Language: English

Original: English

PROJECT: ROAD SECTOR SUPPORT PROJECT II

COUNTRY: TANZANIA
PROJECT NO: P-TZ-DBO-019
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT
EXECUTIVE SUMMARY

Date: November 2011

Team Leader: L Kiggundu, Infrastructure Specialist, TZFO

Team Members: G Bezabeh, Transport Engineer, OITC.2
N Kulemeka, Socio-Economist, ONEC.3
D Gebremedhin, Transport Economist, OITC.2
T Harada, Transport Engineer, OITC.2
U Duru, Environmentalist, ONEC.3
B Y Hija, Procurement Specialist, TZFO
Project Team G Kaijage, Financial Management Specialist, TZFO

Country Manager: T Kandiero

Sector Manager: A Oumarou
Sector Director: G Mbesherubusa
Regional Director: G Negatu
1 Introduction
The Government of the United Republic of Tanzania is currently intending to secure funds for
constructing three road sections to bitumen standard under the Road Sector Support Project II
which has been proposed for funding by the African Development Bank. The road sections
include:

1. Mangaka – Tunduru. This road section has a length of 139.6 Km and the project road forms
part of the trunk road and links Masasi (Mtwara Region), - Tunduru – Songea – Mbinga –
Mbamba Bay Port and Songea. The road facilitates cross border trade with Mozambique
(through Unity Bridge) in Tandahimba District). The movement of people and evacuation of
agricultural and forest produce from Nanyumbu and Tunduru Districts to market centres
including Songea, Njombe, Makambako, Dar es salaam, and other areas is through this road.
The road is also used by tourists while travelling to Selous Game Reserve (SGR).

2. Mangaka – Nanyumbu – Mtambaswala road section. The present road has a length of 65.5km
from Mangaka through Nanyumbu to Mtambaswala on the banks of Ruvuma River.

3. The Mayamaya – Bonga road section. This road section has a length of 188.15km and is part
of the Dodoma-Babati Road (251.3km). The Dodoma – Babati Road is a major potential
international transport corridor for the SADC countries. Thus, the road has been identified as a
strategic corridor within the Tanzanian road network.Upgrading of the Dodoma-Babati Road
aims at revamping its versatility so as to contribute to more in the socioeconomic progression of
the central regions, and especially Kondoa and Babati districts. The road will improve
transportation of agricultural products to market areas such as Dodoma, Arusha and Dar es
Salaam etc. The local community within the project area will also benefit from the road in terms
of reduced travel time, improved access to social services, and reduced vehicles maintenance
cost. Generally, the project will contribute to improved wellbeing of the communities in the
project areas of Dodoma, Manyara and adjoining regions of Singida, Tanga, Kilimanjaro and
Arusha.

The Ministry of Works through Tanzania National Roads Agency (TANROADS) on behalf of
the Government of the United Republic of Tanzania will implement the upgrading of the road
sections.

In accordance with the Tanzanian “National Environment Policy” (NEP) and “The Environment
Management Act, 2004” (EMA) and the Tanzania Environmental Impact Assessment
Regulations as well as the ADB’s Environmental and Social Assessment Procedures (ESAP),
the project was classified as Category 1. This therefore necessitated carrying out full
Environmental and Social Impact Assessment (ESIA). In addition, over 200 persons will be
involuntarily displaced and large amounts of assets affected. For that matter a full Resettlement
Action Plan (RAP) has been prepared.

Three separate ESIA studies were carried out for the three separate road sections. This
summary, therefore, presents a general abbreviation of these studies and contains an assessment
of the project road and attached is an Annex of the Summary of the RAP prepared for the
project. The summary presents: the Project Description and Justification; Policy, Legal and
Administrative Framework; Description of Project Environment; presentation of Project
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Alternatives; Potential Impact and Mitigation/Enhancement Measures; Environmental
Management Plan; Monitoring Program; Public Consultations and Disclosure; Conclusion;
References and Contacts; and as an Annex the RAP Summary.

2. Project Description and Justification

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The Staff of the ADB have provided the map for the exclusive use of needs which is appendex
the applications and demarcations on this map do not imply any judgement on the part of the
ADB and its members concerning the legal status of aterritoryor the approved acceptance of its bou
ndaries.

The project is essentially civil works in nature mainly consisting of:

Filling and reshaping the road section to sub-grade level,
Cutting of the earth sections to facilitate widening of the road,
Upgrading or constructing longitudinal and cross drainage structures,

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 Provision of sub-base, base-course and double surface dressing ending with
finishing course of bitumen surface standard.

The main substantial components of the project will be:

The roads will follow the existing profile except for minor realignment to improve
grades, curvature and sight lines.
Construction of new bridges, culverts, drifts and repair or replacement of existing
bridges, drifts and culverts.
Other structures such as lined and unlined side drainage channels, culvert intakes,
outfall protection, gully control measures minor, river draining works and probably
short lengths of retaining wall.

The current condition of the existing road sections is poor though passable all through the year.
The project roads serve as the main means of transportation of for the surrounding areas as such,
state of these roads impacts significantly on the social and economic development of these areas.

The civil works to improve the road sections will therefore:

1) Improve the transport system of the region.
2) Contribute to the social, economic and human welfare of the surrounding areas.
3) Attract and provide access of business community and tourists to and from northern parts
of the country as well as to and from Mozambique, South Africa and many other southern
countries;
4) Give access to communities for transporting their produces easily and reach important
places (like hospitals, schools, etc.) without difficulty; and
5) Avail connectivity to the regional and district roads in the endeavours of improving the
living standards of the people.

In accordance with the Road Design Manual the design speed is 100 km/h for rural stretches of
the road, 80 km/h for rolling/hilly terrain and 60 km/h in mountainous terrain. The project will
include minor realignments to improve sight distances, grades and safety, and will involve the
construction, repair or replacement of bridges and culverts.

The road will have a carriageway width of 6.5 m, and shoulders of 1.5 m each side on the rural
sections of the project road, to give a construction width of 9.50 m. On sections in built-up areas
where pedestrian and non-motorised traffic is heavy, the shoulders will be widened to 2.0 m. A
parking lane 3.0 – 3.5 m wide will be provided in urban areas, and a path for pedestrians and
bicycles will be accommodated on the other side of a lined ditch.

3. Policy, Legal and Administrative Framework

The study has been guided by the NEMC’s EIA Guidelines (March 2002), MOW’s,
Environmental Guidelines for the Road Sector (December 2004), the AfDB’s Policies on
Environment and Involuntary Resettlement.
Tanzanian’s environmental assessment framework is guided by the following two key national
legislations:

The Environmental Management Act (EMA), 2004,

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 The Environmental Impact Assessment and Audit Regulations, 2005

Tanzanian’s key environmental assessment and monitoring agencies in the Road Sector include
the following:
Minister responsible for Environment (Vice President Office - VPO), The Minister is
responsible for approval of the Environmental Impact Assessment
National Environmental Management Council (NEMC). NEMC has the overall responsibility
of undertaking enforcement, compliance, review and monitoring of Environmental Impact
Assessment and in this regard facilitates public participation in environmental decision-making.
Road Sector Environmental Section (RS-ES) under the Ministry of Infrastructure
Development. The RS-ES oversees management of environment within the road sector and the
preparation / implementation of EIA required in the road sector.
District Council (DC). The District Council’ Environmental Management Officer is
responsible to promote environmental awareness in the district related to the protection of the
environment and the conservation of natural resources.
Village Development Committee (VDC). The VDC is responsible for the proper
management in the village.

National policies on environment, land, transport, wildlife, forests, water and culture relevant to
this project have been considered, as also various international treaties and conventions on natural
resources that Tanzania has ratified. The main legal instruments applicable to Environmental and
social management with respect to this particular road project are:
National Environment Policy, 1997 The Grave (Removal) Act, 1969
National Policy on HIV/AIDS, 2001 The Forest Act of 2002
National Human Settlements Development Wildlife Conservation Act, 2009
Policy, 2000 Environmental Impact Assessment and
National Land Policy, 1995 (Revised
Audit
in Regulations, 2005
1997) The Land (Compensation Claims)
Water Resource Management Act, 2009Regulation, 2001
Land Act of 1999 The Land Assessment of Value for
Local Government (District and Urban Compensation Regulation, 2001
Authorities) Acts of 1982 General EIA Guidelines and Procedure
(2002)
Occupational Health and safety Act No. 5 of
2003 Environmental Assessment and
Forest Ordinance Cap 389, 1957 Management Guidelines for Road Sector
National Gender Policy, 1992 Environmental Code of Practice for
Road Works, 2008
National Transport Policy, 2002
AfDB Environmental and Social Impact
National Forest Policy, 1998 Assessment Procedures
Construction Industry Policy of 2002 JBIC Guidelines for Confirmation of
Environmental and Social Consideration
National Poverty Reduction Strategy, 2003
African Development Bank International Convention on Biological
Environment Policy Diversity

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 Environmental Management Act, 2004 The World Heritage Convention
Road Act, 2007 Convention on the Conservation of
Employment and Labour Relations Migratory
Act, Species of Wild Animals
2004 IUCN Red List

4. Description of the Project Environment

Topography, geology and soils: In general, the topography within the project area can be
described as lightly undulating. The geology of the area includes both metamorphic and
sedimentary rock types. The study area is covered by gravels, sands and loamy soils with some
clayey types. The soil of the project area is characterised by two main types of soil namely
Chromi Ferralic Acrisols and Chromi Ferralic cambisol. In some areas, the soils are low in
fertility and organic content prone to soil erosion and becoming serious in some areas. Erosion is
a serious problem, particularly in Kondoa and Babati Districts.
Climate: Rainfall pattern in the project area is primarily bimodal with the short rains falling in
October to December and the long rains in February to June. The rainfall patterns in the project
area are unevenly distributed, and in the arid areas unreliable. Annual rainfall varies from about
485 mm to 1200 mm. The mean average temperatures in the project area range between 16 oC and
32oC. The study area lies between 300 – 400m above the sea level. Temperatures vary between
230 C and 320 C. The highest temperatures are felt between August and December, while the
lowest temperatures are experienced between May and July.
Land Use: The Land use along the project road can be divided into five categories; namely
settlements (residential and institutional), agriculture, transport corridor, water bodies (rivers),
and undisturbed areas [undeveloped or covered by woodland, scrubland and grassland]. Farming
is generally on a small scale mainly food crops (subsistence farming).
Surface Water Resources and Hydrology: The hydrology and drainage of the project area consists
of numerous seasonal rivers and waterways which are completely dry for over six months every
year. The drainage pattern of the project area flows in a south-eastern direction from the highlands
to the plains, entering the Indian Ocean. The only perennial rivers are Namiungo, Majimaji,
Mhumwesi and Mlingoti, Ruvuma River.
Groundwater Resources: Accessible groundwater resources occur in the villages along the project
road. This is evidenced by the presence of shallow wells in most of the villages along the road.
Cultural and Archaeological Sites: The only cultural site along the road corridors are burial sites.
Some of these sites are located within the RoW.
Social Services: The level of social services such as water, medical services, and education is poor.
Although, most of the villages have primary and secondary schools, the schools have insufficient
staff to cope with increasing enrolment. The communities have access to medical services, mainly
dispensaries. The majority of the communities have safe source of domestic water supply.
Sources of Energy: Fire wood and charcoal is the major source of energy for cooking, while
kerosene and electricity are used for lighting. However, electricity is available in Tunduru only.

4.2 Biological Environment

Flora: The project area is located in the Acacia-Savannah Grasslands Ecological Zone. The
biodiversity of this zone is moderately rich in flora with about 2,500 species of plants recorded
The flora along the project road is characterised by mosaics of miombo scrubland, miombo
woodland in the outskirt of villages and riverine trees along rivers banks. The majority of the tree
vegetation is miombo woodland. Cashew and coconut crops are found in village outskirts and
village centres. In addition, exotic strip trees and shade tree vegetation can be seen at village
centres. Two forest reserves are found within the project area including Chitowe (eastern side of
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the project area) and the Lukwika-Lumesule Protected Area. Miombo woodlands are found in
several places in the project area, but are being increasingly replaced by cultivated fields. Other
forest reserves found within the project area include the Haraa, Ufiome, Salanga, Isabe, Kome,
Chemi Chemi, Irange Escarpment, Songa, West and East Chenene and Mbuga ya Goima.

Fauna: The project area is located in the Acacia-Savannah Grasslands Ecological Zone. The
biological nature of the entire district is composed of primarily scrubs and shrubs. The
biodiversity of this zone is moderately rich in flora and numerous mammal species. The project
road traverses three wildlife protected area namely Lukwika/ Lumesule/ Msanjesi game reserve,
Namiungo – Muhuwesi and Muhuwesi forest area and game reserves. Lukwika/ Lumesule/
Msanjesi game reserve is located between R. Lukwika and R. Lumesule. The road also crosses
important animal migration corridor between Lukwika - Lumesule - Selous Game Reserves in
Tanzania and Niassa National park in Mozambique.
Rare and Endangered Species: The presence of endangered or rare flora and fauna is significant
for two reasons. Firstly, changes in land use may cause or contribute to species extinction and
degradation of the natural resources. Secondly, recent changes to Tanzanian legislation (notably
the Tanzania Forest Policy 1998, The Forest Act of 1957 (Revised Cap 323 of 2002), Wildlife
Policy 1998 and The Wildlife Conservation Cap 283 of 2009 give legal protection to red-listed
plant species and animal species respectively. Chitowe village protected forest and the Lukwika-
Lumesule Protected Area are cases where such species are legally protected to arrest rarity and
endangering of animal and plant species in the district.

Other wildlife rich areas within the project area include: Swagaswaga Game Reserve, Songa
Forest, West and East Chenene Forest Reserve, part of the Tarangire National Park as well as the
Mkungunero Game Reserve which lies in the north-eastern corner of Kondoa District. Tourism
activities are underdeveloped, and are limited to hippo-watching on Lake Babati and the Rock Art
at Kolo.

4.3 Socio-cultural Environment

Population: According the 2002 population census, the total district population in the Nanymbu
is 133,776 (2002, National Census) out these 64,333 were males and 69,443 were females. The
annual population growth is 2.1% and population density of 26.4 people per square Km. In
Tunduru District the total population is 299,426 with 48.2 % male and 51.4% female The annual
population growth is 2.7%. In the Dodoma and Babati districts, the total population in the project
districts was just under 1.5 million. Average household size varies from 4.2 in Dodoma to 5.1 in
Babati, giving an average household size for the project area as being 5 persons per household.
Approximately 80% of the population in the project districts can be described as being rural,
while about 8% is classified as purely urban. The gender balance on average is fairly equal (1
male to 1.03 females per sq km).
Settlement patterns vary within the project area and along length of the project road, but generally
urbanization characteristics migration flow is from the rural areas into these townships.

Economic activities: About 92% of the interviewed households admitted that over 90% of their
incomes are derived from agricultural produces. Even for the households with other sources of
incomes, agriculture contributes more than half of their incomes and expenditures.

The study showed that in access to, and utilization of production resources, both genders are
involved at different scales. Statistically men and women are involved in agriculture (45% to
65% respectively), retail business (75% to 35%), food-vending (30% to 70%), casual labouring
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(80% to 20%) and utilization of forestry products (85% to 15%). Collection and selling of fuel-
wood is carried out mainly by the youth and women (>60%).

Ownership of means of production such as land (men own 90%), labour (men own 65%), basic
capital assets (hand hoes, machetes and sometimes exes – men own 85%) and seasonal
agricultural inputs such as seeds (men own 90%). In some cases ownership of agricultural
harvests is based on the male dominancy (men own 85%) whereas, husband and wife have
separate plots.

Health: Malaria was considered to be the main cause of morbidity (and mortality), followed by
ARI, diarrhoea and skin diseases. HIV/AIDS prevalence was still low rated number 9 out of 10
common diseases.

5. Project Alternatives
The road sections which are proposed for upgrade are already in existence, what is expected is to
improve them from the current status. However there will be a few alternatives including:

1) The “No Project” scenario implies maintaining the existing situation and it implies the
project road would not be upgraded. This will retard socio-economic development in the project
regions and there will be minimal impact on the environment if the No project alternative is
considered.
2) In the Lukwika/Lumesure Protected Area the activities will interfere with the movement
and tranquillity of animals. Accordingly ultimate caution will be observed to institute minimal
disturbance. In this area construction will be done only during the day when most animal
movements are low. Important trees will be avoided by either leaving them or diverting the road
course.
3) However, it is considered that some utilities such as water wells, historical buildings and
recreational facilities such as football fields were falling within the proposed right of way (ROW)
of the proposed upgrade. As such these properties have been largely avoided in directing the road
course. In unavoidable circumstances, the RAP has included any such facilities to be compensated
and relocated.

6 Potential Impacts and Mitigation Measures

Positive impacts

Creation of Employment - Establishment of construction campsite will create direct and indirect
employment to the local as well as people from other places. Direct employment will be in the
form of skilled as well as non-skilled labourers.

Improved ambient air quality: Upgrading of the road to bitumen standard will improve ambient
air quality, since generation of dust will significantly be minimized.

Improvement of Hydrology and Drainage: Upgrading of the road to bitumen standard will
improve drainage, due construction new bridges, culverts, cross drainages, as well as road side
drainage. Sedimentation of culverts and road side drains will be reduced due to provision control
devices and cover vegetation and water stagnation within and on roadsides will be eliminated.
Another important issues is how the road design may affect the hydrological flow in the project
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area. The road design should ensure the provision of appropriate and a sufficient number of
drainage structures to ensure that the road does not contribute to flooding or erosion in the project
area.

Reduction of Vehicular Accidents: Improvement of the road will involve change of road
geometry, including reduction of sharp horizontal curves, improvement of sight distances, and
installation of speed humps. The result of this will be reduction in the rates of accident during
operation.

Reduction in Vehicles Operating Costs: Lower speeds due to poor road imparts extra stress on
motor vehicles engines (higher engine revolution per unit time) and so faster engine wear as
compared to when a vehicle travels at higher speeds (lower engine revolutions per unit time). In
addition, improvement of the existing road will result into serving in mileage per litre of fuel as
traffic will be able to travel at relatively higher speeds.

Reduced Transport and Transportation Costs: Transport and transport costs are high because of
bad road. Improvement of the road will make the cost of transport and transportation to be
relatively low.

Reduction in Travel Time and Improved Comfort to passengers: Upgrading of the road to
bitumen standard will significantly reduce travel time, since vehicles will be able to travel at
higher speeds. The served travel time could be used to other productive ventures. In addition,
upgrading of the road will improve comfort to passengers, due to the absence of corrugations.

Improved access to social services: The road improvement will enable easy access to social
services like modern health facilities, schools, and markets which will be beneficial for women
and children who are the groups that deploy these facilities for a considerable extent. Also, school
children will benefit since they can reach their school in time.

Diversification of the Local Economy: Upgrading of the road will attract more investors in the
area. The increased investment will bring in more employment opportunities to the local people
including diversification of economic activities hence, reduce dependence on agriculture.

Increased interaction of people drive for social change: Upgrading of the road will encourage
people from other parts of the country to live in the area. In migrants will come with new ideas
into the project area. Such opportunity will create room for social transformation for both groups,
share values and adopt new cultures and diffusion of cultural values suitable for development.

Increased investment: Upgrading of the road will attract many investors to invest in agriculture,
forestry, and minerals, causing multiplier effect on the availability of other services such as
hotels, schools and medical services.

Increased household income due to increased trading activities: Increased household income is
expected due to improved road conditions and improved traffic. It is thus expected that there will
be a positive impact on businesses and trading activities adjacent to the road, thereby increasing
the income of households.

Improvement in the management of Game Reserves: Upgrading of the road will enhance
accessibility to Lukwika/ Lumesule/ Msanjesi game reserve and Namiungo – Muhuwesi and
Muhuwesi forest and game reserves through the project road and their internal roads. Improved
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accessibility will result into improved management, including quick response to emergencies and
combating illegal harvesting of forest products and poaching activities.

Improvement of Tourism Industry: Upgrading of the road will have a significant influence in
increasing tourist activities in the road impact area especially SGR by increasing the number of
tourists visiting the area.

Negative impacts

Loss of Vegetation and farmlands: will arise from clearance of land needed for the permanent
works and for temporary use during construction (deviations, camps, borrow pits, etc). Some may
be natural (grassland, shrub land, woodland) but the majority of affected vegetation is exotic
trees. In addition, riverine trees are likely to be affected. However, the workforce’s requirements
for fuel wood and charcoal could increase pressure on local forest resource. Mitigation includes
minimising vegetation clearance and confining it to within the area of construction, re-vegetating
affected areas to prevent erosion and to provide a useful after-use of the affected land; instructing
the Contractors to use alternative fuel sources, or establishing centralized canteens at the camps.

Disruption of Public Utilities: At several points, domestic water supply pipe lines cross or run
close to the road. In addition, several shallow wells are close to the road. During construction,
these water resources are likely to be affected either through reduced flows or polluted by the
construction activities. The water pipe lines will be disrupted making the service unavailable to
the local communities. Where practical, the contractors shall work carefully to avoid damages to
the water pipe lines. Otherwise, he will remove the facility before construction, and replace them
immediately after completion of construction works. Regarding shallow wells, as found relevant
the Contractor shall repair or compensate damaged shallow wells.

Deterioration of ambient air quality: During construction, increased traffic volume and movement
of construction equipment, construction activities (extraction, transport and stockpiling of
materials, excavation, compaction etc) will cause deterioration of air quality due to generation of
dust. During operation phase of the road the air quality of the paved road will be improved.
Another source of air pollution is emissions from equipment and vehicle exhaust. However this is
not considered a major environmental problem in rural areas due to the good dispersion of
pollutants, vegetative cover for absorbing CO2 and the comparatively low number of vehicles.

The impact due to dust generation during construction shall be mitigated by sprinkling water,
while that due to emissions shall be mitigated by ensuring adequate maintenance of construction
equipment, including engine fine tuning, avoiding unnecessary idling of the equipment.
The project will also be selective in siting camps away from schools, residential areas or public
places and maintaining health and sanitation standards at the camp(s) will reduce air and water
pollution. Scheduled visits/surveillances all over the road course coupled by planned testing of
media for any type of pollution will alleviate the pollution problems.

Generation of Noise and Vibrations: During construction, increased traffic volume and movement
of construction trucks and equipment, construction activities (including cutting and compaction)
will increase the level of noise and vibrations to the level above the present. Improvements of the
road will cause increase utilization of the roads and so higher traffic volume. Upgrading of the
road will increase noise and vibrations due to the fact that bitumen road propagates noise and
vibrations much more effectively than gravel and loose soil.

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Impacts from noise can be mitigated by maintaining plant, vehicles and equipment; adhering to a
daytime work schedule, controlling the speed of construction equipment and vehicles in inhabited
areas, providing PPE to workers. The contractor shall not be allowed to carry out construction
works in settlement areas during the night. As for construction workers, all workers working in
severe noise environment shall be equipped with ear plugs. The impact due to noise during
operation of the road cannot be mitigated at the project level.

Soil erosion: Soils along the existing road are moderately to highly erodible. Concentrated
drainage flows along the project road are often the cause of erosion, and improvement of the road
could worsen the existing situation.
Provision of erosion prevention measures, habitual monitoring and regular maintenance during
the operation will be important as mitigation measures. For borrow pits, earthworks and clearing
of vegetation can be mitigated by carrying out site restoration in the areas after completion of
works, rehabilitating modified areas and planting grass and trees as and when they are no longer
required for the works.

Deterioration of Visual and Scenic Quality: Earthworks, excavation of borrow pits, and bush
clearing will have visual impacts. This can be mitigated by rehabilitating disturbed areas as and
when they are no longer required for the works and cleaning up after completion of works.

Risks of accidents to animals and humans: Increased traffic volume and activities during
construction are likely to cause accidents and associated fatality to the local people. Unreinstated
borrow are likely to cause accidents to animals and humans by accidental falling in or when
became filled with rainwater. During operation, traffic accidents, including road accidents are
likely to increase in the road due to increased traffic volume and speeds.

The impacts related with borrow pits shall be mitigated by rehabilitation of the pits. The impact
due to traffic accidents will be mitigated by installing speed restraining measures at approaches to
all black spots. A road safety awareness campaign shall be implemented during and after
construction, targeting all the local communities, including school children. Emergency services
in the health facilities along the road must be prepared for this. A road safety awareness campaign
must be implemented during and after construction, targeting all the local communities, including
school children, teachers, parents, patients, hospital staff.
In addition the road project will also involve studies on Road safety and capacity building in this
area in Tanzania in general.

Reduction in river flows: Abstraction of water from rivers for construction works, including
mitigation of generation of dust is likely to reduce the quantity of water for other purposes such as
domestic and irrigated agriculture.

Modification of Surface water Flow: Construction of road fill embankments is likely to interfere
with natural surface flow patterns, where by concentrating flow in one direction, resulting into
flooding, soil erosion, channel modification, and diversion of surface water flow.

Depletion of water may be common in areas that are relatively dry due to long spell of dryness
and with unimodal pattern of rainfall. These areas will have limited water for construction and
for domestic supplies. The only alternative will be drawing water from natural water bodies such
as the Ruvuma River by either using trucks or piped system. Implementing such piped water
channels; will follow areas outside the Lukwika/Lumesure Protected Area to avoid imposing
more disturbance to animals during construction. Moreover using machinery (e.g. pumps, tankers)
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will be avoided within the 60m of the protected area, any incidents of pollution should lead to the
work stoppage, clean-up of pollutants, and restoration of the site.

Surface water and soil pollution: Construction across river systems is likely to pollute the
resources by construction materials, including hazardous material. In addition, sedimentation of
the river systems is likely to occur if construction is not done with care. The contractor shall
isolate concrete works near water courses, avoid washing concrete handling equipment near water
courses, avoid refuelling and servicing near water courses, avoid stockpiling of materials or
wastes near water courses, and ensure no leakage from equipment working near water courses. In
addition, works across water courses should be done during dry season.

Health Problems associated with Cement and Concrete: Construction of bridges and other
drainage structures will expose workers to cement and concrete. Construction workers working
with cement and concrete are likely to be affected by upper tract respiratory infection due to
inhaling cement and skin infection due to prolonged contact with cement and concrete. The
impact shall be mitigated by personal protection through the use protective gears such as gloves,
coveralls, boots, and eye protection, proper work practice that minimize release of cement dust,
and exposure to cement and concrete. In addition, the contractor shall provide washing facilities
on site for workers.

Impact to Wildlife in Game Reserves and SNWC: The project road traverse three wildlife
protected area namely Lukwika/ Lumesule/ Msanjesi game reserve, Namiungo – Muhuwesi and
Muhuwesi forest area and game reserves. The road also crosses an animal migration corridor
between Lukwika - Lumesule - Selous Game Reserves in Tanzania and Niassa National park in
Mozambique (Selous Niassa Wildlife Corridor - SNWC). Increased noise and vibrations during
construction near or across the wildlife areas will disturb the wildlife and cause the animals to
involuntarily migrate. Pits and quarries left after extraction of construction material may cause
accidents to the animals. During operation of the road, speeding vehicles are likely to cause
animals kills.

The impacts of the project are unlikely to result into reduction of biodiversity (habitats and
species), extinctions and profound interference with animal movements. Opening up the area can
encourage increased pressure for timber, fuel wood and charcoal making. To mitigate the impact,
the contractor shall not be allowed to establish pits or quarries in the wildlife reserves and across
SNWC. In addition speed limit sign posts coupled with a series of rumble strips and humps shall
be constructed across the road where the migration route crosses the project road as well as across
the game reserves.

Generation of Solid and liquid wastes: Construction activities at the sites as well as at the camps
will generate significant amount of wastes: solid wastes such as plastic containers, used tyres,
used printer cartridges, metal parts, plastic and cable, batteries, and liquid wastes such as used
motor oil, and sanitary wastes. The main issues will be disposal of the wastes. These will be
responsibly disposed of in accordance with The Roads Cap 167 of 2007 and The Environmental
Assessment and Management Guidelines for Road Sector, Clause 1713. At the camp well-placed
and well-marked waste bins will be placed and sorting, collecting, transporting of wastes with
convenient vehicles will be done. For biodegradable materials planned alternative uses of wastes
e.g. organics for manuring, plastics, metals, etc for selling to vendors of recyclable materials will
be done.

12
Occupational health and safety impacts: Construction activities will expose workers, visitors and
the general public to different physical hazards (e.g. from falling or being hit by falling objects,
striking against object, overexertion, electric shock, fire and explosion, etc), chemical hazards
(contact with skin, inhalation of harmful chemical etc), and biological hazards (e.g. drinking
unsafe water, eating contaminated food).To mitigate occupational health and safety impacts, the
contractor upon notification of contract award, shall prepare and submit site specific Health and
safety plan, detailing how he will promote safety and limit, reduce, and control physical and
health hazards and risks associated with the road construction.

Increased Pressure on Natural Resources: Improved road transport will cause increased influx of
people to the project area, which will result into more demand for timber and land. This will cause
increased clearing of vegetation of the land. The impact cannot be mitigated at the project level.

In the same context are issues related to the resource use in the camp sites including demand for
water and fuel wood, and disposal of solid and liquid wastes.

Mitigation in this respect will involve the provision of water must for the workforce without
interference or conflict on the host communities water resources. Effluent discharges must
comply with national standards, while land fill sites must be located away from sensitive and
inhabited areas, and properly managed. Once the project is completed, all work areas and offices,
storage and repair sites, and other temporary installations must be cleaned and restored. A
rehabilitation plan will be prepared and must ensure that damaged areas are restored and the sites
are compatible for potential future uses. In addition, the construction of the roads will require
large quantities of excavated construction materials. Borrow pits will not be located in or near
environmentally sensitive areas, and will be located more than 250m or more from the centre of
road and 500m or more from villages. Access will be controlled and the sites protected.

Increased Poaching: Upgrading of the road is likely to cause enhance poaching activities due to
improved accessibility to wildlife areas. The impact cannot be mitigated at the project level.

Contribution to climate change due to emission of Green House Gases: Operation of construction
vehicles and equipment during the construction of the road as well as increased traffic volume
during the operation phase of the road will increase the emission of green house gases,
particularly Carbon Dioxide and Nitrous Oxide exhaust gases, the result of which will be
contribution to climate change.

To reduce the impact due to contribution to global warming during the construction phase, the
Contractor shall ensure that construction vehicles and equipment are adequately and timely
maintained (engines well tuned) to keep emissions at minimum. The impact during the operation
phase of the road cannot be mitigated at the project level

Reduced life span of the road due to climate change: Variation or increase in temperatures due to
climate change is likely to affect the life span of the road, including bitumen bleeding and
damages to hydraulic structures due to excessive expansion. Cracking of cement-stabilized sub
base layer is also likely to occur due to uncontrolled evaporation. Flooding resulting from climate
change is likely to cause damages or overtopping of hydraulic structures.
To mitigate the effect of bleeding of bitumen, the design of the pavement has considered climate
zoning and so the bitumen to be used can sustain high temperatures. In addition, a low spray rate
of bitumen will be used to minimize bleeding at high temperatures. To prevent the cracking of

13
cement stabilized sub base layer, MC-70 bitumen will be used as it does not dry faster at high
temperatures.

To prevent damages to concrete hydraulic structures due to excessive expansion, the design has
provided expansion joints for all bridges and box culverts to allow free expansion.
To prevent damages or overtopping of hydraulic structures during flooding, a return period of 100
years has been considered in the design of the structures.

Increased transmission of HIV/AIDS: During construction, interaction between the immigrant

workers and the locals may exacerbate the spread of HIV/AIDS and other sexually transmitted
infections. The Contractor’s workforce must be sensitised with regard to behaviour and conduct,
and an HIV/AIDS Awareness Campaign must be implemented.

Social Conflicts: The road project will involve the arrival of migrant workers into the project area,
which may provide context for social conflicts with the local inhabitants and raise of security
concerns. Again the camp may also provide a nucleus for a new settlement and spontaneous band
development is likely to occur along the length of the project road.

The most significant social impact will result from loss of land, property, crops and business, due
to the acquisition of land for new alignments and for properties destroyed by construction
activities. To mitigate the impact all affected people who are entitled for compensation will be
compensated accordingly before commencement of construction activities.

Other probable impacts due to the project may be in form of domestic conflicts that may be
related to disparities in income in the project area. This may be in the form increase extra-marital
promiscuity, teenage pregnancy etc. These issues will be managed through raising awareness on
this issues in the local communities.

Abuse of Road Corridor: Past experience has shown that local communities have the tendency of
using the road reserve for farming and other economic activities resulting into soil erosion and
eroding the road. This is also likely to happen when the road is improved. The impact cannot be
mitigated at the project level.

Disruption of community access: During construction of side drains, disruption of community

access to their business activities and residential places at settlements will occur due to creation of
barriers. To mitigate the impact, the contractor shall provide temporary concrete slabs to enable
pedestrians gain access to their business and residential premises.

Increased Cost of Living: The upgrading of the road will increase the cereal crops prices and
might not be affordable to the local population, although for the sellers it will be an advantage for
their crops to fetch a good price. The impact cannot be mitigated at the project level.
Increased Rate of Crimes: Improved road is likely to attract more advanced criminal activities in
the project area. Criminals will be able to move faster across the project area and therefore the life
of residents will be more in danger than now. The impact cannot be mitigated at the project level.

Impact to Cultural sites: The project is likely to impact on cultural properties including graves.
This particular issue will be addressed according to the Grave removal Act (1969).
Reduced Economic Activities at Closure of the Project: Traders will establish trading activities
points along the route during construction of the road, but as construction activities come to halt,
the traders will not be able to trade, this will affect livelihood of the traders.
14
Mitigating these social impacts will involve an integrated approach involving the local
government agencies, TANROAD and the contractor. This will involve the implementation of
precautionary programmes aimed at addressing these impacts.

7. Environmental Management Planning

The Environmental and Social Management Plan (ESMP) and Resettlement Action Plan (RAP)
highlight the mode of implementation arrangements for mitigation measures, environmental and
social monitoring and reporting arrangements. These actions will be done collaboratively and
mainly coordinated by TANROADS.

Thus TANROADS will be responsible for reviewing civil works contracts in accordance with the
ESIA report; coordinating the implementation of the ESMP among the contractors, local
authorities (e.g. Regional Secretariat, District Councils and Village Councils); monitoring the
implementation of the ESMP and the civil works contracts in collaboration with local NEMC
staff; and preparing semi-annual and annual environmental monitoring and progress reports.

The cost of standard construction mitigation measures have been integrated into the Project’s
Bills of Quantities. These costs cover issues of mitigation for environmental impacts, road safety,
HIV/AIDS programme, Afforestation and Monitoring. The total cost for these activities is
estimated at 2.3 million USD.

8. Monitoring Program
The purpose of environmental and social monitoring is to quantitatively measure the
environmental effects of the road project. It is intended to ensure implementation of mitigation
measures is done in accordance with regulations and standards. It is therefore based on
monitoring indicators, which will have to be compared with targets to gauge the effectiveness of
the mitigations plans. In addition, the baseline data will be compared with targets and post
situation.

The environmental monitoring program will operate through the preconstruction, construction,
and operation phases. It will consist of a number of activities, each with a specific purpose, key
indicators, and significance criteria. Environmental monitoring will take place through the
preconstruction, construction, and operation phases.

The monitoring of mitigation measures during design, mobilization and construction will be
carried out by the Ministry of Works Road Sector Environmental/Social Specialist (MOW RS-
ES). The MOW RS-ES will conduct monitoring as part of the regular works inspections.
Environmental Section in TANROADS will have the responsibility for monitoring during the
operation and decommissioning phases.

TANROADS will provide MOW RS-ES with reports on environmental compliance during
implementation as part of their semi-annual progress reports and annual environmental
monitoring reports. MOW RS-ES will forward these reports to NEMC and the Financial
Institutions (AfDB and JICA). Depending on the implementation status of environmentally
sensitive project activities, NEMC will perform annual or biannual environmental audit, give its
opinions and recommendations in which environmental concerns raised by the project will be
reviewed alongside project implementation.

15
The MOW RS-ES will have the following responsibilities:
Monitoring the effectiveness of the ESMP and other mitigation measures.
Asses the performance of environmental controls and proposed mitigation measures
Ensure that the Contractor corrects any mitigation measure that are not functioning
acceptably
To provide regular reports on monthly basis on the status of compliance with the ESMP to
the Supervising Consultant and TANROADS.
Other responsible parties shall include natural resource and water engineers for the surrounding
districts.

During the first half of the construction phase, the MOW RS-ES will be on site twice per month
for ten days (5 days/visit). The MOW RS-ES will reschedule his/her site visit to two visits per
month for 6 days (3 days/visit) during the second half of the construction period, when the MOW
RS-ES believes that the environmental impacts are being well managed.
During the visit the MOW RS-ES will make observations and recommends as described in the
following sections.
If the MOW RS-ES believes that there is a potential for unacceptable impacts, he/she may require
changes in the operating procedures or additional mitigations measures. The MOW RS-ES will
have the authority to stop work, if necessary, and require the Contractor to improve or implement
additional environmental protection measures.

The MOW RS-ES’s specific responsibilities will include the following:

To meet twice per month with the Supervising Consultant and contractor to discuss work
requirements, compliance issues, and other environmental matters
To inspect other aspects of the work area and equipment for general housekeeping, dust,
fume, noise and compliance with spill prevention plan
To monitor environmental parameters for comparison with available or proposed standards
The following aspects will be monitored for compliance:
Loss of vegetation
Dusts abatement
Control of generation of noise and vibrations
Restoration of material borrow sites
Prevention of pollution of water resources
Disruption of public utilities (irrigation channels and domestic water supply pipe lines)
Disposal of wastes
Relocation of graves
Compensation of properties and farmlands
Road safety
HIV/AIDS prevalence rates
Changes in physical setup of the land (change of the physical composition of soils)
Changes in vegetative cover
Changes in aesthetics (natural setup of the physiography)
16
 Changes in social and economic welfare.

9. Public Consultations and Public Disclosure

Stakeholder consultation is one of the pillars of ESIA study. During the scoping stage,
stakeholders were identified and means to consult them were developed.
The main stakeholders for the project include the Ministry of Works (MoW), TANROADS,
Ministry of Energy and Minerals, the Regional Secretariats, and local government agencies at the
district level (including District Water Engineer, District Wildlife Officer and District Forestry
Officer), Road contractors, and communities in the villages located along or near to the project
road (road users).

During the field visit, public consultations were held with municipal, district and village
authorities in the project districts. Household surveys were conducted for each project affected
person.

The benefits associated with upgrading the project road were cited as being:
More transport options, leading to cheaper and more reliable transport;

Better communication with other areas;

Better access to markets (for both crops and livestock), agricultural inputs, agricultural
extension services, leading to greater agricultural productivity;

Improved access to social services (particularly health facilities)

A resultant improvement in trade and commercial activities;

Employment opportunities on the road.

The main concerns highlighted by the public were:

Loss of land and property, and the resulting resettlement and relocation;

Linked to the above, the timing and monitoring of the compensation process;

Loss of business due to new alignments bypassing existing centres;

Increased disposable income leading to alcoholism and further encouraging the spread of
HIV/AIDS;

Increase in the number of road accidents;

Child truancy (as the road may encourage children to seek employment on road-related
activities).

Environmental degradation will ensue resulting from pollution, noises, dust and tree
cutting;

With increased integrations, people’s culture and values may be impacted upon.
17
 Spread of HIV/AIDS due to integrations;

10. Complementary Initiatives

Selous - Niassa Wildlife Corridor. This programme is designed to mitigate and monitor
the land use changes in the SNWC and especially parameters that the construction is likely to
influence, for example deforestation, encroachment and wildlife road kills. The activity will also
monitor the efficiency of measures such as the vehicle speed reduction and subsequent impacts on
the number of wildlife kills. The activity will run during preconstruction, construction, and
operation. The activity will support the District Councils in conducting baseline studies on forest
resources (mapping, etc.) and enforce control measures for charcoal production and logging. The
activity will continue during construction and operation to determine if significant changes to the
forest cover have occurred. Significant change will be determined by comparing forest resource
inventories between pre-construction, construction, and operation phases.
Road Safety Campaign. This activity will mitigate and respond to the potential impacts of the
project on road safety. It will review the approach and methodology for the road safety awareness
campaign and monitor the effectiveness of the proposed mitigation measures. The activity will
take place during construction and operation, and will recommend new mitigation measures
where those proposed are not effective.
Afforestation Program: The program will involve tree and grass planting through the
involvement of Village Council, women groups, schools, the District Council and outside NGOs .
Approximately 1,135,000 tree and fruit seedlings will be made transplanted and about 4tonnes of
grass planted on the banks of the road.
HIV/AIDS awareness: will involve execution of the proposed HIV/AIDS awareness
program and review of the approach and the effectiveness of the proposed mitigation measures.
The activity will continue during construction and operation to determine whether the campaign
has been effective, and propose new approaches and strategies as appropriate.

11. Conclusion
The project with will involve the upgrading of the different road sections is essential for the
development of the economy of the host regions. The road project will improve access to social
and health services not only for the population located immediately along the road, but also for
those within the larger area of influence of the project road. Moreover, the upgrading of the road
will also benefit to centre like Mtwara Port. The road project will strongly contribute to alleviate
poverty in the project region, provided the negative impacts identified are adequately mitigated.
Most of the project negative impacts can be mitigated with appropriate measures. Involvement of
TANROADS, the Contractor and the district authorities as well as the village authorities and the
local communities will be required to implement and monitor the mitigation measures.
Monitoring of environmental and social impacts will be important in ensuring sustainable
development in the project regions.

The road will present temporary employment opportunities so care must be taken to ensure that as
far as possible members of the local communities (including women and youth) are employed on
the construction project. Diligence on the part of the Contractor is critical for ensuring that
environmental and social impacts are minimised. Furthermore, maintenance of the road and
monitoring of key impacts will serve to check adverse impacts during operation.

18
References and Contacts

1. Carlo Bro and m-Konsult (2007), Detailed Engineering Design Report of Dodoma-Babati
Road.
2. Carlo Bro and m-Konsult (2007), Environmental and Social Impact Assessment of the
upgrading of the Dodoma-Babati Road.
3. Environmental Mangement Act 2004.
4. Jamuhuri ya Muungano wa Tanzania, 1997. Sera ya Taifa ya Mazingira. Ofisi ya
Makamu wa Rais. Mpiga Chapa wa Serikali. Dar es Salaam.
5. Jamuhuri ya Muungano wa Tanzania, 1998. Taarifa ya Warsha ya kitaifa Kuhusu hifadhi
ya maizingira na kuondoa umaskini iliyofanyika Dodoma, Tarehe 2 – 4 Desemba, 1998. Ofisi ya
makamu wa Rais. Mpiga chapa wa Serikali, Dar es Salaam.
6. Masasi District Council, 2007. The Masasi District Council Profile.
7. Ministry of Works, 2009. Environmental Guidelines for the Road Sector. Government
Printers.
8. MOW Environmental Guidelines for the Road Sector (December 2004).
9. Nanyumbu District Council, 2007. Nanyumbu District Profile of 2007.
10. Nanyumbu District Council, 2007. Taarifa ya Wilaya ya Nanyumbu kwa Mkuu wa Mkoa
wa Mtwara Mhe. Kanali Mstaafu Anatori Tarimo wakati wa ziara yake Wilayani Nanyumbu
Tarehe 9-10/Oktoba, 2007.
11. Tanzania National Parks, 1994. National Policies for National Parks in Tanzania
TANAPA. Tanzania Litho Ltd, Arusha.
12. URT (2004), Dodoma Region socio-economic profile.
13. URT (2004), Manyara Region socio-economic profile.
14. United Republic of Tanzania, 2005. TANZANIA: Demographic and Health Survey.
National Bureau of Statistics.
15. United Republic of Tanzania, 2005. The Environmental Assessment and Audit
Regulations, 2005. Dar es Salaam.
16. United Republic of Tanzania Dec. 2004. Environmental Assessment (EA) and
Management Guidelines for Road Sector. Dar es Salaam (Draft).
17. United Republic of Tanzania, 2004. The Environmental Management Act, 2004.
Government Printer, Dar es Salaam.
18. United Republic of Tanzania, 2003. 2002 Population and Housing Census: General
Report. Central Census Office. National Bureau of Statistics.
19. United Republic of Tanzania, 2003. National Multi-sectoral Strategic Framework on
HIV/AIDS (2003 – 2007). Government Printer, Dar es Salaam.
20. United Republic of Tanzania, 2003. National Strategy for Growth and Reduction of
Poverty (NSGRP). Vice-President’s Office, Dar es Salaam.
21. United Republic of Tanzania, 2003, National Transport Policy, Ministry of
communications and Works, Dar es Salaam.

19
22. United Republic of Tanzania, 2002. National Water Policy. Ministry of Water and
Livestock Development. Dar es Salaam.
23. United Republic of Tanzania, 2002. Forest Act, 2002. Ministry of Natural Resources and
Tourism. Government Printer, Dar es Salaam.
24. United Republic of Tanzania, 2002. Construction Industry Policy. Ministry of
communications and Words Dar es Salaam.
25. United Republic of Tanzania, 2000. Composite Development Goal for the Tanzania
Development Vision 2025. Planning Commission. Government Printer, Dar es Salaam, United
Republic of Tanzania, 2000. Poverty Reduction Strategy Paper (PRSP). Government Printer, Dar
es Salaam.
26. United Republic of Tanzania, 1998. National Land and Village Land Act. Ministry of
Lands and Town Planning. Government Printer, Dar es Salaam.
27. United Republic of Tanzania, 1998. National Forest Policy. Ministry of Natural
Resources and Tourism. Government Printer, Dar es Salaam.
28. United Republic of Tanzania, 1998. National Beekeeping Policy. Ministry of Natural
Resources and Tourism. Government Printer, Dar es Salaam.
29. United Republic of Tanzania,2009. The Wildlife Conservation Act, 2009. Government
Printer, Dar es Salaam.

Contacts

TANROADS
AIRTEL Building
PO Box 11364
Dar es Salaam

Tel : +255 22 2926001/6; Fax: +255 22 2926011

e-mail: [email protected]; website: www.tanroads.org

NEMC
National Environmental Management Council
(Directorate of EIA)
Tankot House (2nd Floor)
PO Box 63154
Dar es Salaam

tel : 225 22 2125245 ; e-mail: [email protected]; www.nemctan.org

AFRICAN DEVELOPMENT BANK

Kurt LONSWAY
Division Manager, Environment and Climate Change
African Development Bank
Energy, Environment and Climate Change Department
BP 323 - 1002 Tunis Belvédère, Tunisia
Tel : (216) 71 10 33 13
Email: [email protected]; Website: www.afdb.org

20
Noel KULEMEKA
Chief Socio-economist,
Department of Energy, Environment and Climate Change
African Development Bank
BP 323 - 1002 Tunis Belvédère, Tunisia
Tel : (216) 71 10 2336
Email: [email protected]
Website: www.afdb.org

Uche DURU
Sr. Environmental Specilaist
Department of Energy, Environment and Climate Change
African Development Bank
Energy, Environment and Climate Change Department
BP 323 - 1002 Tunis Belvédère, Tunisia
Tel : (216) 71 10 38 17
Email: [email protected]
Website: www.afdb.org

21
ESIA SUMMARY ANNEX
SUMMARY RESETTLEMENT ACTION PLAN
FOR COMPENSATION AND RESETTLEMENT

Project Name: Road Sector Support Project II

Country: Tanzania

Project Number: P-TZ-DB0-019

1 Project Location and Area of Influence

1.1 The project is subdivided into three locations determined by the road sections. Dodoma –
Babati road section is located in two regions of Dodoma and Manyara. The big part of the project
lies in Dodoma about 240 Kms, the rest is in Mayara region. The project transverses four districts
of Chamwino, Bahi, Kondoa and Babati. It provides the essential link from Arusha, Moshi and
Manyara Regions to the country’s capital Dodoma. In addition, the Dodoma – Babati Road is a
major potential international transport corridor for the SADC countries. Thus, the road has been
identified as a strategic corridor within the Tanzanian road network. The second road section is
Tunduru – Mangaka which is 139.6 km long and passes through Mtwara and Ruvuma regions.
The road project is a section in the Mtwara corridor linking the southern regions of Tanzania
neighboring countries of Mozambique and Malawi. The road passes through districts of Tunduru
and Nanyumbu at Masasi and forms part of the Tunduru - Songea - Mbinga - Mbamba Bay Road
Projects which are on-going. The third section is the Mangaka – Mtambaswala road section which
is located at Nanyumbu district and connects with Mozambique through the Umoja (Unity)
Bridge at Mtambaswala. Both the Mangaka – Nanyumbu –Mtambaswala Road Project and the
Mtwara Corridor road project when completed will link Tanzania and the Republic of
Mozambique as well as the Indian Ocean at Mtwara with Lake Nyasa on the other side at
Mbamba Bay to Malawi and further to Zambia. It will also link the Njombe - Makambako – Dar
es Salaam or Mbeya Road in Songea town.

2. Potential Impacts

2.1 The project shall involve upgrading from gravel to bitumen standard. This will involve
grading, re-gravelling, construction of drainage structures and construction of a bituminous-
surfaced wearing course. In addition the project will require land for the construction of the
campsite both for the contractor and Resident Engineer and workshops. The specific features of
the road design being considered are 6.5 m carriage way width with sealed shoulders of 1.5m. The
road reserve being applied in the project is 45m. The design includes cross-drainage structures,
intersections and road appurtenances; a design speed of 80 kmph in areas without high
concentration of people and 50kmph in areas with high concentration of people. The roads are
being designed to a 20-year life as specified in the Tanzania Draft Road Manual (1989) of the
Ministry of Works. Total number of affected households in various ways was estimated at 768 on
the Dodoma – Babati road; 402 on the Tunduru - Mangaka road; and 940 on the Mangaka –
Mtambaswala road. The table below (Table 1) summarises the types and quantities of assets
affected:

22
 Table 1 PAPs Total Affected Property by Household and Road Section
Type of Affected Property Dodoma – Babati Tunduru - Mangaka Mangaka –
Mtambaswala

Boundary fence 1 1
Godown 2 1 2
Milling machine 0 1 0
Kiosk 18 30 22
Restaurant + Kiosk 6 0 2
Shop + Kiosk 12 0 17
Shop + Restaurant 6 0 0
Restaurant 35 12 0
Shop + Bar 4 0 0
Tea/coffee post 22 0 0
Shop 113 328 0
Shop + Residence 16 0 0
Kiosk + Residence 11 7 0
Restaurant + Residence 13 0 0
Residence 753 402 472
Mosque+ Madrassa 12 3 6
Church 1 0 0
Gatehouse 1 0 0
Milling machine 10 0 0
House for rent 43 19 0
Office 12 1 3
Police Station 0 1 0
Guest house 6 0 0
Dispensary 0 0 1
Water facility/well 0 6 1
Crops/trees/land 0 0 401
Institutional Residential 0 0 6
Primary school 0 0 1
Sign board 0 0 5
Grand Total 1097 811 940

3. Organizational Responsibility
3.12 A number of organizations and institutions will be involved with RAP implementation
processes at different levels and times. However, the overall coordination of RAP activities will be
under TANROADS and other institutions and organizations that have the legal obligations to carry
out functions related to resettlement and /or compensation including various local authorities. The
following summarises the various entities and roles and responsibilities:
TANROADS will support sensitization of stakeholders on RAP, preparation and monitoring of
RAP;
23
 Local Government Authorities will sensitize communities on RAP, provide technical support in
preparation of RAP, screen and appraise and monitor the implementation of RAP;
Communities, Villages, Wards, affected groups as the final owners of land, landed properties and
assets to be acquired or affected will be the participants in the process;
Independent NGOs /CBOs and other stakeholders may be engaged to witness the fairness and
appropriateness of the whole process. The NGOs will be involved in the monitoring of the
resettlement process, establishing direct communication with the affected population, community
leaders, TANROADS to facilitate the completion of RAP;
External Audits shall include the evaluation of the implementation of the resettlement action plans
in routine annual audits. Without undue restrictions, the audits may include assessment of:
- Resettlement conditions where relevant;
- Consultation on compensation options, process and procedures;
- Adequacy of compensation; and
- Adequacy of specific measures targeting vulnerable people.
TANROADS shall set up a Resettlement Committee comprising representatives of key Ministries
and a local NGO involved in similar projects. The following committees shall be established at
district levels with representation from various stakeholders
- Resettlement Committee shall comprise: Regional Commissioner (Chair), TANROADS
(Regional Manager), representatives of Ministry of Lands, District Commissioner, Consultant,
Representative of a Local NGO, Representatives of PAPs.
- Compensation Committee shall comprise: District Commissioner (Chair), TANROADS
(Regional Office), other representatives from Ministry of Lands, Consultant, Representatives of
PAP, Valuer.
- Dispute Resolution Committee shall comprise: District Commissioner (Chair), other members
shall be from TANROADS (Regional Office), Ministry of Lands, Valuer, Representative of a Local
NGO, Representatives of PAPs
4. Community Participation
4.1 As part of the feasibility studies, consultations were carried out with the affected
communities aiming at exploring their views and incorporating them into the report while
formulating and finalizing of the resettlement plans. Consultations were conducted across sections
of stakeholders which were done as part of participatory approach at regional, district, ward and
community levels. Among key issues raised in these consultations included positive and negative
impacts of the project; issues relating to compensation; resettlements; and employment
opportunities during the project implementation.

4.2 Overall the main purposes of the participation and consultation process were to:
Measures required to guarantee that the affected people will enhance or at least restore
their livelihoods and living standards,
Measures to mitigate impacts of resettlement and arrangements for addressing conflicts
that might occur.
Provide complete and timely information to PAPs about resettlement stages and related
activities,
Obtain the cooperation and participation of PAPs and other stakeholders in resettlement
planning and implementation,
24
 Understanding needs and priorities of PAPs regarding preferences of compensation (cash
or in-kind), relocation and other activities to be undertaken and conditions under which
the resettlement will be socially adequate.
Obtaining reactions of PAPs and other stakeholders on regular basis especially on the
effectiveness of policies and implementation process.
Reduce potential for conflicts, as well as risks of project delays through grievance
mechanism
Enable the project to design resettlement and rehabilitation program in a manner to fit
needs and priorities of PAPs.
Handling of crops (perennial, annual) in the road reserve,
Impacts of community assets including prayer houses, health facilities, school water tanks
and boreholes,
Compensation for village government assets such as village offices, wood lots and market
locations.
Affected persons require more time for relocation,
People with structures close to the potential active construction site were concern about
the cracks of structures.

4.3 Key informant interviews were held with stakeholders involved in the Project,
professionals and experts who have knowledge about the Project’s environment, customary laws
and traditions, gender issues, religious adherences, and the needs and aspirations of the community.
In addition, interviews were held with different Regional, district and Ward level government
officials. Stakeholders concerns and discussion outcomes are incorporated in the RAP. Agreements
have been reached with specific government bodies regarding collaboration and facilitation of
administrative measures directly related to the Project and implementation of the RAP. Details of
community stakeholder meetings and consultations are included in the appendices of the ESIA and
RAP reports together with the list of attendees and their signatures.

4.4 Compensation Options: During Public Consultations, affected persons were presented
with various options for compensation to ensure that PAPs had the opportunity to choose how they
would like to be compensated. The core options are between cash payment and in-king
compensation. This included the resettlement options i.e. the relocation of individual families or the
entire community or kinship groups. Almost all PAPs preferred to receive cash payments not in –
kind payments due to the perceived advantages embedded in cash compensation.

5. Integration with Host Community

5.1 Majority of the affected people who are willing to relocate the affected properties are
considering relocating within their original plots, stepping back, just behind the affected structures
or buy land within the village. All affected people preferred to stay in their original villages except
a few PAPs who preferred to move to other places to begin new life such as opening up businesses.

5.2 Some of key reasons for their decision include the following:

Majority of the PAPs have either alternative land or sufficient land within the village that
will be used for house structure, while others could move backward and utilize the
remaining portion of land for accommodation.
Most of the villages reported to have enough land to accommodate the affected people in
case the PAP doesn’t have sufficient alternative land.
25
 Often PAPs prefer buying land within localities familiar to them and maintain social
cohesion they are familiar with.

Also of importance to consider is that road projects tend to be linear, hence holistic villages don’t
get affected by road projects. Since the majority of PAPs decided to relocate within the vicinities,
the PAPs will not require host communities to accommodate them. PAPs will simply be observed
within their original villages.
6 Socio-economic studies

6.1 Socio-economic surveys were conducted through interviewing a large number of

potentially affected persons and communities to determine how they may be affected physically,
economically and socially by the project roads. Structured questionnaires were prepared, which
covered the following topics: household characteristics, income and expenditure, ownership of
assets, employment, livelihood patterns, use of resources, accessibility to land and land tenure,
arrangement of use of common properties, social organization, leadership patterns, and community
structure. Enumerators were recruited and trained to undertake the surveys; recruitment considered
gender balance to reduce possible bias in gathering information.

6.2 Agriculture is termed as the prevailing source of income in almost all villages where the
project roads pass. Along the Dodoma – Babati road section, almost between 81% of the affected
persons depend on agriculture. The agricultural produce is always sent to the market through
vehicle (18.0%), bicycle (38.1%), as well as donkeys (43.9%). Off farm activities is another source
of income engaging on average 15% of the affected people. However, information collected
indicates that income from off farm activities is relatively small. The rest (4%) are totally
dependent on formal employment and remittance from relatives. 44% of the respondents reported
to earn below 100,000 Tshs per month, followed by those PAP’s (18%) who earn between 100,000
to 200,000 Tshs per month. Insignificant (1%) number have income of over 500,000/= per month.
Majority of the affected people farmers (80.2%) while 17.7% are engaged in businesses while 2.1%
are in formal employment, this includes teachers, village and ward executive officers and district
council employees.
6.3 The economic surveys for Tunduru - Mangaka were conducted between February and
April 2011. A sample of 300 households affected by the project was surveyed. These surveys
yielded useful information on the following aspects: Socio-demographic profile of PAPs including
sex composition, educational status, age categorization, marital status; Socio-economic profile of
affected households including type of household, family structure, distance from social service
facilities, type of other assets owned; Gender issues including women household activity profile,
women decision making powers in household matters; Occupational status in terms of cultivator,
daily wage earner, government employee, self-employed, house-wife, unemployed; Economic
profile of PAPs including source of household income, average monthly income; Impact on socially
vulnerable groups including those headed by females, children, less earning individuals; and Nature
of assets affected in terms of buildings, land, trees and plantation, and those owned by communities.
6.4 The surveys indicate that agriculture is the main source of livelihood and employment in
the Tunduru, Mangaka areas with maize cultivation as one of the leading food and cash crops. Much
of the maize is transported to Mtwara, Lindi and Dar es Salaam as the main markets. The upgrading
of the Mangaka-Tunduru road will thus have positive impact on maize production and productivity
given the potential for higher prices because of high demand. This will lead to increased profit
margins for both maize farmers and traders further contributing to food security in the area and
beyond. Maize is the staple in the diet for most of the ethnic groups in Tanzania. Among the cash
crops is growing of cashew nuts and ground nuts. Easy access through improved transportation will
26
entice investors to open up cashew cleaning and processing factories in so doing adding value and
creating employment for the local communities.

6.5 The socio-economic survey of PAPs along the Mangaka – Nanyumbu - Mtambaswala
Road section was conducted from May 2009 to June, 2009 using about 372 household
questionnaires for PAPs along the corridor. During the analysis, a sample of 112 household
questionnaires were analysed from 9 villages. The sample was based on gender issues. Also, it was
based on the vulnerable groups e.g., elderly persons, disabled persons, widows, children who are
orphans, long sickness persons etc. These households have between 4 and 6 members with the
average number of 5 members per household. The survey looked at living modes, income and
expenditure prototypes of the people living along the road. The study showed that statistically men
and women are involved in agriculture (45% to 65% respectively), retail business (75% to 35%),
food-vending (30% to 70%), casual labouring (80% to 20%) and utilization of forestry products
(85% to 15%). Ownership of means of production such as land (men own 90%), labour (men own
65%), basic capital assets (hand hoes, machetes and sometimes exes – men own 85%)) and seasonal
agricultural inputs such as seeds (men own 90%) is also unbalanced between the sexes. In some
cases ownership of agricultural harvests is based on the male dominancy (men own 85%) whereas,
husband and wife have separate plots.
6.6 Water supply is a critical issue in the project areas. Information obtained from selected
villages and from the District Council offices revealed that the majority of the population gets
surface water through shallow and deep wells. In places where there are rivers such as Ruvuma
River populations utilize both the river and surface water. Nanyumbu District is among districts
with severe shortage of water. From the available data only 12% (17,451) of the population have
access to unswerving water at least to the basic amount of 25 litres a day. Furthermore, an average
of 12% (2,776) households has access to clean and safe water. When the average for the district is
compared with that of the nation (54%) there is every reason for more efforts into this basic social
need. For instance, district interventions are required in reviving the dormant piped water schemes
in Nangomba, Mangaka and other sites.

6.7 Strategies for reducing HIV/AIDS infection: In all project areas, information is available
regarding the project of HIV/AIDS and related illnesses. District and Ward strategies are being
coordinated with the help of the AIDS Control Commission. Among the elements of the plans are
 Continued soliciting and collaboration with various stakeholders including Government
and independent agencies, media, meetings, and publications.
 Raising awareness and organizing youth meetings and trainings at local levels.
 Training the communities on how to serve the affected people and orphans.
 Multiplying and reinforcing service centres for counselling and testing.
 Distributing condoms and leaflets at the health centres, youth centres, private shops and
various agencies.
 Supporting affected people, the sick, orphans and those who are needy.
 Supervising and enhancing the fight against HIV/AIDS by collaborating with TACAIDS
as well as other agencies.
 Supporting communities during planning and controlling HIV/AIDS in the villages.
 Starting a programme for controlling HIV/AIDS infection from mother to child.

7. Disadvantaged and Vulnerable Groups

7.1 In all road sections are various groups who are either extremely poor, disadvantaged or are
disabled. Types of groupings followed in the various studies conducted for the project included the
27
following child or female headed households that need support, the elderly, orphans and physically
disabled persons; prolonged illness; and the extremely poor households. The Table below (Table 2)
summarises the number of households identified in these categories.

Table 2: Vulnerable Affected Households by Road Section

Type of Vulnerability Dodoma – Babati Tunduru - Mangaka Mangaka –
Mtambaswala

Female headed household 25 29 71

Extremely poor 5 67 0
Disabled 5 0 19
Prolonged illness 0 0 21
Orphans 61 0 0
Elderly 0 0 38
Total 96 96 149

These groups of people shall be rendered with special assistance during resettlement and
compensation assistance may include material and technical help during relocation, psycho-social
support, re-establishing livelihoods, etc.

8. Policy and Legal Framework

8.1 Currently there is no specific policy as “Resettlement Policy” in Tanzania. However the
resettlement in the country is guided by the national policies and laws related to land. There exist
in Tanzania, various statutes that dealt with land matters. Responsibilities for enforcing them were
spread over a number of sectoral institutions at all levels. In 1995, the government of Tanzania
developed a national land Policy to streamline the system of land administration.

8.2 For those projects funded by Development Partners, the resettlements are also
implemented in accordance with the requirements of the respective Development Partner. In the
absence of a formal Resettlement Policy in the country, the following policy and legal instruments
provide the legal framework for compensation and resettlement in Tanzania.

The National Land Policy (1995);

National Human Settlements Development Policy (2000)
The Land Act No.4 (1999);
The Village Land Act No.5 of (1999),
The Land Regulations (2001);
The Local Government (District Authorities) Act, 1984;
The Local Government (Urban Authorities) Act, 1984;
Land Acquisition Act (1967);
The Road Act 2007,
Town and Country Planning Ordinance Cap. 378.
Grave Act No. 9 of 1969
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The Urban Planning Act, 2007,
ADB Guidelines on Involuntary Resettlement

8.3 The following specific policies and laws are important in understanding compensation and
resettlement issues:

National Land Policy (1995): The land policy stipulates that all land is public land, vested in the
president as a trustee. The National Land Policy (1995) recognizes both customary and statutory
right of occupancy as being equal in law. Compensation be paid to any person whose right of
occupancy or recognized long standing occupation or customary use of land is revoked or otherwise
interfered with to their detriment by the State under the Land Act of 1999.

National Human Settlements Development Policy (2000): The policy objective touches road
among other infrastructure, to improve the level of the provision of infrastructure and social
services for sustainable human settlements development and to make serviced land available for
shelter and human settlements development in general to all sections of the communities.

The Land Act of 1999: The Land Act (Section 156) requires that compensation be paid to any
person for use of land, who is in lawful or actual occupation (including customary) of that land, for
any damage caused to crops or buildings and for the land and materials taken. Assessment
procedures are provided in the Land (Assessment of the Value of Land for Compensation)
Regulations of 2001. The valuation of the affected properties be done under Section 34 of the Act.

The Land Acquisition Act, No 47 of 1967: The Land Acquisition Act of 1967 stipulates the power
and the procedures for acquiring land and the required degree of compensation. Section 3 & 4 of the
act provide that, the President may acquire any land for any estate or term provided such land is
required for public purposes such as exclusive government use, general public use, any government
scheme, development of social services or commercial of any kind including declamation.

The Road Act 2007: Part III, Section 16 of the Act addresses the issue of compensation for
acquired land for road development. The Section emphasizes that, where it become necessary for
the road authority to acquire land owned by any person for the purpose of this act, the owners of
such land shall be entitled to compensation for any development on such land in accordance with
the Land Acquisition Act (1967), Land and Village Land Acts (1999) and any other written law.

9. Eligibility
9.1 The eligible individual(s) are those who are directly affected socially and economically
through the road project caused by:
(a) The compulsory taking of land and other assets resulting in the following:
(i) Relocation or loss of shelter;
(ii) Loss of assets or access to assets; and
(iii) Loss of income sources or means of livelihood whether or not the affected persons must
move to another location.
(iv) Affected institutional structures utilized by communities
(v) Loss of perennial, annual crops and trees

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(b) The forceful denial to access legally designated social economic services, with adverse
impacts on livelihood of the displaced individuals
9.2 The PAPs were considered irrespective of their tenure status, with respect to land that they
own, occupy or use provided they own, occupy or use the affected land prior to the cut-off-date.
Cut-off date for eligibility to resettlement entitlements for all the three sections of the road are:
a. Dodoma – Babati = 27 August 2011
b.Tunduru – Mangaka = 8 April 2011
c. Mangaka – Nanyumbu – Mtambaswala = June 2009
9.3 Properties that are eligible for compensation are buildings, land, assets on the land, crops,
trees etc. Affected public social services were enumerated for costing, replacement and construction
at suitable sites. Local communities loosing land and or access to assets under customary rights are
eligible for compensation. These criteria have been used to determine which PAPs are considered
eligible for compensation and other resettlement assistance, in accordance with Tanzania Laws. For
purposes of compensation, cut-off dates take into account only properties which existed before the
enumeration of properties and assets along the project road was completed. Those encroaching after
this date will not be compensated.

10. Entitlement
10.1 Entitlements to affected persons are summarised in the matrix below.
Entitlement Matrix
PAP Category Entitlement

Individuals who have formal o Compensation for loss in land and assets at full replacement cost.
legal rights to land (including o In case of physical relocation, provide assistance during relocation (i.e. moving
customary and traditional allowance) and residential housing and/or agricultural sites with productive and
rights recognized under the location advantages equivalent to the lost sites.
laws of Tanzania
o Support after displacement, until livelihoods and standards of living are restored
to pre-displacement levels.
o Development assistance in addition to compensation measures (i.e. land
preparation, credit facilities, training, job opportunities.

Individuals who do not have o Compensation for loss of assets at full replacement cost, but not for land because
formal legal rights to land, they are encroachers along the road reserve
but have a claim to such land o In case of physical relocation, provide assistance during relocation (i.e. moving
or assets (provided that such allowances) and residential housing and/or agricultural sites with productive and
claims are recognized under location advantages equivalent to the lost sites.
Tanzanian laws or become
o Support after displacement, until livelihoods and standards of living are restored
recognized through a process
to pre-displacement levels.
identified in the resettlement
plan) o Development assistance in addition to compensation measures (i.e. land
preparation, credit facilities, training, job opportunities.
Individuals who have no o Resettlement assistance and the replacement values for structures/assets.
recognizable legal right or
claim to the land they are
occupying (i.e. squatter
settlements, disputed
ownership)

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11. Valuation of and Compensation for Losses

11.1 The asset valuation and compensation comprises determining the values of affected assets/
properties for compensation once they have been defined and inspected. The Bank policy requires
that the affected people be compensated and/or resttled before before project implementation.
Unlike the Land Acquisition Act of 1967 which limited compensation for land acquired for public
purpose to the unexhausted improvements only, Act No. 4 and 5 of 1999 (Land and Village Land
Acts) advocates for full, fair and prompt compensation based on market value of the property. This
position is given legal effect by the Land Act, 1999 and the village land Act, 1999 under the proviso
to section 3 (1) (g) of the two acts the Land Act of 1999 and the Land Regulations of 2001 which
provide the means for implementing the resettlement and compensation process. The valued assets
include dwelling houses, crops, trees, hedges, fences, lands and other properties. This valuation has
utilized the Replacement Cost Method. In this project, the following valuation has been adopted as
the methodology to be applied:-

(i) Buildings: The replacement cost (cost for rebuilding a similar property) is assessed, and
no depreciation factor is considered except for allowance of incomplete structures, workmanship
and other factors affecting property market value are considered as adjustments. Market value of the
real property (i.e. value of unexhausted improvement and land).
(ii) Accommodation allowance which will be equal to Market Rent of the affected building
per month multiplied by 36 months i.e. Accommodation allowance equals Rent /p.m. x 36 months.
(iii) Loss of profit allowance is accessed by establishing Net profit per month evidenced by
audited accounts multiplied by 36 months i.e , Loss of profit equals to Net Profit / p.m. x 36
months.
(iv) Disturbance allowance is calculated by value of Land by average percentage rate of
interest offered by commercial banks on 12 months fixed deposit at the time of loss of interest in
land i.e. Disturbance allowance equals Land value x i, where: i equals interest rate offered by
commercial banks on 12 months fixed deposits. 5% interest rate was adopted.
(v) Transport allowance shall be actual cost of transporting 12 tons of luggage by rail or by
road (whichever is cheaper) within 20 kilometers from the point of displacement i.e. Transport
allowance equals 12 tons x Actual Cost / ton / km x 20 km.
(vi) Land: Values are assessed based on the average price of land at each specific area.
Compensation for the loss of any interest in land includes the value of unexhausted improvement,
disturbance allowance, transport allowance, accommodation allowance and loss of profits.

11.2 After assessment of the property’s replacement cost, the land values, accommodation
allowance, transport allowance, disturbance allowance and loss of profit are assessed. These values
were added to the properties’ replacement costs to arrive at a total compensation figure.
In all the three road sections, the majority of the PAPs opted for compensation in cash. Often the
communities prefer to take charge of constructing their new houses unless specific intention to be
built a house is expressed. Under such circumstances and those of vulnerable person, TANROADS
through a contractor will construct such houses. In addition to payment for compensation, regular
consultations and information sessions shall be maintained by TANROADS in order to help with
getting over with trauma for those that may be impacted psychologically.

12. Grievance Redress Mechanism

12.1 Land Acquisition Act details procedures for dispute resolution with respect to
compensation. The mechanisms are to be “affordable and accessible,” and third parties independent
of the implementers should be available at the appropriate point in the process. The grievance
31
procedure will be simple, administered in the first instance at the local level to facilitate access,
flexibility and open to various proofs taking into account the need for speedy, just and fair
resolution of their grievances. The institutional arrangements are provided above.

12.2 Usefulness of the grievance mechanism is dependent on how smooth the issues can be
resolved. Therefore at the first tier it should be at the level of villager leaders through Village
Executive Office. Claims and complaints shall be brought to the attention of the Village Executive
Officer (VEO) who will forward all grievances concerning non-fulfilment of contracts, level of
compensation or seizure of assets without compensation to the attention of the Ward Executive
Officer (WEO). If no agreement made, the dispute cannot be resolved within a stated period of
fourteen days, the disputes can be referred to appropriate level of land courts established by law. If
local courts are unable to resolve the disputes application can be made to the High Court of Appeal
of Tanzania, this is the highest appellate judge in the system and its decision will be final.

12.3 Potential grievances and disputes that may arise during the course of implementation of
the resettlement and compensation programme are often related to the following issues:
1.Inventory mistakes made during census survey as well as inadequate valuation of properties;
2.Mistakes related to identification and disagreements on boundaries between affected individual(s)
and specifying their land parcels and associated development;
3.Disagreements on plot /asset valuation (e.g inadequate compensation);
4.Seizure of assets without compensation;
5.Divorces, successor and the family issues resulting into ownership dispute or dispute share
between in heirs or family;
6.Disputed ownership of given Assets (two or more affected individual(s) claim on the same);
7.Where affected individual(s) opt for a resettlement based option, disagreement on the resettlement
package (unsuitable location of the resettlement site); and
8.Problems related to the time and manner of compensation payment.

13. Implementation Schedule

13.1 Implementation of RAPs shall consist of several resettlement activities. Efficient
implementation of RAP activities require several measures to be taken prior to start-up of
implementation. These include setting up of relevant committees at district level, hiring of NGO or
consultant to assist and supervise, etc. In principle project civil works will not start until all PAPs
determined to be entitled to compensation are fully compensated. Therefore land acquisition and
assets may take place after compensation has been paid and other assistance required for relocation
prior to displacement. The time frames of each of the road RAPs vary according to situations. The
following are key RAP implementation activity milestones:
Surveys; updating of the census and identifying absentees land owners
PAPs identification and inventory of assets;
Disclosure and validation of the list of persons deemed eligible for compensation
Disclosure of the valuation of individual and community losses and compensations
Valuation of affected properties and establishment of cut-off date for eligibility;
Identification of land and clearing
Negotiation for each individual record with the affected person or household
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 Negotiation for community compensations
Assistance to displaced persons notably to vulnerable groups
Payment of cash compensation
Bank account opening;
Actual payment of compensation and delivery of other entitlements;
Payment within 6 months of giving notices;
Construction of new houses / structure allowances has been provided maximum six months
Dispute /grievances resolution;
Owners can remove all affected structures at fixed date (advised at the time of compensation
payment) provided in writing; and
Monitoring and evaluation.
13.2 Based on each of the RAPs, commencement and completions shall take 9 to 12 months
starting from the time the RAPs shall be approved and cleared by Government Valuer for payment,
to actual payments of compensation and PAPs resettlement, to evaluation. Specific details are
elaborated in each of the RAPs.
14. Costs and Budget

14.1 The following table summarises the estimates costs for each category of expenditure. The
total RAP costs therefore under the project are TShs. 13,266,005,585.28 which is approximately
USD8,430,140 at the exchange rate of TShs.1573.64 to the USD. The full amount of compensation
shall be met by the Government of Tanzania as part of its contribution to the project.

Table 3: Summary of Costs for RAP in TShs by Road Section

Compensation Item Dodoma – Babati Tunduru - Mangaka Mangaka-Mtambaswala

Land 350,724,467.90 195,566,700.00 88,074,988.001

Buildings/Structures 1,469,380,866.65 3,061,549,400.00 2,583,923,127.00
Crops 202,791,712.46 58,301,050.00 00
Disturbance Allowance 23,063,174.20 10,089,800.00 116,074,405.00
Accommodation 666,806,099.88 286,821,800.00 272,846,600.00
Allowance
Transport Allowance 49,200,000.00 48,300,000.00 51,700,000.00
Loss of profit 2,271,955,632.80 353,520,000.00 00
Graves 2,775,000.00 00 00
Total Compensation 5,036,696,953.89 4,014,148,750.00 3,112,619,120.00
Package
Monitoring 52,200,000 35,500,000 40,000,000.00

Assistance to 9,100,000 8,500,000 10,000,000.00

vulnerable groups
Sub Total 5,097,996,953.89 4,058,148,750 3162,619,120.00

Contingencies @ 10% 509,799,695.40 405,814,875 31,626,191.00

1
Amount covers land and crops
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 Grand Total 5,607,796,649.28 4,463,963,625 3,194,245,311.00

15. Monitoring and Evaluation

15.1 General Objectives of Monitoring and Evaluation: RAP implementation is one of the
central components of this project its monitoring is critical to solve challenges or obstacles in the
areas of mobilization, compensation, relocation etc. The monitoring and evaluation procedures will
include external and internal evaluation of the compliance of the actual implementation with
objectives and methods as agreed, and monitoring of specific situations.

15.2 Internal Monitoring: Project Implementation Unit and an NGO will be responsible for
internal monitoring while the Consultants may provide technical assistance in implementing RAP.
Monitoring will ensure the following:
Verification of land acquisition, property valuation, and economic rehabilitation
whether these have been carried out as planned;
Information dissemination has been carried out;
Status of land acquisition and payments on land compensation;
Value of entitlements received is equal to the original structure or land acquired;
Use of entitlements and its misuse;
Compensation of affected structures and other assets;
Relocation of PAPs if applicable;
Payments for loss of incomes;
Implementation of rehabilitation measures;
Effective operation of grievances Committee;
Funds for implementing land acquisition and economic rehabilitation activities are
available in timely manner, are sufficient for the purpose and spent according to Plan;
The Consultants shall submit reports on monthly basis documenting the RAP progress
implementation;
Project Unit shall be responsible for monitoring day to day resettlement activities;
Performance data sheet shall be developed to monitor at the field level; and
The Consultants shall be responsible for overall project level monitoring.

A set of verifiable indicators has been prepared to monitor and evaluate the implementation of
resettlement and compensation plans. These include physical loss of buildings, land, plots, crops;
financial loss of business; loss of social services; psychological loss; sociological loss; grievances;
and consultations.

15.3 External Monitoring: An entity shall be hired as External Monitoring by TANROADS to

carry out independent quarterly review of RAP implementation and project evaluation. External
monitoring and evaluation can be done by independent researcher, consulting agency, university
department or an NGO. External monitoring will focus on the following:
 Verifying whether the objectives of enhancing or at least restoring the income levels
and standard of living of PAPs have been met;
 Suggest modification in land acquisition and economic rehabilitation where necessary
to achieve objectives;
 Assess if all resettlements and land acquisitions have been completed;
34
 Verification of internal monitoring;
 Demographic baseline and bi-annual household survey to monitor progress from pre-
project, pre-settlement benchmarks;
 Evaluation of delivery and impacts of entitlements to determine if they are as per
approved RAP;
 Evaluation of consultation and grievances procedures especially at the level of public
awareness of grievances procedures;
 Access by PAPs and households to information and rapid conflict resolution;
 Evaluation of actual operation of grievances committee in assisting PAPs as required
and acting as observers; and
 Declaration of successful implementation of RAP.

15.4 Evaluation: The following are the objectives of the evaluation:

o General assessment of the compliance of the implementation of the Resettlement
Action Plan with general objectives and methods as set in the RAPs;
o Assessment of the compliance of the implementation of the Resettlement Action
Plans with laws, regulations and safeguard policies;
o Assessment of the consultation procedures that took place at individual and
community level, together with the Central Government and Local Government levels
in Tanzania;
o Assessment of fair, adequate and prompt compensation as they have been
implemented;
o Evaluation of the impact of the compensation on income and standard of living;
o Identification of actions as part of the on-going monitoring to improve the positive
impact of the programme and mitigate its possible negative impact if any.

15.5 Reporting Requirements: The following are the suggested reporting requirements:
o The Consultants shall prepare monthly and quarterly reports on RAP progress
implementation to TANROADS;
o The Consultants responsible for supervision and implementing RAP will prepare
monthly progress reports on resettlement progress activities;
o TANROADS shall also monitor RAP implementation and submit quarterly reports to
Ministry of Infrastructure and to AfDB
External monitoring agency submits bi-annual reports directly to TANROADS and determines
whether or not RAP goals have been achieved and livelihoods have been restored and suggest
suitable recommendations for improvement.

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