Mozambique - Roads and Bridges Management and Maintenance Program Project - environmental assessment (Vol. 1 of 2) : Final report

E442 Vol. 1 ADMINISTRACAO NACIONAL DE ESTRADAS DIRECIAO DE ESTRADAS NACIONAIS Environmental Impact Assessment of the Next Road Sector Program in Mozambique Process No 592/CON/2000 Final Report , g _ . "'S. ~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~ .'s .~~~~~~~~~~~~~ :s..........~~~~~~~~~~~~~~~~.. .... Prepared for: Prepared by: (" )SMEC Administra,co Nacional de Estradas SMEC International Direcgao de Estradas Nacionais PO Box 1052 Av. de Mocambique. 1225 North Sydney Maputo NSW 2060 Australia Tel.: (258-1) 476163/7 Tel: (61-2) 9925 5555 Fax: (258-1) 475862 Fax: (61-2) 9925 5566 F[N-ANCED BY: IDA FebaUlf% 2001I FILE COPY  IMPA LI'() TABLE OF CONTENTS EXECUTIVE SUMMARY PART A INTRODUCTION I BACKGROUND ........................... 1-1 1.1 INTRODUCTION .............................................. 1-1 1.2 THE INTEGRATED ROAD STRATEGY FOR MOZAMBIQUE ......... 1-1 1.2.1 Historic Background .................................................. 1-1 1.2.2 The Roads Policy .................................................. 1-2 1.2.3 ROADS3 Strategy .................................................. 1-2 1.3 THIS ENVIRONMENTAL ASSESSMENT . ........................... 1-4 1.3.1 Terms of Reference .................................................. 1-4 1.3.2 Study Team .................................................. 1-5 2 METHODOLOGY ........................... 2-1 2.1 EA STRUCTURE ................................ 2-1 2.2 CONSULTATION ................................ 2-2 2.3 FIELD INSPECTION ................................ 2-6 3 INSTITUTIONS AND LEGISLATION ............. .............. 3-1 3.1 MOZAMBIQUE LEGISLATION .................................................. 3-1 3.1.1 Environmental Law .................................................. 3-1 3.1.2 National Environmental Management Programme (NEMP)..3-1 3.1.3 The Framework Environment Law ........................................ 3-2 3.1.4 EIA Regulations .................................................. 3-2 3.1.5 EIA Guidelines for Road Projects ......................................... 3-4 3.1.6 Land Law .................................................. 3-5 3.2 MOZAMBIQUE INSTITUTIONS INVOLVED IN EIA . ................... 3-5 3.2.1 Identification .................................................. 3-5 3.2.2 MICOA .................................................. 3-6 3.2.3 MICOA and Other Ministries ................................................. 3-7 3.3 WORLD BANK REQUIREMENTS ................................. 3-8 PART B DESCRIPTION OF THE PHASE I PROGRAM 4 THE ROADS PROGRAM .4-1 4.1 IDENTIFICATION .4-1 4.2 TYPE OF WORK - PHASE I .4-5 5 WORLD BANK PROJECTS .................... 5-1  IMPA C(U 5.1 DESCRIPTION OF ROAD ELEMENTS . ........................... 5-1 5.2 ROAD CORRIDOR OWNERSHIP ................................ 5-2 5.3 EN 1 NORTH - SOUTH TRUNK ROAD . ........................... 5-2 5.3.1 Existing Condition ....................................... 5-2 5.3.2 Traffic Volumes ....................................... 5-3 5.3.3 Proposed Work ....................................... 5-3 5.3.4 Construction Methods ....................................... 5-4 5.3.5 Construction Materials ....................................... 5-6 5.4 OTHER ROADS ....................................... 5-7 5.4.1 Traffic Volumes ....................................... 5-7 5.4.2 ER 405: Maputo Province to Ch6kw6 ........ ......................... 5-8 5.4.3 EN 215: Corner EN 1/215 to Maringue ................................ 5-8 5.4.4 EN8: Nampula to lapala ....................................... 5-9 5.4.5 EN 224: Quelimane to Chinde ....................................... 5-9 5.4.6 EN 239, ER 455, EN 221 and EN 572 ................................ 5-10 5.4.7 Construction Methods ....................................... 5-11 5.5 COMMON CONSTRUCTION ACTIVITIES . ........................ 5-11 5.5.1 Borrow Pits for Sand ....................................... 5-11 5.5.2 Construction Camps and Works Compounds ..................... 5-12 PART C SEA OF THE ROADS3 PROGRAM 6 ENVIRONMENTAL OVERVIEW ........................... 6-1 6.1 SOCIO-ECONOMIC ENVIRONMENT . .......................... 6-1 6.1.1 Broad Description ........................... 6-1 6.1.2 Administration & Economy ........................... 6-1 6.1.3 Poverty and Food Security ........................... 6-2 6.1.4 Health ........................... 6-3 6.1.5 Services ........................... 6-3 6.1.6 Summary Statistics ........................... 6-4 6.2 BIOLOGICAL ENVIRONMENT ........................... 6-6 6.2.1 Flora ........................... 6-6 6.2.2 Fauna ........................... 6-7 6.2.3 Protected Areas ........................... 6-8 6.2.4 Areas Of Outstanding Value ........................... 6-9 6.2.5 Summary ........................... 6-11 6.3 PHYSICAL ENVIRONMENT ........................... 6-12 6.3.1 Topography ........................... 6-12 6.3.2 Geology and Soils ........................... 6-13 6.3.3 Climate ........................... 6-14 6.3.4 Hydrology ........................... 6-14 6.3.5 Land Use ........................... 6-16 6.3.6 Summary ........................... 6-17 6.4 ENVIRONMENTAL ZONES .. ......................... 6-18 7 ROADS3 PROGRAM EVALUATION ........................... 7-1 7.1 METHODOLOGY ................................ 7-1 7.2 DIRECT AND INDIRECT IMPACTS .......................... 7-1  IMPAC'fO 7.3 ENVIRONMENTAL IMPACTS AND SCREENING ISSUES ............. 7-2 7.3.1 Issue Identification ............................................ 7-2 7.3.2 Primary Analysis Issues ............................................ 7-6 7.4 PHASE I PROJECT EVALUATION ................................ 7-7 7.4.1 Evaluation ............................................ 7-7 7.4.2 Roads of Special Concern ............................................ 7-11 7.4.3 Environmental Assessment Requirements ......................... 7-12 8 GUIDELINES ................... 8-1 8.1 SCREENING AND EVALUATION GUIDELINES . ..................... 8-1 8.1.1 Process ...................................... 8-1 8.1.2 Pre-Assessment of Road Projects ...................................... 8-2 8.2 ENVIRONMENTAL MANAGEMENT GUIDELINES . ................... 8-3 PART D IEE FOR PHASE I SUB-PROJECTS 9 ASSESSMENT SUMMARY ................... 9-1 9.1 PRESENTATION OF ASSESSMENT . ............................. 9-1 9.2 ENVIRONMENTAL ISSUES ..................................... 9-1 9.3 SUB-PROJECTS, ENVIRONMENTAL DESCRIPTION ................. 9-2 9.3.1 EN 1 ........................................ 9-2 9.3.2 ER 405: Chdkwe to the border with Maputo Province .......... 9-3 9.3.3 EN 215: Corner EN 1/215 to Maringue ................................. 9-3 9.3.4 EN 8: Nampula to Corner of EN8/104 (lapala) ...................... 9-4 9.3.5 EN 224: Quelimane to Chinde ........................................ 9-5 9.3.6 EN 239: Nametil - Corner. EN 239/260 ................................. 9-6 9.3.7 ER 455: Estima - Magoe ........................................ 9-6 9.3.8 EN 221: Bene - Fingoe ........................................ 9-7 9.3.9 ER 572: Meconta - Corrane ........................................ 9-8 9.4 SUB-PROJECTS, COMMON IMPACTS . ........................... 9-8 9.4.1 Introduction ............................. 9-8 9.4.2 PHYSICAL EFFECTS ............................. 9-8 9.4.3 BIOLOGICAL EFFECTS ............................. 9-10 9.4.4 SOCIO-ECONOMIC IMPACTS ............................. 9-11 9.5 SUB-PROJECTS, SPECIFIC IMPACTS AND MITIGATION MEASURES . . 9-13 9.5.1 Introduction ....................................... 9-13 9.5.2 EN 1 ....................................... 9-13 9.5.3 ER 405: Ch6kwe to the border with Maputo Province ......... 9-13 9.5.4 EN 224: Quelimane to Chinde ....................................... 9-13 9.5.5 EN 221: Bene - Fingoe ....................................... 9-14 10 OUTLINE MITIGATION MEASURES ........................... 10-1 10.1 GENERAL MITIGATION MEASURES ................................. 10-1 10.2 SOCIO-ECONOMIC MITIGATION MEASURES .......................... 10-10  IMPA '( o 11 ENVIRONMENTAL MANAGEMENT ................................. 11-1 11.1 MITIGATION MEASURES ....................................... 11-1 11.2 CONTRACT CONDITIONS ....................................... 11-2 11.3 ENVIRONMENTAL IMPROVEMENTS ....................................... 11-2 PART E MONITORING AND ENFORCEMENT 12 NATIONAL ROADS ADMINISTRATION (ANE) .12-1 12.1 INTRODUCTION ..12-1 12.2 ENVIRONMENTAL MANAGEMENT CAPACITY . .12-2 12.2.1 Introduction .12-2 12.2.2 The Gender, AIDS, Poverty Alleviation and Environment Unit ..12-2 12.2.3 Other ANE Departments .12-4 12.3 REQUIRED CAPACITY . .12-5 12.3.1 Resources .12-5 12.3.2 The Unit .12-5 12.3.3 Other Departments .12-5 12.4 BUILDING CAPACITY . .12-6 12.4.1 Human resources .12-6 12.4.2 Budget .12-9 12.4.3 Other Resources . .12-11 13 MICOA .13-1 13.1 ENVIRONMENTAL MANAGEMENT CAPACITY . .13-1 13.1.1 National .13-1 13.1.2 Provincial Capacity .13-2 13.2 TRAINING ..13-5 13.3 BUILDING CAPACITY . .13-6 14 OTHER AGENCIES AND PRIVATE INDUSTRY. 14-1 14.1 PROVINCIAL DIRECTORATES OF ROADS AND BRIDGES ..14-1 14.1.1 Introduction .14-1 14.1.2 Capacity .14-1 14.1.3 Building Capacity within DEP .14-2 14.2 NATIONAL DIRECTORATE OF FORESTRY AND WILDLIFE ..14-3 14.3 PRIVATE INDUSTRY . .14-4 14.3.1 Background .14-4 14.3.2 Companies Providing Environmental Services in Mozambique . .14-4 14.3.3 Mozambican Company Capacity .14-6 14.3.4 Building Capacity .14-7  IMPA CTO PART F CONCLUSIONS 15 CONCLUSIONS ....................... 15-1 15.1 SUMMARY OF THE TOR ..................... 15-1 15.2 BENEFITS AND COSTS ..................... 15-4 ANNEXURES A Terms of Reference B Socio-economic Environment Overview C Biological Environment Overview D Physical Environment Overview E IEE for Specific Phase I Sub-projects F Supplementary IEE for Specific Phase I Sub-projects G Consultation Materials H Environmental Specialist Position Description I References and Bibliography LIST OF FIGURES Follows page 5.1 Typical Road Cross Section 5.1 5.2 ENI 5.2 5.3 Ch6kw6 to Maputo Border 5.8 5.4 EN I to Maringue 5.8 5.5 Nampula to lapala 5.9 5.6 Quelimane to Chinde 5.10   IMPACTO 1010SMEC EXECUTIVE SUMMARY Introduction Mozambique is a large, sparsely populated country whose people rely mainly on agriculture for their livelihoods. In the late 1980s the Government of Mozambique initiated an economic rehabilitation program to revitalize the country's economy. This involved addressing the country's severe transport constraints and led to the development of the IDA-financed Roads and Coastal Shipping (ROCS) projects. The proposed project is the third IDA project addressing Mozambique's transport issues. SMEC International (SMEC), in association with Projectos e Estudos de Impacto Ambiental, Lda (Impacto), was commissioned by the Administraccao Nacional de Estradas (ANE) to undertake an environmental assessment of the next road sector program in Mozambique. Terms of reference and methodology The main elements of the terms of reference were to: - Provide comprehensive environmental assessments for the phase 1 roads proposed for IDA funding. Principal environmental issues associated with other phase 1 projects were to be identified. * Identify environmental (biological, physical, and social) characteristics relevant for road maintenance, rehabilitation and upgrading projects within Mozambique. Where possible the country is to be subdivided into zones of similar ecological or social characteristics. * Develop guidelines for the environmental management of individual projects. These guidelines are to be relevant for all phases of the roads program. * Propose monitoring procedures, mechanisms, staff, training, equipment and resources to ensure that the environmental factors relevant for works undertaken under the roads program are implemented. * Ensure that proper guidelines, procedures, information flows and capacities related to environmental matters are put into place at the project development stage. To respond to the terms of reference a methodology was developed involving: * Consultation with a wide range of government and non-governmental organizations. * Field investigations for 11 of the World Bank subprojects. These were undertaken by specialists in ecology, sociology and physical environmental science. * Inputs from specialists in the fields of environmental impact assessment together with local Mozambican specialists in ecology and sociology. * Production of a report structured to respond to each of the principal issues defined in the terms of reference. 58602 Executive Summary February 2001 Mozambique Road Sector EA  IMPACTO 4I$SMEC Consultation Consultation was undertaken with 21 government and non-governmental organizations. This involved interviews with 36 people from these organizations. Discussions were also held with local villagers and chiefs during field inspections. Outputs from the consultation included: * Improved understanding of the roles of both government and non-governmental organizations in developing and maintaining road infrastructure * Knowledge of concerns about the adverse effects of road development * Knowledge of the perceived or measured benefits of road development * Access to background information relating to various aspects of the biological, physical and social environments * Improved understanding of the importance and relevance of road infrastructure to local villagers. Findings were incorporated into the report. Environmental characteristics of Mozambique Mozambique contains a varied physical and biological environment, from mountain areas in the west and north to mangrove forests and coral reefs along the coast. Eight regions were identified as "areas of special concern" for physical or environmental reasons. There is some uniformity in socioeconomic characteristics across the country. A majority of the population is poor with a significant minority considered very poor. Poverty varies across the country, with three provinces Tete, Sofala and Inhambane, having higher percentages of their populations poor or very poor. The variation in environmental conditions is not correlated between environmental factors. As a result it was not possible to subdivide or characterize the country into zones or regions with similar characteristics. Instead individual factors need to be examined. Key factors or issues for each province were identified. Initial environmental evaluations of 11 Phase 1 roads Initial environmental evaluations were completed for 11 phase 1 roads. Seven of these subprojects were for the EN 1, the main north-south road link. The other four roads involve one primary road, two secondary roads and one tertiary road. One of the secondary roads serves what is probably the most isolated district capital in Mozambique, the town of Chinde. A range of environmental issues was investigated during the evaluation of 11 IDA-financed subprojects and 28 phase 1 subprojects being financed by other donors. These were: * Biological and Physical Impacts Ecology Land use change Erosion and sedimentation Water quality 58602 Executive Summary February 2001 ii Mozambique Road Sector EA  IMPACTO ('OSMEC Hydrology Noise and vibration Air quality Aesthetics. * Socioeconomic impacts Direct impacts Access to services (health, education) Improved access to markets Migration Health Archaeological and cultural sites. Investigations found that work carried out under the IDA-financed subprojects could potentially damage the environment. The risk varied depending on subproject. Environmental management measures were developed and environmental management guidelines presented. However, overall potential impacts are minor and easily mitigated or managed. None of the IDA-financed subprojects are located in sensitive ecological areas. The subprojects do not require resettlement and no minorities are affected. In-migration (and associated effects) was identified as a potential effect of providing improved transportation access. Specific measures to mitigate its impact were developed. The only potential for the spread of HIV/AIDS was found to be associated with construction workers. ANE has already developed and implemented mitigation measures for this effect. The overall conclusion is that the subprojects proposed for IDA funding can proceed with no significant adverse effects. 58602 Executive Summary February 2001 iii Mozambique Road Sector EA  IMPACTO VSMEC Table A11.1 Phase I Roads Investigated in the Environmental Assessment 42 & EN 1: Maputo - Maracuene (42) P 82 Maputo PM 3 Part of the north-south trunk road 43 EN 1: Maracuene - ManhiMa (43) 44 EN 1: Manhi,ca - Incoluane 45.4 Maputo PM Part of the north-south trunk road I EN 1: Incoluane - Zandamela P 159 Gaza PM Part of the north-south trunk road 2 EN 1: Zandamela - Maxixe 173 Inhamnbane PM Part of the north-south trunk road 3 EN 1: Muxungue - Inchope 145 Sofala / Rehab 3 8 Part of the north-south trunk road Manica 15 EN 1: Maxixe - Corner ER 520/EN P 123 Inhambane Rehab 18 Part of the north-south trunk road 1 29 EN 1: Corner EN 1/ER 520 - p 222 Inhambane Rehab 27 Part of the north-south trunk road Vilanculos (29A) and Vilanculos - Rio Save 8 EN 239: Nametil to Corner of EN S 76 Nampula PM - Link between coast and interior. 239/260 10 ER 405: Chokwe to the border with T 31 Gaza PM - Part of the Maputo bypass route from Ressano Maputo province Garcia to Gaza Province. The largest titanium mine in the world is located near Chibuto 14 ER 455: Estima - Magoe T 123 Tete PM - South of the Cahora Bassa dam storage 18** EN 215: Corner EN 1/215 to 5 36 Sofala PM - Short section of road linking Maringue with the Maringue new Gorongosa - Caia Road 32** EN 8: Nampula to Corner of P 159 Nampula Rehab 8 Part of the Nacala Corridor EN8/104 (lapala) 37 EN 221: Bene - Fingoe S 114 Tete Rehab 9 Opening up of a rich agricultural area. 38** EN 224: Quelimane - Chinde S 85 Zambezia Rehab 34 Chinde is a district capital currently inaccessible by road. 41 ER 572: Meconta - Corrane S/T 68 Nampula Rehab 45 Notes: 1. *Priority and comments provided by Israel Institute of Transportation Planning and Research (International), Ltd 2. P = primary, S= secondary, T= tertiary. 3. Rehab = rehabilitation, PM = periodic maintenance 4. **These roads were later removed from the roads proposed for World Bank funding. 58602 Executive Summary February 2001 iv Mozambique Road Sector EA  IMPACT(V Screening guidelines Screening guidelines were developed for the other 28 phase 1 subprojects. These considered the range of environmental assessment issues developed for IDA-financed subprojects and identified five primary issues for which other road projects could be screened. Using the screening methodology revealed the necessity for a hierarchy of environmental assessment for periodic maintenance and rehabilitation projects. Application of the methodology reveals that five of the 28 projects have potential of causing significant adverse environmental impacts, and were classified as being of special concern. Eleven roads were considered to have potential for some adverse effects, while the remainder would cause no significant effects. Projects were classified as of special concern if they involved two of the following: * Location in an ecologically sensitive area * Location in an area of high erosion potential * Location in an area of high forestry production potential. Categorization of a road as of special concern does not mean it should not be built. However, decision makers should note that there are potentially significant environmental issues that need to be addressed. The screening methodology was considered a reasonable method for broad comparative evaluation of road projects. A methodology was also proposed for ANE to use while undertaking environmental assessment. This consists of: * An overview of the legislative requirements for environmental impact assessment (EIA) in Mozambique * A screening method, similar to that described above * An initial assessment pro-forna to use in classifying projects for environmental impact assessment purposes * Where an EIA is required under Mozambique legislation, an outline of the process to be followed * Where no EIA is required under Mozambique legislation, recommendations for the procedures that ANE should follow. Environmental management guidelines Environmental management guidelines for road periodic maintenance and rehabilitation projects were developed. They apply to any periodic maintenance or rehabilitation project. A more detailed environmental management guidelines document (intended for practical use) was prepared as a separate output from this study. The environmental management guidelines are intended to be practical for use in the field. The guidelines therefore treat road maintenance and rehabilitation subprojects as a series of defined activities. Analysts identify possible environmental impacts for each activity, specify mitigation measures, and designate responsibility for implementation. It is proposed that ANE incorporates the environmental management guidelines in contract specifications for periodic maintenance and rehabilitation projects. Their implementation would be 58602 Executive Summaty February 2001 V  IMPAU'(U part of the road works contract and immediate enforcement would be the responsibility of the company supervising the contract. ANE's role would be to audit the environmental management of projects and update the environmental management guidelines when required. It is intended that the environmental management guidelines be a live document, with impacts or mitigation measures updated to suit field experience. The adoption of an approach based on activity rather than area of the environment will facilitate updating. Monitoring and evaluation Capacity needs to be established within ANE to effectively assess and manage environmental aspects of road construction and rehabilitation projects. This will require strengthening human resources and additional resources to support activities for environmental management. ANE has a fledgling social and environmental unit, the Gender, Poverty Alleviation, and Environment Unit. The general area of the environment was recently added to the unit's responsibility. The unit is stronger in the area of social studies, which reflects its origins. The development of the unit into a section with a broader environmental capability is proposed. This would require employment of a senior specialist in environmental impact assessment as part of the unit. This person would also have a role in capacity development within the unit. The unit would have the responsibility for determining the level of environmental assessment required for all of ANE's work and ensuring the work is completed to an appropriate standard. This does not mean that the unit would undertake all the work but that it has responsibility for ensuring its quality. This can be achieved by adopting an audit and review role for the environmental assessment or management stages of a project. The broader environmental capabilities of ANE were also assessed, as ANE's environmental management skills will need to extend beyond the unit. Personnel such as delegates and field engineers or technicians to must have, at a minimum, some understanding of environmental issues. Resource and training needs were identified. Short-term training modules in ten different areas for ANE staff are proposed. Selected staff from the following ANE groups would participate: * Environment unit * Training department * Supervision department * Department of studies and projects * Provincial delegates. Support for master's degree studies in environmental impact assessment for members of the ANE environment unit is also proposed. A budget of is proposed for training and other capacity building measures, as follows: * US$203,600 for training over the life of the Roads and Bridges Management and Maintenance Program * US$360,000 for employment of a senior environmental specialist * US$61,000 for equipment. Benefits and costs 58602 Executive Summary February 2001 vi  IMPAC'fO Benefits and costs The project would generate the following benefits: * Restoration of traffic on the classified roads network * Rehabilitation of high volume roads and mechanisms to ensure their maintenance * Prioritization of the use of local resources and the employment of modern and efficient planning and control systems. The program also has benefits people living near the project roads by reducing their transport and transit time and improving their access to services and markets. This is particularly important for subprojects undertaken on tertiary and secondary roads. The costs of the project are: * Actual construction costs. * Environmental costs. There were no significant impacts identified for the 11 subprojects Evaluated provided the environmental management guidelines were implemented. - Costs of development and training for ANE personnel. These total US$624,600. The actual costs of implementing the environmental guidelines for a road project were not estimated. Provided these are incorporated into the project design and reflected in the works contracts then these costs would be borne by the contractors. The government would bear costs of monitoring compliance with agreed measures and enforcing laws, regulations and covenants. These costs are included in the development and training costs for ANE. 58602 Executive Summa,y February 2001 vii  IMPA C'TO 1 BACKGROUND 1.1 INTRODUCTION SMEC International (SMEC), in association with Projectos e Estudos de Impacto Ambiental, Lda (Impacto), was commissioned by the Administraccao Nacional de Estradas (ANE) to undertake an environmental assessment of the next road sector program in Mozambique. The program aims to rehabilitate and upgrade portions of the Mozambique road network over ten years (2001 to 2010). It is divided into three distinct phases: u Phase I - 2001 to 2004 for confirmed and defined projects and interventions; Li Phase II - 2005 to 2007 for currently estimated projects and interventions; and o Phase III -2008 to 2010 for the currently anticipated projects and interventions. Detailed design of the individual road components will be developed gradually over this period. Funding is being sought from the World Bank for sections of the program. The program will be subject to Environmental Assessment (EA) in compliance with requirements of the World Bank and the Government of Mozambique. The EA will build on ANE's existing environmental policy and legislation and the institutional framework developed during earlier roads programs. This document is the EA produced for the project by SMEC and Impacto. 1.2 THE INTEGRATED ROAD STRATEGY FOR MOZAMBIQUE 1.2.1 Historic Background Mozambique is a large, sparsely populated country whose main economic activity is agriculture. In the late 1980s the Government of Mozambique initiated an Economic Rehabilitation Program to revitalise the Country's economy. The Program addressed both external factors (for example debt rescheduling and use of foreign assistance) and also internal factors (for example sectoral reform). A part of the Program involved activities to stimulate the recovery and growth of the rural sector. This was aimed at improving rural incomes and providing surpluses for urban areas and export. These initiatives highlighted the Country's severe transport constraints and led to the development of the Roads and Coastal Shipping (ROCS) Project. This had three elements: 1. investing in the rehabilitation and maintenance of physical infrastructure; 2. reforming the policy and institutional environments; and 3. developing institutional, organisational and human resources capacity. 58602rptO1 February 2001 1-1  IMPA C'O There have been two phases in the ROCS Project, referred to as ROCS I and 2. ROCS I concentrated on urgent road and shipping projects and initiated a long term institutional development program. ROCS 2 implemented road rehabilitation and maintenance projects, concentrating on the emergency opening of priority roads. It was envisaged that if ROCS 1 and 2 went well then a third phase would concentrate on the further rehabilitation and periodic maintenance of the road network. The Mozambique road network consists of: Li 25,300 kilometres of classified roads; co 10,000 kilometres of unclassified roads; and ci 1,000 kilometres of urban roads. Prior to the ROCS Project only three percent of the network was classified as in good condition while 44 percent was considered not passable. Towards the end of ROCS 2 these percentages had changed to 23 percent in good condition and only 9 percent not passable. A third stage of the ROCS Project is now proposed. The third stage is referred to as ROADS3. 1.2.2 The Roads Policy The Mozambique government has prepared a road policy and strategy. This identifies two essential roles for the road network in the development of the country. Firstly to support the movement of people and goods and the social link of production and distribution; and secondly to ensure the development of regions and development projects which require secure links to markets, suppliers and consumers. The roads policy has five main areas of focus: o agriculture and marketing; EL ports; Li industry and energy; o tourism; and Li employment creation. Against this background the roads policy seeks to: o complete the restoration of traffic on the classified roads network; o continue to expand the rehabilitation of high volume roads and ensure their maintenance; and oL prioritise the use of local resources and the employment of modem and efficient planning and control systems. 1.2.3 ROADS3 Strategy The ROADS3 Program is designed to support the Government's Road Policy. It is seeking to concentrate in four areas, institutional capacity, roads (this project), bridges and funding. A priority list of roads has been developed for Phase I of the Program and those projects are considered in this environmental assessment. The overall program extends over the period 58602rptO1 February 2001 1-2  IMPAC 'V 2001 to 2010. It is ambitious and involves expenditure of some 1.7 billion dollars ($US) over the life of the Program. The World Bank provided support to ANE to develop an Integrated Road Strategy for the period 2001 to 2010. That Strategy was being prepared at the same time as this environmental assessment by the consultants the Israel Institute of Transportation Planning and Research (International) Ltd (IITPR). This section was developed from information provided by IITPR. As a wholistic strategy the key aims are to integrate: o the needs for additional rehabilitation of roads to bring them to their designed level of service; o the needs of the national road network to ensure country-wide and international connectivity combined with the needs for regional and rural access to production zones and markets; o and link the road sector with other modes of transport; o and involve all stakeholders in the development of the road sector strategy. The fundamental requirement of the Strategy is sustainability focussing on two aspects of the road management system, works and resources. On the works side priority is given to maintaining roads that are already in good or fair condition before additional roads are added to the network. On the resource side revenues must be collected from road users in a manner that ensures a sufficient and assured flow of funds to cover maintenance needs. Focussing on the road network main elements of the strategy are to: o ensure connectivity on the priority trunk network. Priorities here include: - completion of an all-year, all weather and well maintained trunk road along the main north-south corridor; - connection of provincial capitals and the trunk system; and - connection between provinces.