandu (about 27 km from Bo) and Blama (about 10 km from Kenema), both on the Bo-Kenema Road, localised artisanal mining by small syndicates is practised along river beds. Some of these practices involve dangerous underwater diving to pan alluvial materials.

Naturally, with its long coastal border and inland mangrove lagoon system, the country has, in addition to agriculture and mineral exploitation, a significant fisheries sector supporting the livelihoods of coastal populations. There is also potentially significant offshore oil resources under exploratory investigation.

2.2 Social and Policy Context 2.2.1 Local Population: Livelihoods and Subsistence Base

The regions in which the road sections traverse have been generally more populated in the Makeni, Magboroka and Matotoka sector (150-200 persons per sq km) than between Bo and Kenema (50-75 persons per sq km). The towns of Magboroka and Matotoka have clearly grown up around trading junctions, as indeed is the case for most other smaller towns on the Bo-Kenema Road. In the latter area, the influx of refugees (approximately 54,000 currently has made a substantial difference to the population densities in the vicinity of the road.

The population of Makeni is approximately 90-100,000. Bo Town municipality is estimated at up to 150,000 inhabitants while Kenema has a slightly lower population at about 125,000. Such is the deterioration of the main route to Freetown that Bo, the second town of the country, has particularly poor access to the capital, being 4-5 hours distant at best in the wet season, and a little less in the dry season.

Recorded Adult Voting Population in Project Districts: Registered Voters (as provided

by National Electoral Commission)

Approximate total population (estimated)

Bombali District 195,565 450,000 Tonkolili District 196,659 450,000 Bo District 282,249 650,000 Kenema District 291,100 650,000 Sierra Leone 2,343,101 5,300,000

Population census figures for main districts are now thought to be double the recorded census figures of 1985, which were as follows: Bombali District 317,700; Tonkolili District 243,000; Bo District 268,600; and, Kenema District 337,000. Although the overall population density of the rural area surrounding the Makeni-Magboroka-Matotoka Sector is much higher than along and behind the



Bo-Kenema Road Sector, there is nevertheless much more traffic along this latter sector. If this is artificially boosted in the short term by the large volume of NGO activity because of the refugee camps, this route will potentially generate much increased traffic as agricultural export production in the eastern districts is eventually revived.

In the project area men are predominantly engaged in farming and mining; women are mostly involved in farm and household activities and trading. Swamp rice, paddy rice, millet, cassava, maize, groundnuts and sweet potato are all grown in the project regions. Coffee, cocoa, oil palm and citrus plantations are cash crops more predominantly grown in the Kenema area.

Malaria, diarrhoea, intestinal worms, dysentery and cholera are common. These diseases are waterborne and are related to poor sanitation practices and limited access to safe drinking water. Kenema is additionally afflicted also by Lassa Fever occurrences. Very recent poverty estimates from 2004 Sierra Leone Integrated Household Survey (Draft) shows Kailahun, linked to the rest of the economy by the Bo-Kenema Road, as “one of the worst off districts with 92% of the population living under the full poverty line” and Bombali District, adjacent to the Makeni-Magboroka Road as having the highest incidence of extreme poverty at 63%.

2.2.2 Conflict and Rehabilitation: Camps and NGOs

As stated previously some 1.6 million Sierra Leoneans were once displaced by civil war. The conflict lead to a marked increase in poverty across the country and led to the destruction of dwellings in the project area. The following are estimates for project districts: Bo 18%, Kenema 49%, Bombali 10%, Tonkolili 52%. A 65% decline in rice production was estimated for the five years to 1996. HIV prevalence is now reckoned at 7% 2002 (UNAIDS).

Following civil conflict affecting both Sierra Leone and Liberia (and also Guinea-Conakry), there has been considerable civil movement of populations in response to former rebel activities in both Sierra Leone and Liberia. Although Sierra Leoneans have now largely returned home to their districts, there are some from Pujehun District still residing in refugee camps in Liberia. Conflict in Liberia unresolved until 2003, and even 2004 in some areas, has meant there are now many more Liberians in camps in Sierra Leone. These are mostly in the vicinty of the of the Bo–Kenema Road (see Diagram: UNHCR SL Facilities and Main Routes, 2003).

There are eight UNHCR refugee camps within about 50 km of the Bo-Kenema Road. They are at Banda Juma, Gerihun, Gondama, Jembe, Jimmi Bagbo, Largo, Taiama and Tobanda. The populations of these camps currently total some 53,700 Liberians, approximately 7,000 refugees in each camp. Gerihun (6,505) and Jembe (7,086), near Baoma, are located at towns on the road itself. They are all due to be dismantled by mid 2006, now that the war is over in Liberia. However, rehabilitation of receiving areas across in Liberia depends on stability being fully secured and maintained in such areas.

NGOs in the Bo-Kenema area working alongside UNHCR include among many others Action Aid, CARE and World Vision.



3. DEVELOPMENT POLICY AND LEGAL FRAMEWORK 3.1 Overview of Transport Sector

The transport infrastructure of Sierra Leone comprises a road network of about 11,000 km, one major port and inland waterway consisting of ferry services and privately owned passenger boats, and one international and nine domestic airports.

Of the public road network of 11,300 km, some 8,000 km were functionally classified in the National Road System, leaving 3,000 km making up local networks and unclassified roads and tracks. Eighty per cent of the freight and passenger transport need in Sierra Leone is channelled through the road network, 2.5% through air transport and 17.5% through inland marine transport.

Road transport is almost entirely operated by small private operators. There is free market entry for operators of trucks or passenger vehicles, subject to minimal registration and licensing requirements. Passenger fares and freight tariffs in the private sector are not regulated in practice, although the tariffs charged by the Sierra Leone Road Transport Corporation (SLRTC) are subject to government control.

SLRTC has operated a fleet of 30 buses and currently has less than a 5 % share of the passenger transport. Owing to the past security situation, the SLRTC buses operated mostly in Freetown. The Corporation operates at a loss due to low tariffs, inefficient management and high operating costs, partly due to poor road conditions and shortage of spare parts. This was further worsened because of the influx of refugees into Freetown during the conflict. SLRTC privatisation is currently under consideration by the Government.

3.2 National Government Organisations

Sierra Leone Roads Authority (SLRA) The Sierra Leone Roads Authority (SLRA) is responsible to the Ministry of Transport and Communications for road building and upgrading. It has regional or provincial stations in Makeni, Bo and Kenema, each covering a number of Districts.

A semi-autonomous entity, the SLRA was established by legislation in February 1992. It is responsible for the administrative control, planning, development and maintenance of all roads in the country. It has the authority to sign and award contracts and receives the bulk of its funds for road maintenance from the Road Fund as allocated by parliament; subject to parliamentary approval it may also levy road user charges.

SLRA is managed by a Director General under the direction of a Board of Directors appointed by the President (See Diagram: SLRA Organigram). The Board has strong representation from private sector organizations of road users. It reports administratively to the Ministry of Works, which is responsible for submitting the Authority annual budget for parliamentary approval. The SLRA is subject to external audit by independent auditors every six months as required by its charter.



Routine and periodic road maintenance is undertaken by the SLRA on the basis of an annual program for routine maintenance and a three-year program for periodic maintenance. The present trend of the Authority is to contract at least 70% of all maintenance works to the private sector.

Other Relevant Bodies The Ministry of Lands, Housing and the Environment is ultimately responsible for ensuring the implementation of environmental legislation, although it has limited means. There is a Department of Forestry which falls under the Ministry of Agriculture, Forestry and Food Security. (See below Local Governance)

3.3 Environmental Legislation

Outline legislation in Sierra Leone exists for improving environmental management in the country. The Environmental Protection Act of 2000 created the National Environmental Protection Board, which is the authority responsible for approving EIAs. In the Act infrastructure projects (including roads) are specified for EIA, though criteria for an upgrading project are not clear. EIAs for extractive industries (eg rehabilitation of Koidu Kimberlite Diamond Works) have been undertaken in the country.

[In respect to the current project there is for the World Bank a requirement to ensure adequate attention is paid to the environment and social impacts.]

3.4 Local Governance and Implementation Capacity

Owing to the recent and prolonged conflicts government institutions are poorly resourced and have limited implementation and enforcement capacity. Local government under the Ministry of Local Government and Rural Development is delegated to new District government offices set up in 2000. There is also a parallel but constitutionally recognised system of 149 traditional chiefdoms, with Paramount Chiefs, Chiefdom Committees and Councils of Elders. Chiefs are responsible for the allocation of land and collection of land taxes, and the settlement of disputes.

In May 2004, elections were held for 32 District Councils which have responsibility for using and allocating the restricted government budgets accorded. The elected Council is headed by a Chairman and includes a small number of representative Chiefs from the District.

The District civil service is headed by a senior District Administrative Officer supported by officers representing the various line ministries, for example the District Town and Country Planning Officer who has certain environmental responsibilities. A survey department is also represented. However most services are greatly under-funded and lack basic resources and logistical support to undertake their mandated tasks.

The District Administrative Officer was said to interpret government policies and laws to chiefdom populations and report their demands and problems to the central government through the Provincial Secretary. However with the election of District Councillors and a chairman there is now a system of delegated responsibility and authority which is establishing itself. Town councils also exist for Makeni, ?Magboroka, Bo and Kenema with their own chairmen.



In the area of Bo much of the active social development programming is undertaken by international NGOs with impressive national representation in their staffing. They are working in and around camps. A regional NGO, Environmental Foundation for Africa (EFA) has a contract with international NGOs for strengthening environmental management awareness and activities around the camps.

[It has not yet been determined which counterpart government organisation might be appropriate as a partner in the environmental monitoring supervision for the project. There will be a useful institutional strengthening opportunity through such involvement in environmental and social monitoring.]



3. STRATEGIC ENVIRONMENTAL AND SOCIAL ISSUES 4.1 Social and Environmental Change

The building of improved roads which are trafficable at all times of the year can have major direct and indirect impacts on the national and local economy, and in particular on agricultural development and land use. Many of these will be positive in terms of social and economic development, not least in adding value to agricultural production in the road hinterland. Negative impacts may arise from pressures of greater economic activity for encroachment in important natural areas of significance to wildlife or for catchment protection in certain sensitive environments, leading to deforestation.

In the context of the road sectors under consideration the impacts in these areas are not considered to be significant. In terms of human development there should be considerable benefits of improved transportation access for commercial and social reasons and for facilitating emergency uses, for fast access to clinics and hospital and even food aid distribution, as has been necessitated in recent years as a result of civil conflict.

Even in the current post-conflict situation the poor trafficability of roads in the Kenema and Kailahun area to the Liberian border is reported to cause difficulties for UNHCR and WFP distribution of food supplies. It also causes a bottle neck in transportation out of a potential cash crop surplus area (cacao, coffee, oil palm…) which is slowly being rehabilitated and which will eventually generate considerably more usage of the Bo-Kenema Road than is currently the case.

Greater traffic volumes and faster moving vehicles can, however, represent a potential hazard to pedestrians and bicyclists, as well as potential nuisance to those living alongside the road. Children are particularly at risk from fast moving vehicles and consideration to road safety is certainly appropriate as a mitigating activity. The potential impact of transport on global environmental issues is dismissed here as being negligeable. More significant actions to restrict vehicle pollution and indeed the safety of vehicles to passengers and pedestrians are not directly related to the building or otherwise of the road and are not therefore highlighted in this study.

The strategic impact of the road on gender issues can be expected to be neutral. Increase in general trade and commerce will benefit women who are involve in all aspects of the local economy, with perhaps the exception of the artisanal diamond mining practised around Yamandu and Blama. Securing a reduction in the cost of transportation and more regular passage of vehicles will probably help secure women’s income generating opportunities.

During the conflict years from 1992 there was an abandonment of farming activities as the rural population sought shelter and security from marauding rebels by travelling to Freetown and by escaping across national frontiers into refugee camps in Liberia and Guinea-Conakry. Investments in the road sector will provide opportunities for agricultural rehabilitation as important if not more important to women as to men.

The general spread of the HIV/AIDS virus through the transport sector in Africa is well documented, but risks in Sierra Leone and the project districts are probably outweighed by facilitation of better communications and campaigns to combat



the disease. Appropriate messages at construction sites will however be in order and this is recommended in mitigation of construction impacts in the Environmental and Social Management Plan below.

4.2 Project Environmental Planning and Construction Management

The most significant potential environmental impacts of road construction are those related to: clearing, grading or roadbed construction; loss of vegetative cover; foreclosure of other land uses and modification of natural drainage patterns; changes in groundwater elevation, possible landslides, erosion, stream and lake sedimentation; and, impact on flooding, visual degradation and damage to cultural sites.

Many of these impacts can arise not only at construction sites but also at quarries, borrow pits and materials storage areas serving the project. Environmental impacts may arise from asphalt plants causing air and soil pollution, through dust and noise from construction equipment and blasting, from fuel and oil spills, waste debris and litter. Most of these construction impacts can be mitigated and their risks reduced by good environmental management and careful supervision of contractors. This will involve awareness building among contractors regarding environmental issues and particularly those relating to health and safety of workers at construction sites and for passing traffic.

In terms of drainage patterns, their should be positive impacts deriving from the improvement of drainage across the road as a result of introduction of culverts as appropriate, and the upgrading of the limited required network of drains where these have become blocked, or where through widening in cuts these will need to be reconstructed. Certain widening of cuts will result in batter gradients less prone to slides as are the near vertical cuts in the existing situation.



5. ENVIRONMENTAL AND SOCIAL MITIGATION OPPORTUNITIES 5.1 Environmental Management

Traditional construction environmental management including awareness building for health and safety at work sites will be most important for this project. There are obvious advantages to ensuring borrow pits are properly managed and restored appropriately, that local erosion is mitigated, and that there is limited off site pollution and, indeed, that the road itself has some sustainability and protection from erosion and undercutting of its own structures.

Design opportunities for social impact enhancement include proper consideration of a) pedestrians and bicycle use, together with b) road safety and signage.

5.1.1 Quarries and Borrow Pits

The nature of the project is such that it is not expected that there will be any significant requirement to open new borrow pits. An actively used quarry 8 km from Makeni could supply crush-rock for this 35 km sector as required. On the Bo-Makeni Sector various quarries are identified notably at Waima, near Boama, which is located half way along the sector. In general there will be very limited requirements for fill and this can be obtained from cuttings widened as a result of upgrading.

Should a new quarry be required basic criteria for selection will follow economic criteria with respect to hauling distance. There are no over-riding reasons for excluding quarry and borrow pit development in any particular zone for landscape or conservation reasons. Nevertheless, any new quarry should be cut at least 1 km from the road should blasting be necessary; there will be a strong preference for a quarry to be naturally screened from the road for visual reasons and to limit dust and noise nuisance.

5.1.2 Drainage and Erosion Mitigation

Despite the high rainfall experienced in the wet season the project roads do not generally suffer from poor drainage. The road is mostly constructed on embankment with occasional cuttings. Runoff flows off the road directly into agricultural fields without a requirement for drains. However through cuttings the required drains are sometimes not well cleared. A ditch for a utility water pipe has been dug on the south side of the Bo-Makeni Road which has not been filled and is obstructing drainage through certain cuttings.

A study of additional culvert requirements is being undertaken and at a limited number of locations their incorporation will improve drainage in relation to the current situation (eg near Balma….). Villages are found on higher ground and when the road passes through such villages drainage and pedestrian access across ditches will be an issue following road widening.

[Design in relation to drainage and culvert requirement is not considered here, being part of the necessary engineering design for the project.]



5.1.3 Landscaping and Vegetation

The project area is not suffering any significant loss of vegetation or woodfuel crisis. Firewood is stockpiled and sold along the road, but there is no evidence of significant degradation and erosion on hillslopes. Clearly around refugee camps along the Bo-Kenema Road there has been an excess of clearing for firewood over traditional sustained usage.

The UNHCR and international donors have funded interventions by an environmental NGO EFA (Environmental Fund for Africa). This NGO has had a programme of environmental education, tree conservation and planting, and propagation of fuel efficient stoves in the refugee camps. Their programme has to an extent mitigated impacts. Along the road where the land is elevated there is a mixed shrub or bush vegetation with occasional standing trees, such as palms not cut for fuelwood.

There will be some loss of vegetation on widening of cuts but this will have negligible impact on the extent of vegetation in the road zone. Therefore no tree planting component to the project is deemed to be warranted. Crops are grown to the edge of the road embankment in low lying areas and to the edge of ditches where the road is of similar elevation to the surrounding land.

5.1.4 Recycling of Pavement

Various options for pavement rehabilitation have been considered under the feasibility study. Of these, the preferred options are those proposing the recycling of existing pavement materials. The environmental implications of these options in terms of sustainable recyling or safe disposal are currently being addressed and will be discussed in the final draft report. Significant issues are not likely to arise. However if waste pavement material can be used constructively for infill in urban areas it might be temporarily stockpiled in convenient sites rather than being disposed of. Safe disposal options are available but their cost and the haulage implication merits economic examination in relation to the costs of recyling or reincorporation into road base fill or pavement.

5.2 Social Impacts Mitigation and Management 5.2.1 Employment and Gender, HIV/AIDS

It is anticipated that there could be employment in construction on the Makeni-Matotoka road for approximately 9-12 months and on the Bo-Kenema Road for approximately 12-18 months. It is expected that the operating road gangs on each section at any given moment might comprise some 50 skilled and 300 unskilled labour.

Traditionally, the recruiting of unskilled labour is done through agreement obtained with Chiefs in their jurisdiction. The main chiefdoms adjacent to the route are as follows (see map):

Bombali: Bombali Shebora, Makari Gabanti, Paki Masabong

Tonkolili: Kholifa Rowalla, Tane

Bo: Kakua, Boama, Bagbe



Kenema: Kando Leppeama, Small Bo, Nongowa

There is reported to be precedent for employment of women as well as men on such constructions and this should be encouraged. Experience elsewhere suggests that women can be as effective workers as men, and often work more consistently and cohesively in team tasks. Opportunities to stipulate a minimum percentage of female workers should be sought where possible. Incomes to women tend to have a better poverty alleviation function, being spent on investments conducive to sustainable livelihood development. Unskilled wage rates vary between 3,000 Leones and 5,000 Leones (the official minimum wage rate).

Appropriate messages concerning AIDS and other sexually transmitted diseases at construction sites will be in order and this is recommended in mitigation of construction impacts in the Environmental and Social Management Plan below.

5.2.2 Pedestrian Safety and Access

The upgrading of the road sectors envisaged in the project will effectively mean the replacement of the existing gravel shoulders of the roadway cross section, by a hard shoulder of 1.5m width. The existing gravel shoulders have been eroded over the years, in part by pedestrian traffic, since they are used extensively as footpaths.

Where there is limited vehicular traffic between villages and towns, pedestrians are naturally inclined to use the road running surface rather than the shoulder as footpaths, resorting to the shoulders when there is passing traffic. A similar situation arises with respect to bridges, even where pedestrian footways are provided. Clearly pedestrian safety is most important, but it is neither realistic nor reasonable not to respect pedestrians as valid road users. Experience suggests that alternative footpaths are too often not used as intended because they a) involve additional distance travelled, b) require single file usage, and c) are separated from the road itself, which of course provides trading opportunities (especially for women and children) and potential for transportation.

Critical for safety is that the road hard shoulder should be very well demarcated to clearly indicate, first, where drivers should not be travelling and, secondly, where pedestrians can expect safe passage when traffic is passing. Dangers of accidents – which will always exist, but which can be mitigated – are greatest near towns and schools, on market days and at night when drunken drivers are more prevalent.

Design opportunities to extend the width of the road pavement through and near towns, particularly Bo and Kenema, so as to provide both pedestrian and bicycle way access are to be encouraged. The two forked approach roads on the project side (west) of Kenema on the last 2 km into town offer clear opportunities to enhance road safety by widening and demarcation of pedestrian and bicycle ways along the hard shoulder.

A considerable increase in bicycle use in the project areas is possible. Currently there is reported to be much more historical use of bicycles in northern districts of the country. Security problems in past years, poverty and the state of feeder



roads and extensive off-road wetland may all influence bicycle use, together with market availability. However, considerable increase in use around towns might be anticipated as incomes and security increase.

5.2.3 Health and Safety

Raising the profile of occupational and environmental health issues at construction sites presents an important opportunity to the project. Building awareness of even basic health and safety practice, and developing a sense of due diligence among contractor staff and foremen will have a benign spin off for other national projects. Involvement of SLRA and appropriate environmental staff either within SLRA or from local district and/or national agencies with environmental responsibilities will represent a positive development in Sierra Leone. [Practice for the SLRA on World Bank road construction projects will be investigated before submission of the Final Draft].

5.2.4 Compensation Issue

There are very occasional traditionally built houses five to ten metres back from the road edge. One temporary dwelling was recorded within two metres of the ditch. This was built by a relation of a Liberian refugee and could be easily moved if necessary on road widening.



6. CONSTRUCTION ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

6.1 Overview of Critical Issues

Key issues for environmental management on both sectors of road for pavement renewal and upgrading works will be in day to day contractor environmental performance at work sites along the road and at the contractor’s workshops. The major concerns will be in the areas of health and safety, pollution mitigation and natural resource conservation.

Detailed contractual requirements are proposed in the Appendices to this plan. However the main stipulations are covered below. Most important is environmental awareness of the contractor’s staff and sensitivity in the way that operations are undertaken. There are no serious inherently negative impacts which cannot be avoided or mitigated by careful environmental supervision assisted by environmental monitoring.

Throughout the period of construction, site inspections will need to be made to monitor the effectiveness of environmental protection measures, as well as to check that no previously unforeseen impacts are occurring.

In terms of design, the two most significant issues could be in a) the planning for pedestrian/bicycle use of hard shoulders, and b) in the disposal and reuse of sections of the current degraded wearing course which if not reincorporated into the road base will need to be appropriately disposed of. The anticipated design option recommended suggests that the latter issues will almost certainly not arise.

Compensation for potentially affected persons living along the roadside is not an issue that arises on the project.

6.2 Requirements for Contractor Facilities, Plant and Operations

Any facilities installed by the Contractor for the purpose of conducting construction works should meet appropriate standards of responsible environmental management and safety practice. These include:

a) legally approved and environmentally acceptable extraction of materials from any borrow pits or quarries with proper restoration.

b) minimal clearance of natural vegetation and interference with natural drainage flows, avoidance of any significant degradation of freshwater.

c) environmentally sensitive location of temporary construction yard sites and space for plant and materials storage.

d) safe location and protection of fuel facilities, safe storage of hydrocarbons and other chemicals, re-use/disposal of used oil at approved sites.

e) adequate facilities for collection and treatment of wastewater (as required), storage and legal disposal of general construction waste, solid waste, chemicals etc.

f) appropriately restored and unencumbered work sites, yards, camps and other facilities at project completion.



6.3 Requirements at Contractor Work Sites At all times Contractors should be required to conform with the following particular stipulations in implementing construction works:

(a) there should be clear demarcation of the extent of Contractor’s work site(s)

including areas for material storage, working yards and plant storage. (b) health and safety equipment (including protective clothing and boots) should

be available and in use at work sites and construction facilities/camps. First Aid boxes will be mandatory at all sites.

(c) fuel storage sites should be bunded by berms so as to confine and mitigate the effects of spillage. The capacity of the confined area to be 110% of volume of fuel stored and protected from rainwater.

(d) discharge of dust and fumes should be minimised and there should be no burning of toxic substances.

(e) noise abatement on construction sites should minimise avoidable inconvenience to local populations.

(f) dump trucks should be equipped with devices to prevent material spillage and roads should be kept clean of mud and construction debris.

(g) there should be no disposal of non-biodegradable materials on site without the expressed permission of the Engineer’s Representative (ER) or local authorities. Oil collection traps should be in use in workshop areas.

(h) there should be no removal of sand or dredged material without an official mining permit and written approval of the ER.

(i) used oils should be containerised and transported to an approved local agent for safe disposal or transported with other scrap equipment to an approved facility elsewhere.

(j) There should be no disposal of material in environmentally sensitive areas, eg wetlands, protected vegetation, and the marine environment.

(k) Spoil should be removed to licensed/permitted sites only. (l) the contractor should remove all construction equipment and scrap waste

from his sites on completion. 6.4 Health and Safety Management

During the construction period there should be opportunities to increase awareness of health and safety issues and implement appropriate standards of performance. Occupational and environmental health in and around the contractor’s camps and facilities should be subject to such scrutiny. It should be a requirement that the contractors supervising foremen will have basic First Aid training which should be available from hospitals and medical NGOs. There should also be plans for coping with emergencies. A fully stocked First Aid kit (and set of emergency numbers) will be available at each worksite and workshop.

Appropriate safety protection equipment should be warn at all workshops, yards and construction sites to conform with national regulations and/or as specified by the supervising Engineer’s Representative (ER). Protective equipment includes hard boots and hats, protection for eyes and ear mufflers (when using pneumatic



drills, grinders, etc.). Likewise fire prevention measures should be in place, including the deployment of adequate functional extinguishers and simple dry sand buckets. The project monitoring programme should include inspection of safety equipment use.

Basic hygiene standards should be required at all residential and other contractor facilities, with proper approved waste disposal arrangements. HIV Aids awareness development and disease spread mitigation should be fostered by the contractor among his staff. Contact with a local NGO to conduct basic training and awareness sessions among workers should be facilitated.

6.5 Environmental Management Responsibility: Personnel and Reporting

The Engineer’s Representative should be responsible for environmental monitoring with support from an Environmental Specialist who should be a member of the supervising consultant’s staff on a short-term input into the project. In addition to supporting the monitoring process, the Environmental Specialist will also advise as required on quarry location (borrow pit selection) and management at the beginning of the project, as well as on waste materials disposal and occupational health and safety issues.

The Environment Specialist should have an input of 6 weeks, broken into three inputs of 2 weeks, the first two inputs in the initial 3 months of the project.

The specialist would work in close collaboration with a designated (environmental) officer or engineer in the government service. He/she would be required to make periodic inspections to oversee and audit the environmental monitoring process for the national authorities.

It has not yet been determined which counterpart government organisation might be appropriate as a partner in the environmental monitoring supervision for the project. There will be a useful institutional strengthening opportunity through such involvement in environmental and social monitoring. It might be appropriate to nominate a person from within the SLRA who has an environmental remit to monitor environmental aspects of road projects in the country. Alternatively, a person from District Government with environmental responsibilities might be implicated, receiving copies of completed environmental monitoring forms (see below).

Environmental reporting would involve completion of a twice-monthly monitoring form, which will be appended into the monthly progress report with an appropriate section in the monthly and quarterly reports covering environmental issues arising.

6.6 Environmental Monitoring

The frequency of site inspections should vary depending on the nature of works being carried out at any one time. Routine engineering inspections must include – and should be seen to include – environmental and health and safety aspects of performance. In general, attention should be concentrated on those operations and locations where the most potentially damaging impacts might be anticipated, with particular attention being paid to earthworks sites and all areas where possible wetland impacts could occur.



Inspection frequency should be highest at the initial stage of construction works, so that emerging problems can be recognised at an early stage and remedial works or procedures can be implemented before any significant damage has occurred. Recommendations should be made regarding any modifications that are necessary to achieve appropriate levels of environmental protection.

Project Environmental Monitoring Forms (see Appendices) are used as a tool for assessing environmental management performance and identifying unresolved environmental issues. They cover the different pre-construction and construction activities, affecting general environmental impacts, with health and safety aspects. Use of monitoring forms would allow a “paper-trail” record of performance to be shared between relevant stakeholder interests. In this way the contractor could be held to account.

The Environmental Monitoring Forms are designed to encourage good and, indeed, improving performance by contractors. The self-explanatory environmental performance checklist recognises "good", "adequate", "poor" and "inadequate" performance. The contractor's agent on site is required to sign the assessment form in written acknowledgement of the record made by the ER and any detailing of improvements and rectification required.

By means of this procedure, there would be a historical record of environmental performance over time. Outstanding issues at the end of the project would have to be resolved before signing off. The contractor would not be able to argue that he was not fairly forewarned of any evolving differences between his actual performance and what is expected of him from his contractual requirement and as indicated and recorded on site. Before final approval of works completion, all outstanding issues recorded in the Fortnightly Monitoring Form should be resolved to the satisfaction of the ER and the SLRA.

Non-compliance would delay issuance of a Taking-Over Certificate, alternatively required actions would be added to the snagging list for the works.



7. CONSULTATION PLAN An informal consultation exercise is being undertaken as part of the feasibility study. Prior to implementation it is recommended that more formal consultation be undertaken to alert stakeholders to the project, which is in itself considered to be uncontroversial. This should involve all affected District Councils, particularly those from Makeni, ?Magboroka, Bo and Kenema.

Critical design issues might be discussed in relation to detailed proposals for footpaths and even recycling proposals for the wearing course should any section of this need to be disposed of. There may also need to be some consultation with regard to signage especially in relation to road safety in the vicinity of risk areas such as schools and on the approaches to towns where there is significant pedestrian usage at all times of the day but particularly in the early morning and evening.



References

Sierra Leone Initial Assessment of Environmental Problems, Report No: 11920-Sierra Leone February 7, 1994, Industry & Energy Division, Western Area Department, Document of the World Bank

Sierra Leone Encyclopedia 2004, Sierra Leone Information Centre, Development Assistance Coordinating Commission (DACO).

Environmental Impact for the Koidu Kimberlite Project, Sierra Leone (Volume 1/3), October 2003. Digby Wells and Associates with CEMMATS

Rehabilitation of 100 Km Roads (Makeni-Matotoka and Bo-Kenema). Inception Report, July 2004. Mouchel Parkman /CEMMATS.

National Recovery Strategy, Sierra Leone, 2002-2003

APPENDIX

Persons and Organisations Consulted

Recommended Project Environmental Monitoring Forms

Recommended Environmental Requirements for

Conservation of Vegetation

Recommended Environmental Requirements for Quarry/Borrow Areas

APPENDIX Environmental and Social Assessment Preliminary Consultation List of Organisations and Individuals National Government Level Mr Kebbe, Director General Mr Jackson, Deputy Director General Mr Lansana Conteh, Director of Development and Planning Sierra Leone Road Authority (SLRA) Blackhall Road PMB 1324, Kissy 232 (0)22 222357 Mr Lahi S. Keita (National Level) (not seen) ?Mr Tikonkoro (Provincial Level) (not seen) Ministry of Lands, Town and Country Planning and Environment 3rd Floor Youyi Building, Brookfields, Freetown ?Mr Josu (not seen) Ministry of Environment, Youyi Building Mr Barthlomeo Kamara (not seen) Director of Forestry Ministry of Agriculture Forestry and Food Security Provincial/ Regional/ District Levels Southern Province, HQ Bo Town Mr George Nyuma, SLRA Chief Regional Engineer mobile: 640306 Mr Herbert Serry, SLRA Technical Officer Northern Province, HQ Makeni Town Mr Jusu, SLRA Chief Regional Engineer Mr S.A. Kamara, SLRA District Technical Officer Eastern Province, HQ Kenema Town Mr Abdulai Ansumana (SLRA Chief Regional Engineer) Tel: 639 256

1

Political Representatives and Executive Officers Bo District Mr David Kobby, Chairman of District Council Mr Mani Koroma, District Chief Administrative Officer (not seen) Paramount Chief A.M. Lebby, Kombaya Chiefdom Kenema District Mr Patrick Samu, Chairman of District Council (not seen) Mr Joe Nyuma, District Chief Administrative/Executive Officer (not seen) Mr Alphonse. D. Pratt, District Town and Country Planning Officer Mr Evans Gbemeh, Chairman of Town Council (not seen) National Political Representative from Project Area Ms Bernadette Lahai (Lower Bambara, Kenema) Member of Parliament Non-Governmental Organisations Edward Sesay, Senior Conservation Officer (076 Tony Garrett, Director (not seen) Frank Gbanya, 076 625277 (Secretary) Harry N. Kerkuls (Senior Environment Officer) ENFOSAL Environmental Foundation 1 Beach Road, Lakka 076 611410; 648832 D.D Siafa, Director (not seen) Conservation Society for Sierra Leone 4, Sanders Street (Pike Street) ? 29716 Mr Patrick Stevens, Programme Coordinator Alphonso J. Caulker, Field Coordinator (076 757604 CARE-Bo CARE HQ tel: 234263 Mr Leslie Scott, Country Director (tel: 076 602 796) Mr Danda Gbla, WV Bo (not seen) (tel: 030 239 765) Mr John Conrad, Logistics Officer (tel: 030 215 411) World Vision Lumley, Freetown Tel: 230725; 234205

2

Mr Abdullai Jalloh, Logistics Officer Doris Sesai, Operations Director Patrick Moriba tel: 658274 (Alpha Sankoh, not seen)) Action Aid 36A Freetown Road, Lumley 022 232 231392 (076 606598) Mr Colle Development Net 076 648496; 022 240321 Donor Organisations Laurent Nicole, Senior Technical Co-ordinator UNHCR – Sub Office Kenema Hangha Road, Kenema Tel: 232 32 420 288076 632625 Jacob Saffa (not seen) World Bank Africanus House, 13A Howe Street, Freetown 022 227555; 227488; 228377 (tel mob: 610641) Ms Lea Vuori, Infrastructure Division M. ?Pauli, Roads Specialist (on leave, not seen) Ian Byram, Development Stategy Juan Fernandez Ortiz, Rural Development European Union Wesley House, 4 George Street, Freetown 022 227319 Ms Outi Perhuhta, Resident Representative (Gladys, Gender Based Violence) Finish Refugee Council, c/o Slango 147 J Wilkinson Road, Freetown 076 707 836

3

Makeni-Matotoka and Bo-Kenema Road Upgrading Project, Sierra Leone Contract Works Fortnightly Environmental Monitoring Form GUIDELINES FOR PROJECT MANAGER

Date: ………./………./ 2005 Works Site Location /Chainage :……………………………..

Sheet 1 of 4 Note: Pass column to be mark as either: ‘n/i’ (= non-issue), ‘g’ (= good), ‘a’ (= adequate) or ‘p’*(= poor). Fail category to be marked as ‘x’* only. * Where ‘p’ or ‘x’ entered a remark must be completed to describe nature of outstanding problem for follow-up. If significant problem(s) apparent supplementary note must be appended in box at foot of form.

13/03/2005

Materials Sourcing and Transport

Borrow Areas /Quarries Pass Fail Remarks

Acceptable site selection (previous or new) No attempt to open site in sensitive ecological area. Preference for use of previously opened sites; permits in place? Relates to relevant quarries/borrow pits to be used or in use at time of monitoring

Working plan (top soil /trees retained, …) Is there an articulated plan for rational site(s) development taking into account need to conserve topsoil and trees wherever possible? Site to be demarcated where safety requires by use of stakes and tape. Water sources sustainable?

Restoration plan (agreed/implemented) Articulated plan for restoration to "as was" or alternative use where full agreement of land owner or government authority; at completion, comment on degree to which accomplished…?

No undue clearance /drainage impact Sites should be managed so that there is no impounding of water in the borrow/quarry area in use or sedimentation in local water bodies from erosion in the borrow area. ?silt traps needed.

Haulage Pass Fail Remarks

Access through ecol. sensitive areas agreed If through sensitive area, are there avoidable indirect impacts on flora and fauna or habitats

No avoidable local nuisance (dust, traffic, etc) Is there proper consideration of local communities? Any justifiable complaints?

Work Site and Contractor Facilities

Location and Plant Operation Pass Fail Remarks

Acceptable siting (permits in place) Do work sites have requisite permit documents for land use or development, permanent or temporary (Lands and Survey or local government)…?

No avoidable local nuisance (dust, traffic, etc) Is there proper consideration of local communities? Any justifiable complaints?

Sensitive in relation to local environment Is there any unnecessary environmental damage or visual intrusion.

Fuel and Materials Storage Pass Fail Remarks

Protected and bunded hard standing Are fuel facilities located with reference to any possible fire or ecological hazard? Are they covered? Do they sit in bunded overspill area for capture of accidental spills?




13/03/2005

Fire precautions in place (equipment, etc) Is there a written policy or Fire Plan? Are potential hazard areas demarcated, eg fuel sites? Is there fire equipment: buckets, extinguishers, blankets? Are they serviceable? Do site staff know how to use?

Spill collection and clean-up plan Is there plan for confining oils and site pollution in general? Also, is runoff directed away from work/yard site?

Acceptable temporary materials storage Are there hazards or nuisance to the general public from storage sites. Are better alternative solutions apparent?

Waste Collection/Disposal Pass Fail Remarks

No pollution risk to surface /groundwater No risk of runoff or leaching of chemicals on site into groundwater. No risk from pit storage of oils?

Appropriate (hazardous) waste disposal Ask how oil or chemical waste is being disposed of? Are used oils being captured and stored for disposal? What is the plan? Is it legal?

Adequate refuse/scrap disposal/clean-up Is waste being separated and kept in tidy areas for subsequent disposal? Is the site going to be cleared of metal, plastic and other waste in acceptable and legal manner? How will the site be cleaned up? Is it clean?

Occupational/Public Health and Safety Pass Fail Remarks

Tidy and safe working areas/facilities Tidy working is indicator of contractor seriousness in health and safety, also effective construction performance!

Emergency and accident plan (Safety Officer) Ask who is designated Safety Officer on given/different site(s), establish at other visits if alternative person designated when offsite? Did he do a course? Does he know anything? Has he trained other staff? Ask what emergency number is to be used in case of accident. Have them prove it works. Is there an alternative plan? (eg if senior manager not available...)

First Aid kit available and complete Is First Aid Box available, adequate, and kept complete. Do staff all know where it is? Ensure not locked or easy possible access organised. Safety Officer should be responsible for accident log.

Protective helmets, boots, etc used What protective equipment is being used: boots, helmets, mufflers, eye protection, etc? Is this appropriately used? Are accidents being recorded? Ask to see log book (it is specified in contract!).

Special measures in force for blasting ops. Are safety guidance requirements regarding storage, handling and use of explosives being fully implemented




13/03/2005

Project Works, Structures

Road Rehabilitation Works Pass Fail Remarks

Maximum working corridor of 20 m …to avoid unnecessary local disturbance.

Plan for conservation in cleared corridor Agreed plan on how corridors will be left to keep sightlines clear, encourage required re-vegetation; avoid excessive straight line cuts through trees and shrubs along corridor to soften visual impact

No blockage of stream cross sections No deposition of spoil into natural or reworked drainage courses; proper grading of soil away from bridge structures.

Adequate roadside slope protection and drainage

Are road edges adequately protected. Have efforts been made to provide topsoil cover and foster grass re-establishment, properly watered so road pavement not undercut by runoff erosion, etc? Are drains and culverts effective and kept clear, ie not blocked with sediment.

Spoil tip slopes less than 1:4 …to mitigated erosion risk from temporary storage piles especially during the rainy season

Road (safety) signs in place Are temporary signs in place? Are permanent signs in place at post construction?

Habitat and Landscape Protection Pass Fail Remarks

Trees, valued landscape features retained Have trees for protection been identified? Are valued trees marked for protection? Have permits been obtained for any removal of protected tree species?

No litter/rubbish, un-restored spoil tips Is there proper clean up, and avoidance of littering environment with debris?

Public consultation and local participation Have local populations been kept adequately informed about works schedule and possible inconvenience? Are locals being employed wherever feasible?

Other Issues (specify)

Eg Labour conflict, gender concerns, indiscipline/sobriety of individuals

F Is there impact on local social cohesion to be mitigated? Are gender relations or alcohol a problem?




13/03/2005

Detailing of problem areas where "poor Pass" or "Fail" recorded and any mitigation actions outstanding:

Further detailing is required here of outstanding difficulties to be overcome, including what is expected in the immediate future by way of actions or performance improvement.

Form completed by: ……………………………… (ER) Seen by: ……………………………. (Contractor's Agent)

Version Sept 04 This form is to be completed fortnightly and before signing off at Final Works.

SUGGESTED SPECIFICATION CLAUSES FOR ENVIRONMENTAL PROTECTION AND WASTE DISPOSAL

A.1.1 Landscape Preservation The Contractor shall exercise care to preserve the natural landscape and shall conduct construction operations so as to prevent any unnecessary destruction, scarring or defacing of the natural surroundings in the vicinity of the work. Except where clearing is required for permanent works, approved construction roads, or excavation operations, all trees, native shrubbery, and vegetation shall be preserved and shall be protected from damage by the Contractor's construction operations and equipment. The edges of clearings and cuts through trees, shrubbery, and vegetation shall be irregularly shaped to soften the undesirable visual impact of straight lines. Movement of labour and equipment within the right-of-way and over routes provided for access to the work shall be performed in a manner to prevent damage to grazing land, crops, or property. Except as otherwise provided, special reseeding or replanting will not be required under these specifications, however, on completion of the work all work areas not seeded shall be scarified and left in a condition which will facilitate natural re-vegetation, provide for proper drainage , and prevent erosion. All unnecessary destruction, scarring, damage, or defacing of the landscape resulting from the Contractor's operations shall be repaired, replanted, reseeded or otherwise corrected as directed by the Project Manager, and at the Contractor's expense.

In addition to any requirements in local regulations, the Contractor shall adopt precautions when using explosives which will prevent scattering of rocks, stumps, or other debris outside the work area, and prevent damage to surrounding trees, shrubbery and vegetation.

A.1.2 Preservation of Trees and Shrubbery

Preservation. All trees and shrubbery which are not specifically required to be cleared or removed for construction purposes shall be preserved and shall be protected from any damage that may be caused by the Contractor's construction operations and equipment. Special care shall be excercised where trees or shrubs are exposed to injuries by construction equipment, blasting, excavating, dumping, chemical

1

damage, or other operations; and the Contractor shall adequately protect such trees by use of protective barriers or other methods approved by the Project Manager. The removal of trees or shrubs will be permitted only after prior approval by the Project Manager.

The layout of the Contractor's construction facilities such as workshops, warehouses, storage areas, and parking areas; location of access and haul routes; and operation in borrow and spoil areas shall be planned and conducted in such manner that all trees and shrubbery not approved for removal by the Project Manager shall be preserved and adequately protected from either direct or indirect damage by the Contractor's operations. Except in emergency cases or when otherwise approved by the Project Manager, trees shall not be used for anchorages. Where such use is approved, the trunk shall be wrapped with a sufficient thickness of approved protective material before any rope, cable, or wire is placed.

A.1.3 Prevention of Water Pollution

General The Contractor's construction activities shall be performed by methods that will prevent entrance or accidental spillage, of solid matter, contaminants, debris, and other pollutants and wastes into streams, flowing or dry watercourses, lakes, and underground water sources. Such pollutants and wastes include, but are not restricted to, refuse, garbage, cement, concrete, sanitary wastes, industrial waste, radioactive substances, oil and other petroleum products, aggregate processing tailings, mineral salts and thermal pollution. Dewatering work for structure foundations or earthwork operations adjacent to, or encroaching on, streams or watercourses shall be conducted in a manner to prevent muddy water and eroded materials from entering the streams or watercourses by construction of intercepting ditches, bypass channels, barriers, settling ponds, or by other approved means. Excavated materials or other construction materials shall not be stockpiled or deposited near or on stream banks, or other watercourse perimeters where they can be washed away by high water or storm runoff or can in any way encroach upon the watercourse itself. Turbidity increases in a stream or other bodies of water that are caused by construction activities shall be strictly controlled. When necessary to perform required construction work in a stream channel, the turbidity may be increased, as approved by the Project Manager, for the shortest practicable period required to complete such work. This required construction work may include such work as diversion of a stream, construction or removal of cofferdams, specified earthwork in or adjacent to a stream channel, pile driving, and construction of turbidity control

2

structures. Mechanised equipment shall not be operating in flowing water except as necessary to construct crossings or to perform the required construction. Wastewater from aggregate processing, concrete batching, or other construction operations shall not enter streams, watercourses, or other surface waters without the use of such turbidity control methods as settling ponds, gravel-filter entrapment dikes, approved flocculation processes that are not harmful to fish, recirculation systems for washing of aggregates, or other approved methods. Any such wastewaters discharged into surface waters shall contain the least concentration of settleable material possible. For the purpose of these specifications, settleable material is defined as that material which will settle from the water by gravity during a 1-hour quiescent detention period.

Compliance with Laws and Regulations The contractor shall comply with all applicable Sierra Leonean laws, orders, regulations, and water quality standards concerning the control and abatement of water pollution

A.1.4 Abatement of Air Pollution The Contractor shall comply with applicable Sierra Leonean laws and regulations concerning the prevention and control of air pollution. Notwithstanding the above in the conduct of construction activities and operation of equipment, the Contractor shall utilise such practicable methods and devices as are reasonably available to control, prevent, and otherwise minimise atmospheric emissions or discharges of air contaminants. The emission of dust into the atmosphere shall be strictly controlled during the manufacture, handling, and storage of concrete and road aggregates, and the Contractor shall use such methods and equipment as are necessary for the collection and disposal, or prevention, of dust during these operations. The Contractor's methods of storing and handling cement and pozzolans shall also include means of eliminating atmospheric discharges of dust. Equipment and vehicles that show excessive emissions of exhaust gases due to poor engine adjustments, or other inefficient operating conditions, shall not be operated until corrective repairs or adjustments are made. Burning of material will not be permitted. In lieu of burning, such combustible materials must be disposed of by other approved methods.

3

A.1.5 Dust Abatement During the performance of the work required by these specifications or any operations appurtenant thereto, whether on right-of-way provided by the Employer or elsewhere, the Contractor is to furnish all the labour, equipment, materials and means required, and shall carry out proper and efficient measures wherever and as often as necessary to reduce the dust nuisance, and to prevent dust which has originated from his operations from damaging crops, orchards, cultivated fields, and dwellings, or causing a nuisance to persons. The Contractor will be held liable for any damage resulting from dust originating from his operations under these specifications on the right-of-way or elsewhere. The Project Manager may direct sprinkling or other measures for dust abatement if necessary to obtain adequate control.

A.1.6 Noise Abatement The Contractor shall comply with applicable Sierra Leonean laws, orders, and regulations concerning the prevention, control, and abatement of excessive noise. The Contractor shall ensure that the correct equipment is selected for each job in order to minimise noise intrusion. All machinery and equipment shall be well maintained and silenced equal to or better than originally supplied when new. The Project Manager may stop the use of any item of equipment until noise emission levels comply with this Clause. Blasting, the use of jackhammers, pile driving, rock crushing, transportation of material, earthworking and other operations producing high-intensity impact noise may be performed at night only upon approval of the Project Manager.

A.1.7 Light Abatement The Contractor shall exercise special care to direct all stationary floodlights to shine downward at an angle less than horizontal. These floodlights shall also be shielded so as not to be a nuisance to surrounding areas. No lighting shall include a residence in its direct beam. The Contractor shall be responsible for correcting lighting problems when they occur as directed by the Project Manager.

A.1.8 Preservation of Historical and Archaeological Data If the Contractor or any of his employees in the performance of this contract discovers evidence of possible scientific, prehistorical, or archaeological data he shall notify the Project Manager immediately giving the location and nature for the findings. Written confirmation shall be forwarded within two days. The Contractor shall exercise care so as not to damage artifacts or fossils uncovered during

4

excavation operations and shall provide such cooperation and assistance as may be necessary to preserve the findings for removal or other disposition by the Employer. Where appropriate by reason of a discovery, the Project Manager may order delays in the time of performance, or changes in the work, or both. If such delays, or changes, or both, are ordered, the time of performance and contract price shall be adjusted in accordance with the applicable clauses in the General Conditions of this Contract.

A.1.9 Pesticides Pesticides including herbicides, insecticides, fungicides, rodenticides, piscicides, surface disinfectants, animal repellents, and insect repellents. Should the Contractor find it necessary to use pesticides in work areas of this contract, he shall submit his plan for such use to the Project Manager for written approval. The Contractor shall read and comply with all labeling requirements when using pesticides.

A.1.10 Cleanup and Disposal of Waste Materials Cleanup The Contractor shall, at all times, keep the construction area, including storage areas used, free from accumulations of waste materials or rubbish. All waste water and sewage from office, residential or mobile camps shall be piped to soak pits or other disposal areas constructed in accordance with local government regulations, and where and when such regulations require it the Contractor shall obtain a permit or other appropriate documentation approving the disposal methods being used. All used fuels, oils, other plant or vehicle fluids, and old tyres and tubes shall be collected to a central disposal point, on a regular basis and disposed of as specified below. All household, office, workshop, and other solid waste shall be collected to a central disposal area, on a daily basis and disposed of in a manner approved by the Project Manager. Servicing of plant, equipment and vehicles shall whenever possible be carried out at a workshop area. This workshop area shall be equipped with secure storage areas for fuels, oils and other fluids constructed in such a way as to contain any spillages which may occur, and similar storage where used fluids can be stored securely prior to their disposal.

5

When servicing of plant, equipment and vehicles is carried out away from the workshop area it shall be done at locations and in such a manner as to avoid spillage and contamination of streams and other drainage courses. Any spillages shall be cleaned up by collecting the contaminated soils and disposing of them as below all to the satisfaction of the Project Manager. Prior to completion of the work, the Contractor shall remove from the vicinity of the work all plant facilities, building, rubbish, unused materials, concrete forms, and other like material belonging to him or used under his direction during construction. All work areas shall be graded and left in a neat manner conforming to the natural appearance of the landscape. Any residue deposited on the ground for washing out transit mix trucks or any similar concrete operations shall be buried or cleaned up in a manner acceptable to the Project Manager. In the event of the Contractor's failure to perform the above work, the work may be performed by the Employer, at the expense of the Contractor, and his surety or sureties shall be liable therefore.

Disposal of Waste Material

a) General Waste materials including, but not restricted to, refuse, garbage, sanitary wastes, industrial wastes, and oil and other petroleum products, shall be disposed of by the Contractor. Disposal of combustible materials shall be by burying, where burial of such materials is approved by the Project Manager, or by removal from the construction area. Burning shall not be permitted. Disposal of non-combustible materials shall be by burying, where burial of such materials is approved by the Project Manager, or by removal from the construction area. Waste materials removed from the construction area shall be dumped at an approved dump.

b) Disposal of Material by Burying Only materials approved by the Project Manager may be buried. Burial shall be in pits the location, size and depth of which shall be approved by the Project Manager. The pits shall be covered by at least 0.6 metre of earth material prior to abandonment.

c) Disposal of Material by Removal Material to be disposed of by removal from the construction area shall be removed from the area prior to the completion of the work under these specifications. All materials removed shall become the property of the Contractor.

6

Materials to be disposed of by dumping shall be hauled to an approved dump. It shall be the responsibility of the Contractor to make any necessary arrangements with private parties and with local officials pertinent to locations and regulations of such dumping. Any fees for charges required to be paid for dumping of materials shall be paid by the Contractor and shall be included in the prices tendered in the Bills of Quantities for other items of work.

7

SUGGESTED SPECIFICATION CLAUSES IN RESPECT OF QUARRIES AND BORROW AREAS B.1 SCOPE

This section covers the work involved in obtaining borrow and quarry materials for work under this contract, including negotiations with owners of the land on which borrow areas are situated, clearing the site, stripping and disposing of excess overburden, excavating and processing selected material for use in the works, and finishing-off the borrow or quarry areas.

B.2 IDENTIFIED QUARRIES AND BORROW AREAS

Quarries and borrow areas that have been identified for the production of common fill, sub-base course and/or basecourse, sealing chips and concrete aggregate for the construction of the works are as follows: a) Borrow areas for common fill and materials for the production of stabilised pavement layers. b) Quarries for sealing chips and concrete aggregates – no new quarry sites have been

identified. Existing developed quarries to be utilised to provide materials to the specification.

The results of geo-technical investigations in the major borrow areas are contained in the site investigation report conducted by or for the employer, as are the results or trial pitting along the road reserve. The report is available at the office of the Employer for inspection during normal office hours throughout the tender period and is supplied in good faith. As will be seen from inspection of the quarries and observation of the geotechnical investigation results, materials in each of the quarries is variable and selective procedures must be employed. The provision of this information shall not in any way be construed as to limit the Contractor to the identified locations. The Contractor may identify other sources of material, and after proving their quality and quantity, the Employer will approve the materials for use but subject to the application of all appropriate requirements of this section. Additionally, materials available from within the road reserve may be approved for utilisation as borrow material for fill or stabilised pavement layers, subject to it meeting the specification. Where such material is so excavated the requirements of this section shall apply as appropriate and the excavation shall be designed and limited so as not to harm the new road either during construction or in the future Notwithstanding the forgoing the Project Manager may require the Contractor to prospect for further material sources as he considers appropriate to ensure the highest quality materials for incorporation into the Works. Should the investigations prove sufficient quantities of materials complying with the specifications, the Project Manager may instruct the Contractor to bring into

1

use in accordance with this specification section the identified source in addition to or in substitution for a Contractor’s material source.

B.3 NEGOTIATIONS WITH OWNERS AND AUTHORITIES

With regard to quarry development and borrow areas for the execution of the works, the contractor shall meet all obligations and costs in respect of negotiations with and compensation of the owners of the land on which the borrow areas or quarries are situated, unless otherwise specified. The contractor shall observe all the legal provisions and the provisions of the project specifications in respect of his activities at borrow pits and when finishing off the borrow pits.

B.4 QUARRY AND BORROW AREA MANAGEMENT PLANS

Based upon the information given in the tender documents and a site inspection, Contractors shall submit with their tender an indicative management plan for each quarry development / borrow area together with a description of the methodology of operation to obtain the grades of materials that are required as well as a description of the equipment to be installed, to indicate compliance with this section and the Environmental Management Plan and Requirements contained in the Contract. Within 21 days of contract award, the successful tenderer shall submit draft detailed management plans for each quarry development / borrow area to the Project Manager for his information and comment. The Project Manager shall provide comment on each such management plan within 14 days of receipt of such plans. Within 10 days of receipt of the Project Manager's comments, the Contractor shall re-submit each management plan incorporating the Project Manager's comments as will have been mutually agreed for final approval. No operation shall commence until the Contractor's management plans have been agreed by the Project Manager. Thereafter all operation shall be the entire responsibility of the Contractor and shall be carried out in accordance with the agreed management plan. In preparing each management plan the Contractor shall have due regard for the following: a) Operations shall comply with the laws of Sierra Leone. b) Define the methods by which the classes of materials will be produced, i.e.

Fill Sub-basecourse Basecourse

Sealing chips Concrete aggregates.

c) List of plant and equipment to be used in the development and operation of the site. d) List facilities to be installed at each quarry site for use, comfort and safety of workers. e) Sample of Employee and Visitor quarry register.

2

f) General safety precautions to be implemented. g) Where blasting is proposed, the location of initial faces and the direction of working, sample explosives inventory record, the visual and audible warning signals to be used. h) Personnel trained in first aid. i) Environmental Management Plans incorporated into the Contract Documents. j) Re-instatement of the site upon completion. The Contractor shall not be required to pay royalties for sites owned by the Government of Sierra Leone and operated solely for the purposes of the Contract. No private sales shall be permitted by the Contractor to any person, company or corporation from such sites.

B.5 USE OF QUARRIES BY EMPLOYER

It is not anticipated that any quarry operated by the Contractor will be required for the supply of materials to the Employer. However, any quantities of material that may be required by the Employer from time to time will be relatively small and are unlikely to exceed 50 m3/month of any one class of material on average over the contract period. The Contractor shall nominate in advance the charge/ m3 for Contractor's attendance on the Employer's representatives, production and loading of the various grades of material relative to this requirement. The Contractor shall be responsible for the issue of a loading docket to the Employer's representative immediately following the loading of any of the Employer's trucks. The docket shall provide the following information: Time, day and date of loading completion Nature & Volume of material loaded

Contractor's representative's signature Countersigned by the Employer's representative.

Monthly claims for payment for the supply and loading of the various grades of material on to the Employer's trucks shall be made direct to the Employer's head office supported by copies of each docket. Claims for payment for such material shall not be included with monthly progress claims for the balance of the works included in the contract.

B.6 QUARRY MANAGER

The Contractor shall nominate an experienced quarry manager in the submission of the tender for the works. The quarry manager shall have a recognised current "A" grade quarry manager's surface certificate and a recognised current quarry shot firer's certificate.

3

In the submission of the quarry manager's credentials with the tender documents, the Contractor shall ensure that the credentials include certified true copies of the following documents:

a) "A" grade quarry manager's surface certificate

b) Quarry shot firer's certificate

c) References from previous clients or employers demonstrating experience in:

d) The design and layout of quarries including the layout of benches, faces access roads, drainage and crushing plant.

e) The methods of working quarry faces with particular reference to face stability and the safety of persons employed in or about the quarry .

f) The safety of the public at large.

g) The provision for and application of first aid.

B.7 DUTIES OF QUARRY MANAGER

a) The manager, or an approved person appointed by the manager in writing, shall daily within two hours immediately before the commencement of the first working shift of the day in any part of the quarry, inspect every working lace and travelling road, and all adjacent places from which danger might arise, and shall forthwith make a true report of the inspection in a record book kept for the purpose at the quarry. The record book shall be accessible to the Project Manager and the persons employed in or about the quarry.

b) The manager, or an approved person appointed by the manager in writing, shall at least once in every 24 hours examine the state of the safety appliances or gear connected with quarrying operations in the quarry, and shall record the examination in the record book.

c) The manager shall once in each week carefully examine the buildings, machinery, faces, benches, and all working places used in the quarrying operations, and shall forthwith after every such examination record in writing in the record book his opinion as to their condition and safety and as to any alterations or repairs required to ensure greater safety of the persons employed in the working of the quarry. The Manager shall then ensure that any such alterations or repairs are carried out.

d) The manager shall ensure that any misfire, premature explosion, accident, or dangerous occurrence is recorded in the record book.

B.8 EMPLOYEE AND VISITOR REGISTER

The Contractor shall ensure that a daily register is maintained identifying all personnel who are engaged in or about the quarry. The register shall be signed by each employee and visitor and shall record the time of entering the quarry and the time of leaving the quarry site. The register shall be signed each time any of the personnel enter or leave the site.

4

B.9 HEALTH AND SAFETY

B.9.1 TRAINING AND SUPERVISION The Contractor shall ensure that nor person is employed on any quarrying operation in or about the quarry unless:

a) The person has sufficient knowledge of and experience in the type of operation being carried out;

or

b) The person is being adequately supervised and trained by a person with sufficient knowledge of and experience in the type of operation being carried out and the person has been adequately instructed as to the dangers likely to arise in connection with that particular quarrying operation and the precautions to be taken against those dangers.

B.9.2 LIGHTS AND LIGHTING Approved lighting shall be provided in all inside working places where natural lighting is inadequate to provide safe working conditions and in all places in the surface workings of a quarry where work is carried out during the hours of darkness.

B.9.3 PROTECTIVE HELMETS AND OTHER PROTECTIVE EQUIPMENT The Contractor shall supply to each employee, and to every person in the quarry, a protective helmet of an approved type; and such helmet shall be worn in the quarry surface workings at all times. Every person shall wear protective footwear while working on quarrying operations.

B.9.4 SAFETY BELTS AND ROPES Every employee working on the face of a quarry at a height greater than two metres above the level of the quarry floor or bench floor shall be attached at all times to a properly secured safety rope by means of a safety belt or other approved appliance. Every employee who descends into any bin, hopper, or stockpile cavity shall be attached at all times to a properly secured safety rope by means of a safety belt or other approved appliance, and shall at all times while they are in that place be attended by a second person in a safe place who shall ensure that the safety rope is properly secured and that there is no unnecessary slack rope.

5

B.9.5 CLOTHING All persons whose duty it is to attend to moving machinery in or about any quarry shall wear close-fitting and close-fastened garments which cannot readily be caught by or entangled in the machinery. No persons, unless their hair is cut short or securely fixed and confined close to their head, shall work or be allowed to work in any position in or about a quarry where they are likely to come into direct contact with moving machinery.

B.9.6 MACHINERY AND EQUIPMENT All boilers, compressors, engines, gearing, crushing, and screening equipment, and all parts of machinery, used for quarrying operations, shall be kept in a safe condition. Every flywheel and all exposed or dangerous parts of machinery used in or about a quarry shall be kept securely and safety fenced or guarded by fences or guards of approved design. All elevated platforms, walkways, and ladder ways shall be provided with adequate handrails and kickboards, unless otherwise approved. Machinery shall not be cleaned manually while it is in motion, nor oiled manually while it is in motion unless the oiling points are completely guarded from all moving parts.

B.9.7 SUPPRESSION OF DUST Where dust is produced in the course of quarrying operations in or about a quarry or a crushing or screening plant, the Contractor shall make provision for preventing or allaying the dust or the danger to persons liable to inhale the dust. The provisions shall be such as to lay the dust by the use of water delivered from sprays or jets or other effective methods. If it is not practicable to make such provision to prevent or allay the dust or danger in a working place, the Contractor shall provide every person employed in that place with a respirator of an approved type. If, in the opinion of the Project Manager, the dust from the exhaust of a crushing plant dust extraction system, or from stockpiles, waste dumps, or roadways in or about a quarry, is a nuisance to persons employed in or in the vicinity of the quarry and is detrimental to their health or is detrimental to the public at large, he shall give notice in writing to that effect; and the manager shall thereupon provide and cause to be constantly used such appliances as will effectively lay the dust.

6

B.10 SELF-PROPELLED VEHICLES

Vehicle means a motorcar, truck, bulldozer, scraper loader, front-end loader, face shovel, and any other type of self-propelled unit used in or about a quarry. A person shall not drive or otherwise be in charge of any vehicle in or about a quarry unless:

a) He is the holder of a current appropriate motor driver's license.

b) He has demonstrated to the manager or to some competent person appointed in writing by the manager, by a thorough practical test, their ability to drive or to have charge of the vehicle and that they have the manager's written authority to drive or be in charge of the vehicle.

Every vehicle used in or about a quarry shall be maintained in a safe condition and shall carry a current warrant or certificate of fitness, as the case may be. Any vehicle's steering, brakes, audible warning device, and if operated outside daylight hours) headlights and tail/light shall be maintained in a fully operative and safe condition. At the commencement of each shift the controls and safety attachments of each vehicle shall be examined by the operator, who shall immediately report any defect to the quarry manager and the defect shall be recorded in the quarry record book.

B.11 AMENITIES

B.11.1 General There shall be provided and maintained for the use of persons employed in a quarry adequate and suitable accommodation for clothing not worn during working hours. Unless otherwise specified by the Employer, where meals are eaten at a quarry, the Contractor shall provide and maintain a suitable room in which meals may be eaten. The room shall be furnished and equipped with:

a) eating, a table, and a means of heating water; and

b) An impervious metal receptacle with a well fitting cover in which all waste food, paper and other rubbish shall be placed.

The receptacle shall be emptied once each working day and the contents properly disposed of. Hand washing facilities shall be made available within a reasonable distance of the meal room. Any meal room shall not be used for the storage of material or goods and shall be kept clean and tidy for purposes for which it is provided.

7

B.11.2 SANITATION AND HYGIENE At every quarry a sufficient number of toilets and urinals shall be provided for the use of employees and shall be properly maintained and kept in a clean condition. At every quarry a supply of potable water, sufficient for the needs of the persons employed, shall be provided. If persons are employed in places remote from the source of water supply, suitable clean containers of potable water shall be provided for their use. Suitable facilities for washing shall be provided and maintained in a clean and tidy condition to the satisfaction of the Employer, and those facilities shall be conveniently accessible for the use of persons employed in or about the quarry.

B.11.3 PROVISION OF FIRST AID At every quarry there shall be provided, kept in good condition, and ready for immediate use:

a) A suitably constructed stretcher with a blanket; and

b) A first-aid box equipped to a standard acceptable to the Ministry of Health.

The quarry manager shall at least once every working week personally inspect the first-aid equipment and satisfy themselves that it complies with the requirements of this specification. A person trained in administering first aid to the injured shall be available to every quarry.

B.12 BLASTING OPERATIONS

B.12.1 Danger to Life and Property Blasting operations shall not be conducted in such a manner as will cause danger to life or property. While blasting operations are being carried out within 500 metres of any road or thoroughfare, such number of persons as may be necessary shall be stationed thereon with warning notices to warn travellers of danger and to prevent access to the danger area.

B.12.2 Magazines Explosives and detonators shall be stored in purpose built magazines with two different locks. Detonators shall not be stored in the same magazine as other explosives. A person specially appointed in writing by the quarry manager for the purpose shall be in charge of every magazine, and shall have all keys to one of the locks. That person shall be responsible for the safe storage of explosives contained therein, for the distribution of explosives there from, and for the keeping of accurate records of stocks and issues in a book provided for the purpose.

8

A second person, appointed by the Employer shall have all keys to the second lock. Both persons shall be present to unlock the magazine, and note the removal of stock and ensure both locks are subsequently secured. Explosives shall be used in the same order as that in which they were received into the magazine. Naked lights shall not be introduced into a magazine or into any working place in a quarry where explosives are temporarily stored.

B.12.3 Opening of Explosives Cases No case or carton containing explosives shall be opened in the storage area of any magazine. Instruments made solely of wood, brass, or copper shall be used in opening cases or cartons of explosives, and the Contractor shall provide and keep provided suitable instruments for that purpose.

B.12.4 Quantity of Explosives to be taken from Magazine Explosives shall not be taken from a magazine in quantities exceeding that required for use during one shift, and any surplus explosives shall be returned to the magazine at the end of that shift.

B.12.5 Persons Allowed to Fire Shots The preparation of charges and the charging, tamping, and firing of all explosive charges in or about a quarry shall be carried out under the personal supervision of the quarry manager.

B.12.6 Explosives to be carried in Securely Covered Containers Explosives, when taken from a magazine for use in the workings, shall be conveyed direct to the workings in a securely covered case, canister, or other suitable container of an approved type and pattern. Separate containers shall be used for conveying explosives, capped fuse, detonators, and primers.

B.12.7 Tamping of Explosives The tool used for loading explosives or for tamping material in boreholes shall be a wooden tamping rod without metal parts.

B.12.8 Diameter of Drill Holes Every drill hole shall be of such diameter as will allow the charge to be freely inserted to the bottom of the hole without either ramming or removing the wrapper from the cartridge.

9

The diameter of the drill hole shall be: a) At least 6 mm greater than the diameter of the cartridge, where the diameter of the cartridge is

less than 35 mm. b) At least 10 mm greater than the diameter of the cartridge, where the diameter of the cartridge

is 35mm or more.

B.12.9 Charges to be Fired when Charged Unless otherwise approved in writing under conditions set at the time of approval:

a) No greater number of holes shall be charged in any one working face than is intended to be fired in one blast on the day that the holes are charged; and

b) Charged holes not fired or exploded in a blast shall be treated as having misfired.

B.12.10 Firing Warnings Prior to firing a blast the Contractor shall give a complete and definite warning before he fires to all persons in the vicinity, and the warning shall include information as to the locality of the blast and as to the number of charges to be exploded. In addition , the person intending to fire shall ensure that such persons take proper shelter and shall take proper shelter himself. In addition to such warnings being given, the person firing shall ensure that all means of ingress to the place where firing is about to take place are securely guarded against traffic by a notice and by persons acting under his instructions. Before blasting visual and audible signals to signify "danger, blasting" shall be made, and after blasting is over an "all clear" signal shall be given. The Contractor shall ensure that all persons in or about the quarry are conversant with the signals used. No blasting shall be undertaken other than between the hours of 8 am and 12 noon without the Project Manager's written approval.

B.12.11 Blasting Shelters The Contractor shall provide suitable approved shelters for use by all persons in the quarry while blasting is being carried out.

B.12.12 Shots to be Counted When charges of explosives are being fired by safety fuse at any one time in a working place, the number of shots exploding shall be counted, and if there is any doubt as to the number of shots which exploded a misfire shall be deemed to have taken place.

10

B.12.13 Treatment of Misfired Charges A charge that has misfired shall not be approached until 30 minutes has elapsed after the time of lighting the safety fuse or, if fired electrically, shall not be approached until five minutes has elapsed after firing and the conducting wires have first been disconnected and shorted. When holes are known to have misfired, a barricade or other obstruction with a danger notice shall be placed so as to notify the fact of the misfire, and if a misfire occurs at a change of shift the oncoming shift shall be advised. When a charge of ammonium nitrate/fuel oil mixture has misfired an attempt may be made to wash out the mixture in addition to any stemming down to the primer. The mixture shall be collected for safe disposal.

The stemming of a charge of gunpowder that has misfired may be withdrawn with a copper pricker and the charge re-primed and fired. A charge of any other compound which has misfired shall not be withdrawn but, if the charge is bottom primed, the stemming shall be carefully removed by the use of water passed through a copper, plastic or rubber hose to the outer end of the charge and a sufficient charge or charges shall be inserted and fired for the purpose of exploding the original charge until it can be seen by a competent person, after the hole has been washed out, that no explosive remains. A thorough search shall be made for unexploded charges in the resulting rock piles. Where it is not possible to remove a misfire by re-firing a relieving hole shall be drilled as nearly parallel as possible with the original hole in such a manner as will prevent it meeting the misfired hole. The relieving hole shall then be charged and fired.

B.13 FACES, BENCHES, ETC

The working of the face, sides, tops, or overburden of a quarry or borrow area shall be carried out in such a manner as will prevent danger from falls of ground. Overburden and all loose ground or material, shall be cleared far enough back from the edge of the excavation to prevent danger to the persons employed. Unless otherwise approved by the Project Manager in writing, the height of any face shall not exceed:

a) 15 meters for competent rock; or

b) 3.5 meters in all other materials.

11

c) When an excavation is worked in benches, every bench shall:

d) Be so designed that no water drainage is discharged over a lower face; and

e) Where work is carried out using self-propelled vehicles or plant, have a width sufficient to operate such vehicles or plant safely.

f) No bench in a quarry shall have a width less than half the height of the face above or less than 3.5 meters, whichever is the greater, unless otherwise approved in writing.

g) The outer edge of every bench upon which self -propelled vehicles are used shall be clearly marked in an approved manner.

h) Secure means of access shall be provided by which persons can go to and from every working place on benches.

All vehicle access roads within a quarry shall be so constructed and maintained that the width and surface of the carriageway are safe for the purpose for which they are to be used. Where access roads to benches are used to transport the quarried product by vehicle down a gradient, then the max. gradient shall be 1 in 10, unless otherwise approved by the Project Manager in writing, and in no case shall such access road to a bench exceed a gradient of 1 in 6. The outer edge of bench access roads shall be clearly marked and protected in an approved manner. There shall be a clearance of not less than one metre between such markings or protection and the outer track of the carriageway. The Contractor shall ensure that all stockpiles are kept in a safe condition

B.14 OPENING AND WORKING BORROW AREAS AND HAUL ROADS

B.14.1 Opening Borrow Areas Prior to opening a borrow pit, the contractor shall ascertain from the Project Manager whether the removal of topsoil is required and shall then clear and grub the borrow area, and remove and stockpile such topsoil as instructed by the Project Manager at the outer limits of the proposed borrow area. Excess overburden shall also be moved to the outer limits of the proposed borrow area. If the proposed borrow area is enlarged later on, the excess overburden and topsoil shall be moved further to the new outer limits, or, where possible at that stage, replaced into the borrow pits as described below.

12

B.14.2 Excavating borrow material Borrow material shall be excavated within the limits of depth and area agreed and approved in the Management Plan, and in a manner that will not prejudice the use of the material for the intended purpose. Where any borrow pit contains different types of materials in separate layers, which require to be mixed to produce a suitable product, the materials shall be excavated over the full depth of the approved working face in one operation without the different types of materials being separated. The contractor shall take all reasonable precautionary measures so as to avoid contamination of the suitable borrow material by the inclusion of clayey or otherwise unsuitable material from the floor of the borrow pit, the overburden, any unsuitable layers, or areas beyond the approved limits of the borrow area. During loading, any hard oversize material which will not break down during processing on the road shall be excluded as far as is practicable. During borrow operations and especially when excavating material near the floor and outer boundaries of the borrow areas the contractor shall plan his operations so as to reduce, in so far as is possible, the amount of earth moving work that will be necessary for finishing-off the borrow pits. Indiscriminate excavation without due regard being given to the desired final shape of the borrow pit will not be permitted.

The material in borrow pits shall be blasted or ripped and excavated in a manner that will ensure the effective breaking-down of the material in the borrow pit before it is loaded.

B.14.3 Control at borrow pit The contractor shall be responsible for controlling his operations at every borrow pit where material is being excavated to ensure compliance with all the requirements of the previous subclause. He shall conduct sufficient tests on the material being excavated from the borrow pit to satisfy himself that the quality of the material will comply with the specified requirements for the particular layer for which it will be used. If there is any doubt concerning the quality of the borrow material being excavated at any time, the contractor shall notify the Project Manager immediately, and in any case before such material is brought onto the road. The results of all the tests, which are conducted by the contractor, shall be submitted to the Project Manager on request. The Project Manager will, after further testing or inspection if necessary, instruct the contractor regarding the use of the material in the borrow area, or he may order the borrow pit to be finished off and abandoned.

13

B.14.4 Protecting borrow pits Borrow pits shall be continuously protected against the ingress of surface water, and the contractor shall construct such temporary banks as may be required for diverting surface water, and, in so far as is possible, his operations shall be planned in such a way that the borrow pit will be self-draining. Where this is unfeasible, borrow pits shall be dewatered by pumping. The contractor shall be solely responsible for keeping borrow areas dry and ensuring that borrow material is sufficiently dry when required for use.

B.14.5 Unproclaimed private access roads Where materials from a borrow pit are hauled on unproclaimed private access roads, such roads shall be maintained properly to the satisfaction of the Project Manager and the owner during borrow operations at the borrow pit. No additional payment will be made for this work, and full compensation for maintaining unproclaimed private access roads used as haul roads will be regarded as being included in the rates tendered and paid for the various items of work where the materials are used.

B.15 FINISHING-OFF BORROW AREAS AND HAUL ROADS

B.15.1 Borrow areas On completion of his operations in a borrow area, the contractor shall reinstate the entire area so as to blend it with the surrounding area and to permit the re-establishment of vegetation, For this purpose the borrow area shall be shaped to even contours without any slopes being steeper than 1 in 3, except where the Project Manager so permits in specified cases, All material in and around the borrow area, whether spoil from road-building operations, excess stockpiled material, oversize material left in the borrow pit, material resulting from clearing and grubbing operations or excess overburden, shall be used or disposed of as directed by the Project Manager. Material incapable of supporting vegetation shall be buried and used for shaping the borrow area and shall subsequently be covered with soft material. All available soft material shall be spread evenly to a minimum 100mm thickness, and where sufficient material is not available for so covering the entire area, the remaining portions shall be scarified along the contours so as to avoid undue erosion. The shaping and finishing-off of the borrow pit shall be done in such a manner that the borrow pit will be properly drained wherever practicable, and, where required, the contractor shall place earth banks to divert surface water from the borrow area. If required by the surrounding environment and so directed by the Project Manager , the borrow area shall be fenced off and provided with gates. Similarly if so directed, it shall be topsoiled, planted, and/or seeded to match the vegetation of the immediately adjoining land.

14

The finishing-off of the borrow areas shall also comply with all legal provisions, which require, inter alia, that rehabilitation shall be approved. The finishing-off of any borrow pit shall be to the entire satisfaction of the Project Manager, and the contractor shall furnish the Project Manager with a signed certificate from the landowner stating that he is fully satisfied with the finishing-off of any borrow area.

B.15.2 Haul roads

All haul roads shall be obliterated and their surfaces scarified, earth banks shall be constructed to prevent erosion, and all damaged fences and other structures shall be reinstated, unless otherwise specified. Where materials from a borrow pit are hauled on unproclaimed private access roads, such roads shall be restored to their original condition to the satisfaction of the Project Manager and the owner when borrow operations at the borrow pit are completed, unless otherwise specified. No additional payment will be made for this work, and full compensation for restoring unproclaimed private access roads used as haul roads will be regarded as being included in the rates tendered and paid for the various items of work where the materials are used,

The restoration of proclaimed roads shall be done in accordance with the instructions of the Project Manager and payment will be made in accordance with applicable unit rates.

B.16 METHOD OF PAYMENT

No separate payments shall be made for the costs of quarries or borrow areas. Payment for the development, operation and re-instatement of quarries and borrow areas is deemed to be included in the Scheduled Lump Sum Amounts in the Bills of Quantities.

15

DIAGRAMS

Map of Location of Project Road Sectors

SLRA Organigram

Rehabilitation of 100km of Paved Roads

Project Location Plan

SIERRA LEONEFREETOWN - LUNGI AND BANDAJUMA TO MANO RIVER BRIDGE ROADS STUDIES

SIERRA LEONE ROADS AUTHORITYORGANIZATIONAL CHART

Internal Auditor

Operation Unit

M S U

Finance Department

Planning Division

Survey and Design Division

Contracts Division

Material Division

Environment

Development Department

Road Maintenance Division

Western

Makeni

Port Loko

Mile 91

Bo

Kenema

Mobile Maintenance Unit

Bridges & Ferries Unit

RMMU

Maintenance Department

Personnel Division

General Service/Estate Division

Training Division

Legal/Security Division

Public Relations Division

Management Information System Division

Procurement Unit

Store Division

Administration Department

Development Division

Maintenance Division

Feeder Roads

Deputy Director General

Director General

SLRA Board