Draft SESA Report 101121 - 231108 - 090110

EnvironQuest – Stadia Engineering
Addis Ababa
Strategic Comprehensive
Transport Development Plan
(SCTDP)
Strategic Environmental and

Social Assessment (SESA)
Draft Report
November 2021
Addis Ababa SCTDP Strategic Environmental and Social Assessment
Table of Contents
List of Tables ........................................................................................................................................ iii

List of Figures....................................................................................................................................... iii
List of Acronyms .................................................................................................................................. iv
Executive Summary ............................................................................................................................. vi
1. Introduction ................................................................................................................................... 1
1.1 Background and Overview .................................................................................................. 1
1.2 Transport Plan Context ....................................................................................................... 1
1.3 Transport in Addis Ababa ................................................................................................... 2
1.4 The Strategic Comprehensive Transport Development Plan (SCTDP) .......................... 2
1.5 Objectives of the Strategic Environmental and Social Assessment (SESA) .................... 3
1.6 Project Area and Location ................................................................................................... 3
1.7 Study Team ........................................................................................................................... 3
1.8 Report Structure ................................................................................................................... 3
2. Project Description ....................................................................................................................... 5
2.1 Project Objectives ................................................................................................................. 5
2.2 Project Scope and Boundary ............................................................................................... 5
2.3 Project Components ............................................................................................................. 5
2.4 Project Key Tasks ................................................................................................................. 6
3. Approach and Methodology......................................................................................................... 8
3.1 Methodology .......................................................................................................................... 8
3.2 Limitations of the Study ....................................................................................................... 8
3.3 Study Approach .................................................................................................................... 8
4. Description of Baseline Conditions ............................................................................................ 13
4.1 Environmental Baseline ..................................................................................................... 13
4.1.1 Climate and Meteorology.............................................................................................. 13
4.1.2 Ambient Air Quality ..................................................................................................... 13
4.1.3 Topography ................................................................................................................... 14
4.1.4 Geology and Soils ......................................................................................................... 14
4.1.5 Drainage, Water Resources and Water Pollution .......................................................... 14
4.1.6 Land Use/Land Cover ................................................................................................... 15
4.2 Ecological Baseline ............................................................................................................. 15
4.2.1 Vegetation and Flora ..................................................................................................... 15
4.2.2 Habitats and Fauna ........................................................................................................ 15
4.2.3 Protected Areas ............................................................................................................. 16
4.3 Socioeconomic Baseline ...................................................................................................... 16
4.3.1 Population ..................................................................................................................... 16
4.3.2 Ethnicity and Religion .................................................................................................. 17
4.3.3 Occupation .................................................................................................................... 17
4.3.4 Education Status and School Facilities ......................................................................... 17
4.3.5 Employment Status and Occupation Groups ................................................................ 17
4.3.6 Income Source and Expenditure ................................................................................... 17
4.3.7 Gender and Employment Situation ............................................................................... 17
4.3.8 Physical Infrastructure .................................................................................................. 18
4.4 Public Health ....................................................................................................................... 18
4.5 Cultural, Historical and Archaeological Resources......................................................... 19
4.6 Gender Issues ...................................................................................................................... 19
4.7 Sensitive Baseline Issues and Risks associated the SCDTP ............................................ 20
5. Policy, Legal and Institutional Framework Analysis............................................................... 22
5.1 Policies ................................................................................................................................. 22
National Social Protection Policy................................................................................................. 22
5.2 Legal Framework ............................................................................................................... 22
5.3 Environmental Guidelines and Standards ....................................................................... 24
5.4 Addis Ababa City Legislations .......................................................................................... 26
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5.5 International Conventions and Protocols ......................................................................... 27

5.6 Review of TRANSIP ESMF and RPF ............................................................................... 27
5.7 World Bank Environmental and Social Framework (ESF)............................................ 28
5.8 Institutional Frameworks .................................................................................................. 31
6. Stakeholder’s Identification and Analysis ................................................................................ 33
6.1 Stakeholder Identification and Mapping.......................................................................... 33
6.2 Stakeholder Engagement ................................................................................................... 34
6.2.1 Stakeholder Meetings ......................................................................................................... 35
6.2.2 Summary of Key Issues/Concern Raised and Responses ................................................ 36
7. Analysis of Key Environmental, Social and Gender Issues..................................................... 43
7.1 Environmental Priorities.................................................................................................... 43
7.1.1 Climate Change ............................................................................................................. 43
7.1.2 Air Quality .................................................................................................................... 44
7.1.3 Water Resources, Flooding and Erosion ....................................................................... 44
7.1.4 Soil ................................................................................................................................ 45
7.1.5 Biodiversity ................................................................................................................... 45
7.1.6 Land Use/Land Take ..................................................................................................... 45
7.2 Social Priorities ................................................................................................................... 45
7.2.1 Land Use and Land Take .............................................................................................. 45
7.2.2 Poverty and Unemployment.......................................................................................... 45
7.2.3 Public Health ................................................................................................................. 45
7.3 Gender Priorities ................................................................................................................ 46
7.3.1 Vulnerable Groups ........................................................................................................ 46
7.3.2 Access ........................................................................................................................... 46
7.3.3 Gender Based Violence ................................................................................................. 46
7.3.4 Livelihood ..................................................................................................................... 46
8. Sustainability Objective, Indicators and Targets ..................................................................... 47
8.1 Pillars of Sustainability ...................................................................................................... 47
8.2 Indicators for Assessing Sustainability ............................................................................. 48
9. Impact Prediction and Evaluation of Alternatives/Options .................................................... 54
9.1 Overview of Alternatives Considered ............................................................................... 54
9.2 Investment Scenarios .......................................................................................................... 54
9.2.1 Scenario 1: Business As Usual...................................................................................... 54
9.2.2 Scenario 2: Institutional (INS) Scenario (Future Scenario with AACSP) .................... 56
9.2.3 Scenario 3: Policy Oriented Alternatives ...................................................................... 58
9.3 Evaluation of Alternatives ................................................................................................. 63
9.3.1 Methodology ................................................................................................................. 63
9.3.2 Detailed Evaluation of Alternatives .............................................................................. 65
10. Mitigation and Enhancement Measures ............................................................................... 67
10.1 Mitigation Measures ........................................................................................................... 67
10.1.1 SCTDP Policy Development ........................................................................................ 67
10.1.2 Implementation Intervention ......................................................................................... 68
10.1.3 Physical Infrastructure Development ............................................................................ 68
11. Implementation and Monitoring Plan................................................................................... 78
11.1 Implementation Plan .......................................................................................................... 78
11.2 Implementation Roles and Responsibilities...................................................................... 79
11.3 Reporting ............................................................................................................................. 80
11.4 Capacity Development ....................................................................................................... 80
11.5 Monitoring Plan .................................................................................................................. 81
11.6 Cost Estimate ...................................................................................................................... 84
12. Conclusion and Recommendations........................................................................................ 85
12.1 Conclusions.......................................................................................................................... 85
12.2 Recommendations ............................................................................................................... 85
References ............................................................................................................................................ 88
Annexes ................................................................................................................................................ 92
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List of Tables
Table 3.1: Baseline Aspects .................................................................................................................... 9
Table 3.2: List of Identified Stakeholders ............................................................................................. 10
Table 6.1: Stakeholder Communication Strategy ................................................................................. 34
Table 6.2: Scope highlighted during Scoping Workshop ..................................................................... 35
Table 8.1: Sustainable Transport Goals and Objectives ....................................................................... 49
Table 8.2: Key Sustainable Transport Goals, Objectives, and Indicators ............................................. 49
Table 8.3: Sustainability Objectives, Indicators, and Targets ............................................................... 51
Table 9.1: Strategic Environmental Objectives, Social and Gender Impact. ........................................ 63
Table 9.2: Scoring Criteria for appraising the effect of all Alternatives ............................................... 65
Table 9.3: Comparative Evaluation of Investment Scenarios against SEOs......................................... 66
Table 10.1: Mitigation Measure ............................................................................................................ 71
Table 11.1: ESMS Implementation Roles............................................................................................. 79
Table 11.2: SESA Implementation Monitoring Plan for E&S Teams .................................................. 81
Table 11.3: SESA Implementation Monitoring Plan for Transport ...................................................... 83
List of Figures
Figure 1.1: Ethiopia’s regions and Addis Ababa .................................................................................... 2
Figure 11.1: SESA Implementation Organization ................................................................................ 80
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List of Acronyms
AAC Addis Ababa City
AACG Addis Ababa City Government
AACMP Addis Ababa City Master Plan
AACRA Addis Ababa City Road Authority
AACRTB Addis Ababa City Road Transport Bureau
AACMP Addis Ababa City Master Plan
AAEGDC Addis Ababa City Government Environ. Protection & Green Devt. Commission
AAFEPRA Addis Ababa Fire and Emergency Prevention and Rescue Authority
AATDRUP Addis Ababa Transmission and Distribution System Rehabilitation and Upgrade Project
AAWSA Addis Ababa Water and Sewage Authority
ACBSE Addis Ababa Bus Service Enterprise
AMSL Above Mean Sea Level
AQ Air Quality
AQI Air Quality Index
BAU Business As Usual
BOD Biochemical/ Biological Oxygen Demand
BRT Bus Rapid Transit
CBD Convention on Biological Diversity
CD Compact Disc
CIA Central Intelligence Agency (US)
Cm Centimetre
CO Carbon Monoxide
CO2 Carbon Dioxide
COPD Chronic Obstructive Pulmonary Disease
CRGE Climate Resilient Green Economy
CSA Central Statistical Agency (of Ethiopia )
CSE Conservation Strategy of Ethiopia
C40 Control for 40 Days
DS Design Standard
ECA Economic Community of Africa
ECDD Ethiopia Center for Disability and Development
ECPI Ethiopia Cities Prosperity Initiative
EDHS Ethiopia Demographic Health Survey
EFCCC Environmental, Forest and Climate Change Convention
EIA Environmental Impact Assessment
EMS Environmental Management System
EPA Environmental Protection Agency
EPE Environmental Policy of Ethiopia
ERA Ethiopian Roads Authority
ESF Environmental and Social Framework
ESIA Environmental and Social Impact Assessment
ESMP Environmental and Social Management Framework
ESS Environmental and Social Standard
et al et allia (and others)
EU European Union
EWCA Ethiopia Wildlife Development Conservation Authority
FENAPD Federation of Ethiopian National Associations of Persons with Disabilities
FGD Focus Group Discussion
GAP Gender Action Plan
GBV Gender Based Violence
GDP Gross Domestic Product
GIS Geographic Information System
GTP Growth and Transformation Plan
HC Hydrocarbon
HIV/AIDS Human Immunodeficiency Virus /Acquired Immune Deficiency Syndrome
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IBA Important Bird Area

ICS International Community School
IDA International Development Association
ITCZ Inter Tropical Convergent Zone
ITDP Institute of Transport and Development Policy
IUCN International Union for the Conservation of Nature
Kg Kilogram
Km Kilometre
L Litre
LRT Light Rail Transit
M Metre
MoT Ministry of Transport
MRT Mass Rapid Transit
MUDH Ministry of Urban Development and Housing
NGO Non-Governmental Organization
NOAA National Oceanographic and Aeronautic Administration
NMT Non-Motorised Transport
NO2 Nitrogen Dioxide
OM Operating and Maintenance
PAC Policy Advisory Committee
PIU Project Implementation Unit
PM Particulate Matter
PWD People with Disability
RoW Right of Way
RPF Resettlement Planning Framework
RRA Rural Roads Authority
RTMA Road Traffic Management Agency
SCTDP Strategic Comprehensive Transport Development Plan
SE Stakeholders Engagement
SEA Sectoral Environmental Assessment
SESIA Strategic Environmental and Social Impact Assessment
SO2 Sulphur Dioxide
TDP Transport Development Project
TDS Total Dissolved Solids
TIAMS Transportation Infrastructure Assets Management System
ToR Terms of Reference
TRANSIP Transport System Improvement Plan
UN /UNO United Nations/ United Nations Organization
UNEP United Nations Environmental Programme
UNFCCC United Nations Framework Convention on Climate Change
US/ USA United States / United States of America
UNESCO United Nations Educational, Scientific and Cultural Organization
USAID United States Agency for International Development
VOC Volatile Organic Carbon
WBESF World Bank Environmental and Social Framework
WHO World Health Organization
WISE Women in Self Employment
WLRCOF Water and Land Resources Center of Ethiopia
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Executive Summary
Rapid urbanization in Ethiopia has place massive pressure on the transport infrastructure in Addis
Ababa city. Over the past 25 years the city population has increased tremendously, while there has
been some infrastructural development this has not been commensurate with the city’s growth.
Improving transport infrastructure is a catalyst for economic growth, and transport-related spending
amounted to about 2% of global GDP in 2015 (World Bank, 2017). It gives access to jobs, education,
and healthcare, connects goods and services to markets, and is a key driver of growth. The transport
sector is also a key partner in the drive to tackle emissions and decelerate climate change. However,
transport projects can impact on the environmental, socioeconomics and gender issues in a society.
The Addis Ababa City Administrations seeks to develop with support from the World Bank a 10–20-
year transport development plan (up to year 2030) which would consist of several sub-projects to meet
the goal of providing a robust and resilient transport infrastructure for Addis Ababa city.
The Strategic Comprehensive Transport Development Plan (SCTDP) which is a subcomponent of the
Transport System Improvement Plan (TRANSIP) seeks to ensure sustainable mobility, improve safety
and security of society and high levels of service for all modes of transport within the city. It also it
aims to provide socially inclusive transport to improve the quality of life for residents and visitors to
Addis Ababa.
The principal objective of the SCTDP is to provide an environmentally sustainable transport system,
including public transport, traffic safety, and non-motorised transport for Addis Ababa. The specific
objectives are to:
• assess the performance of existing transport systems and identify weakness and gaps in
meeting today's travel needs.
• develop a transport vision statement and goals for Addis Ababa to guide the formulation of
interventions.
• assess the performance of the planned Addis Ababa City Master Plan (AACMP) and propose
refinements of transport networks and land use plans.
• identify interventions to reach the vision, and strategies to bring the transport system to an
acceptable level of service.
• prioritize transport actions and investment planning and ensure the city act on the critical
problems which will maximize returns.
• promote sustainable transport systems, develop public transport, improve traffic safety, and
improve non-motorized transport.
• Develop the knowledge and capacity of the Addis Ababa City Road Transport Bureau
(AACRTB) in transport planning, analysis, and modeling.
• support Ethiopia's commitment in promoting environmentally sustainable development
by implementing environmentally friendly transport solutions.
To fully understand the impact of the proposed sub-projects under consideration, the Addis Ababa
Road Development Authority (AARDA) engaged private consultants (comprising of both local and
international experts) to conduct a Strategic Environmental and Social Assessment (SESA). The
purpose of SESA process will be consultations with the relevant stakeholders to collect views and
draft strategic recommendations for the sub-projects that will guide environmental and socioeconomic
planning and decision making on the overall SCTDP. The SESA outputs provides an opportunity for
the city to mainstream environmental, socioeconomic and gender management issues into the sub-
projects development activities to ensure sustainable development.
The specific objectives of the SESA study include the following:
• inform the various decisions making process of the SCTDP preparation through linking the
SESA with respective stages/tasks.
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• establish baseline environmental, social and gender features in subproject area focusing on
those aspects that have greatest potential to be affected by implementation of the SCTDP.
• assess, describe, and analyze the policy, institutional and legal framework relating to the
transport sector including gap identification and analysis.
• identify and analyze stakeholders in the transport and related sectors in the project boundary
for implementing the SESA recommendations.
• identify and evaluate environmental, social and gender risks, opportunities, and constraint on
the transport development plan.
• identify and evaluate environmental, social/economic, gender, and climatic impact (+ve/-ve)
with implementation of alternative transport
• assess cumulative effect from implementation of the SCTDP and other programs in AACG.
• propose and integrate measures to mitigate environmental and socioeconomic risks associated
with TOP preparation and implementation.
• identify and recommend measures to build capacity of implementing institutions in the
transport sector for including environmental social and gender consideration in their programs.
• develop plan for implementing and monitoring recommended measures for sustainability.
Achieving the objectives involved reviewing the existing transport sector plans for Addis Ababa and
the surrounding region as well as the governance structure for weakness in order to bridge the gaps. To
achieve a robust enhancement to the existing structure and programmes, and one that will meet the
needs and aspiration of the city, public opinion was sought and taken aboard through consultations.
Monitoring parameters was set around a transport vision and goal achievement plan for 2030.
The specific objectives of SESA included the following:
1. To help reduce impacts from the sub-projects’ development.
2. Identify environmental and poverty-combating priorities and how these may be influenced by
sub-projects options and alternatives.
3. Assessment of the Addis Ababa’s related institutional and economic capacity to deal with the
identified negative impacts of the project.
4. To recommend institutional and governance-strengthening measures.
5. At plan and programme levels, SESA will help to take environmentally sound decisions e.g.,
on which technologies will be used, and capacities and locations of interventions.
Approach and Methodology/ SESA Methodology
The methodology employed in the SESA was derived from the SESA terms of reference, input from
the SESA team, Ethiopian guidelines, and other international best practices. EnvironQuest-Stadia (the
consultant) approached the SESA study from the same angle in terms of categorization of the policies,
programmes and plans which was useful in identification of stakeholders, environmental and social
issues at various levels. The general scope involved the following activities:
1. Collate environmental, social and gender baseline data to determine key environmental and
social concerns/ impacts.
2. Identify key SESA challenges.
3. Prepare key recommendations; and
4. Develop a SESA Action Plan.
The scoping process entailed:
1. Kick-off consultation meetings with government officials and communities’ representatives
2. Desktop studies/ literature review and compilation of information
3. Stakeholder mapping and analysis
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4. Field Survey (as allowed by COVID-19 restrictions)

5. Interview of key stakeholders
6. Consultation meetings/ workshops with stakeholders.
A scoping workshop were undertaken in Addis Ababa to capture concerns at grassroots level of
communities that would be directly impacted by the sub-projects. Those invited to the forums were
representatives from: the public sector and key ministries/inter-ministerial lead agencies/key public
institutions, private sector actors/investors, and civil society and local communities (sub-cities).
Policy, Legal and Institutional Framework Analysis/Legal and Institutional Summary
The SESA was prepared in line with World Bank requirements as well as Ethiopian Guidelines. The
Ethiopian Environmental Protection Authority (EPA) SEA Guideline describes the steps to be followed
in SEA which start with broad programme/plan, screening, scoping, situation assessment, formulate
sustainability parameters for the sub-projects, develop and assess alternatives, develop a plan for
implementation, monitoring and evaluation. The Ethiopian Road Authority (ERA) SEA document,
which is part of Environmental and Social Management Manual (ERA 2008). describes similar steps
for SEA.
Baseline Description
The baseline description focused on the aspect of the existing environmental and socio-economic
factors that would be affected (both positively and negatively) and the gender diversity issues that might
occur as the transportation project is being implemented. The data sources are primary (field
observation) and secondary (compilation of past reports). It seek to provide an assessment and
understanding of the current conditions and predict the possible impacts/ changes that may occur, as a
result of the project. These include:
Environmental
- Climate
Addis Ababa is characterized by a subtropical highland climate, with temperature differences of up to
10°C, depending on the elevation. The city’s proximity to the equator means that temperatures do not
fluctuate much during the year. Highest average temperatures (24 – 25°C) occur during February to
May and lowest average temperatures (8 - 9°C) occur during November to February.
- Air Quality
Air quality in Addis Ababa is considered to be poor, mainly due to the high levels of traffic and the use
of old motor vehicles. Whilst carbon monoxide (CO) levels were found to be within WHO standards,
along with nitrous dioxide (NO2) and sulphur dioxide (SO2) concentrations, in contrast particulate
matter (PM2.5) concentration levels in the ambient air are higher than WHO guidelines, for most part
of the city. There is also a concern that CO 8-hr WHO guidelines might be exceeded in the future if
mitigation measures are not put in place.
- Topography
Addis Ababa is located in the high plateaus of central Ethiopia, situated between 8o 49’ 55.9” and 9o 5’
53.8” North latitude and between 38o 38’ 16.6” and 38o 54’ 19.5” East longitude. The altitude of the
city ranges from 2,050 masl at Akaki plain at the southern edge of the city to 3,000 masl at Entoto
Mountain in the north. The topography is rugged with many typical volcanic features and characterized
by gentle and rolling terrain with patches of hills, while the southern and eastern parts are dominantly
flat.
- Geology and Soil
The geology is Late Tertiary to Quaternary Volcanic to Sedimentary rocks, mainly of Bishoftu
Formation. These are Plio-Pleistocene basalt flows associated with scoria on the escarpments. Three
major soil types are identified in Addis Ababa. These include Vertisols, Nitisols and Luvisols. Vertisols
are dominant covering about 55.4% of the city and these soils are characterized by swelling when wet
and cracking when dry, which makes cultivation and construction difficult and problematic. Nitisols
cover about 31.4% of the city while Luvisols comprise around 12.5%.
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- Drainage and Water Resources

Addis Ababa is situated in the upper part of the Awash River system. The river rises on the High plateau
near Ginchi town west of Addis Ababa and flows along the rift valley and terminates in Lake Abbe on
the border with Djibouti. The drainage system of the city is generally in the north to south direction. It
is drained by numerous streams, among which Kebena, Little Akaki and Great Akaki rivers are the
major ones. All the streams finally join the Great Akaki river, which has a catchment area of 917 km2
at the bridge on the Lebu – Akaki main road. Akaki river is a tributary of Awash River.
- Biodiversity
According to the general classification of Ethiopian vegetation the climax vegetation of Addis Ababa
and environs is Dry Evergreen Montane Forest and grassland. However, most of the natural vegetation
has been cleared to allow for expansion of cultivation and settlement areas including urbanization of
the city as well as exploitation of wood materials for construction, fuel wood and timber production.
The forest would have been dominated by Juniperus procera (Tid) with stands of Podocarpus falcatus
(Zigba), Acacia abyssinica (Girar), Olea europaea cuspidata (Weira), Hagenia abyssinica (Yekosso
Zaf), Ficus spp. (Sholla), and Croton macrostachyus (Bisana) particularly at the higher altitudes of the
Entoto Mountain range and its foothills.
The natural habitats of Addis Ababa have been severely degraded; the city now contains few habitats
that could support wildlife except birdlife. As a result, the areas contain only a few wild animals that
able to dwell inside burrows or in the plantation forests. Hyenas are the main wild animal found in the
areas and they scavenge on waste sites around the city. As indicated by local officials and local people
other mammals observed include Common Duiker, Common Jackal, Abyssinian Hare, Bush Pig and
Abyssinian Genet.
- Land Use/Land Take
According to Addis Ababa City Atlas (2015), about 35% of Addis Ababa city is classified as a built up
area and this is the largest overall land use type. Other land uses include green areas (32%), field crop
(27%) and agriculture (14%). The plantation forests (mainly eucalyptus plantations) that cover the
northern and north-western parts of the city (the Entoto Mountain and its foothills) comprise the greater
portion of the green areas. The predominant land use/land cover around the likely locations for the
SCTDP interventions are residential and commercial areas as well as existing road infrastructure.
Social
- Demographics
Based on the 2007 Census, Addis Ababa has a total population of 3.7 million comprising 1.3 million
men and 1.4 million women. This represents 3.5% of the Ethiopian population of 88 million (CSA,
2007). Being among the ten largest cities in Sub-Saharan Africa with an annual growth rate of 3.8%,
the population is estimated to be 4,794,000 in 2020 (CIA, 2020). The city is undergoing rapid economic
growth and an increasing population.
- Poverty/Livelihood
The main sources of employment amongst the economically active population in Addis Ababa City are
self-employment (37.6%) (mainly wholesale and retail); government workers (21.8%) and private
organization employees (19.3%). The economically active population (including employed and
unemployed persons) aged ten and above was 1,728,296 and population not active was 1,116,099. The
activity rate (i.e., labour force participation rate) of the urban population in Addis Ababa city was 60.8
(CSA, 2015). The unemployment survey of 2012 showed that the highest unemployment rate (23.0%)
was observed in Addis Ababa, followed by Dire 22.7 percent (CSA, 2012).
- Health and Safety
Health institutions in the city include 58 hospitals (11 are government owned general hospitals and 3
owned by NGOs); 90 health centers (82 run by government, 5 by private and 3 by NGOs)); 592 clinics
(6 government owned, 586 private clinics); and 452 drug vendors (AACA, 2015).
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- Community Health
The most prevalent recorded disease is the acute upper respiratory infection affecting 217,979 people
(29.52% of the cases) in the year 2012. Also, on the list are diseases associated with the eyes and adnexa
(11.51%), pneumonia (9.42%), dyspepsia (8.77%) and dental or gum diseases (8.00%) (Parsons
Brinckerhoff and Tropics Consulting Engineers, 2016).
The HIV population of women and men aged 15-49 in Ethiopia is 0.9%. HIV prevalence is higher
among women than men (1.2% versus 0.6%). Amongst women, HIV prevalence usually rises with age,
affecting 0.4% of women aged 15-19 and 3.0% of women aged 40-44, before decreasing to 1.9% among
those aged 45-49. Among men, HIV prevalence increases from fewer than 0.1% among those aged 15-
19 to 1.6% among men aged 40-49, and then declines to 0.6% among men aged 55-59 (CSA 2016).
Gender
- Vulnerable Groups
Vulnerable groups, including the disadvantaged, who may be disproportionately impacted by activities
under SCTDP (e.g., loss of land and loss of livelihoods), include women headed households, girls, the
aged, disabled/handicapped and also the unemployed. All policy, planning and infrastructure
development – must take into account the concerns and needs of this group by including them in
engagement and consultation.
- Gender Based Violence
Gender-based violence remains a major challenge and a threat to women’s empowerment in Ethiopia.
Women and girls face physical, emotional, and sexual abuse that undermines their health and ability to
earn a living; disrupts their social systems and relationships; and robs them of their childhood and
education (EDHS, 2016).
Stakeholder Identification and Analysis
The key stakeholders on the project were identified for consultations. However, consultation was
limited by the restrictions on travel and meetings imposed in response to the COVID-19 pandemic.
The engagement efforts, as a results, were concentrated on the most important and accessible
stakeholders - communities’ representatives from the 10 Addis Ababa sub-cities and officials from
some key government agencies and NGOs. The priority key issues for consideration in the plan scope
were identified through a scoping engagement, and further issue of concern raised inclusion into the
SCTDP implementation at a baseline engagament
The key highlights of the stakeholder engagement were:
• Awareness creations and identification of stakeholder’s perception
• Agreement on the key priority areas for inclusion in the plan and programmes
• Identifying the peculiar impact and working through the mitigation options together with the
stakeholder
• AACRA presented an overview the project and an abridge scope of the SESA.
• EnvironQuest presented the proposed approach to the SESA with stakeholder consultations.
• Stakeholders welcomed the development and expressed interests in playing active roles
during the SESA process.
• A detailed discussion session was conducted to identify potential stakeholders’ concerns and
associated impacts on environmental, socioeconomic, public health, and gender issues
throughout the project lifecycle.
• Stakeholders expressed concern on: (1) the impact on traffic; (2) fear of loss of land; (3) fear
of restricted access; (4) waste management challenges; (5) pollution management from
construction activities, and (6) gender inclusion.
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• AACRA reiterated its commitment to sustainable development for the benefit of all in Addis
Ababa City and plan to maintain strong relationships with the stakeholders, (i.e., the
regulators, communities, etc.) in the delivery of the project.
Stakeholder consultation continued during the baseline and a summary of the concerns/issues raised
are presented in Section 6 – Stakeholders Consultation.
Analysis of Key Environmental, Social and Gender Issues
Based on the consultation sessions and also literature review on the generic impacts/effects of
transportation projects. The key issues borders on the aspect of the environment, the social-economic
factors and gender diversity issues.
Environmental
- Climate Change
- Air Quality
- Noise
- Water Quality
- Soil
- Biodiversity
Social
- Demographics
- Health and Safety
- Land Take/Land Use
Gender
- Vulnerable Groups
- Access
Sustainability Objective, Indicators and Targets
The sustainability of the SCTDP is hinged upon the delivering of some goal and objectives, at the
present and in the immediate future. These goal and objectives therefore are intended to shape the
actions arising from the SCTDP. The component of these goal are the aspect of the environments, the
socio-economic factors and the gender diversity issues of concern during the implementation stage of
the SCDTP. Hence various indicators were setup as monitoring tools to gauge the impact of the
SCTDP in terms of where progress was achieved, and improvement required.
The sustainability objectives were identified and refined based on baseline information collated,
concerns and issues raised during the scoping session and comments received from other
stakeholders’ engagement. The objectives are as follows:
a. Natural Capital - To maintain and enhance the provision of ecosystem services from the Addis
Ababa’s natural capital and contribute to biodiversity net gain;
b. Resource Use - To conserve natural resources, increase resource efficiency and reduce
generation and disposal of waste;
c. Soils and Land - To protect soils and minimise the loss of valuable agricultural and other land
and improve efficiency of land use through the re-use of previously developed land and
existing buildings;
d. Biodiversity and Protected Sites - To protect and enhance biodiversity, fauna and flora, in
particular, but not limited to, the following two areas; having regard to conserving habitats
and species of principal importance, and avoiding actions which may damage habitats;
e. Green Infrastructure - Enhance the connectivity between habitats through the creation of
green corridors and preservation / enhancement of existing green infrastructure;
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f. Air Quality - To reduce traffic related air pollution in Addis Ababa city;
g. Greenhouse Gas Emissions - To reduce emissions of greenhouse gases and the reliance of the
transport network on fossil fuels;
h. Climate Change Resilience - Ensure that the local transport network builds resilience to
climate change;
i. Noise Pollution - To reduce noise from transport related sources in particular in sensitive
areas e.g. residences, hospitals and schools;
j. Landscape - To protect and where possible, enhance the quality, character and diversity of
the existing landscape;
k. Cultural Heritage - To protect and enhance Addis Ababa’s historic environment including
heritage resources, historic buildings, historic landscapes and archaeological features;
l. Water Quality - To protect and where possible, enhance water quality of the nearby rivers,
and groundwater;
m. Flood Risk - To reduce vulnerability to flooding of transport infrastructure and ensure that
the risk of surface water flooding is reduced by any implemented sub-projects;
n. Connectivity and Demographic Change - To sustain and develop social and cultural
infrastructure through increased connectivity of communities and to increase the capacity and
efficiency of the transportation network to support demographic changes, including
increasing travel by sustainable modes of transport;
o. Health and Wellbeing - To improve the mental and physical health and well-being of the
population through access to transport, active travel (namely cycling and walking) and
reductions in pollution; and
p. Sustainable Economic Prosperity - To sustain economic prosperity, enable well paid
employment and competitiveness across Addis Ababa through provision of reliable and
accessible transport networks.
Impact Prediction and Evaluation of Alternatives
The development alternatives were evaluated vs the key environmental, social and gender issues. A
modified risk matrix was used as the assessment methodology. The potential impacts from measures
implemented under the SCTDP can be summarised as follows:
Environmental Impacts and Concerns
• Land acquisition, displacements, and land use changes
• Impact on forestry resources and indigenous tree species
• Impacts on wildlife habitats, biodiversity hotspots and wildlife migration routes
• Impacts on Important Bird Areas (IBAs)
• Impacts on water resources
• Impact on fishery resources
• Waste management from construction activities
• Climate change impacts
Socio-Cultural and Economic Impacts and Concerns
• Impacts on agriculture/ livestock production systems
• Population migrations/ influx management in construction areas and health issues
• Preservation of historical, cultural resources and heritage sites
• Public participation process and consent from community
• Gender and equity
• Local livelihood and community development
• General community positive and negative perceptions
• Potential environmental, political, social and security risks of transport sector
EnvironQuest xii
Institutional Capacity
• Limited capacity of regulators/agencies to monitor environmental compliance
• Duplication of roles by government agencies
Occupational Health and Safety Concerns
• Inadequate enforcement mechanism and non-compliance to construction safety standards
• Safety management
• Lack of adequate public awareness on construction risks
Mitigation and Enhancement Measures
Mitigation measures are measures envisaged to prevent, reduce and, as fully as possible, offset any
significant adverse impacts on the environment of implementing the SCTDP. The various
environmental, social and gender sensitivities and issues would be mitigated through measures
developed in the following areas:
Environmental
- Climate Change
- Air Quality
- Noise
- Water Quality
- Soil
- Biodiversity
Social
- Demographics
- Health and Safety
Gender
- Vulnerable Groups
- Access
Implementation and Monitoring Plan
A monitoring and implementation plan has been prepared a part of the SESA (see Section 10). Ethiopian
Regulations, World Bank and other potential financier guidelines require that monitoring be undertaken
for the SCTDP and sub-projects so that the significant effects of implementation can be identified, and
remedial action imposed. Monitoring will provide an important measure of the environmental outcomes
of the SCTDP and measures the performance of the plan against the Sustainability Objectives and other
environmental indicators and targets. Monitoring will also help to manage uncertainty, improve
knowledge, enhance transparency and accountability, and to manage environmental information.
Conclusion and Recommendations
Conclusions
This SESA study identifies impacts, based likelihood and magnitude criteria developed within a matrix.
Significance of effects for three (3) alternative development scenarios (BAU, IN and PO1 and PO2)
were determined by overlaying environmental and social components against the development options
with a view to determining the most sustainable option (s) that meets set SEO.
Evaluation results showed that the sub–Scenario PO2 will best achieve the SCDTP goal and visions for
Addis Ababa as it significantly improves the SEO. Although the final SCTDP is a hybrid that contains
features of all the scenarios considered during SCTDP plan design, it will be important when the Plan
is implemented to emphasize the features of sub-Scenario PO2 which were prominent in achieving the
EnvironQuest xiii
best results in the SESA evaluation. This approach has been used in identifying the suite of mitigation
measures that will likely be required to address the range of impacts that could result from the SCTDP
interventions that are selected for implementation.
The overall impacts associated with the activities of the projects within the TDP can demonstrably be
managed within reasonable and acceptable limits by applying the recommended mitigation measures.
In addition to the identified mitigation measures, there are several other commitments to be followed
detailed in the recommendation section below.
An implementation monitoring plan has been developed to ensure the incorporation of environmental
controls throughout the plan and project implementation lifecycle.
Recommendations
Based on environmental, social, health and safety policy gaps identified and analyzed, the following
key recommendations emerged from the SESA process:
• Develop guidelines for Integrated Environmental Assessment for the sub-projects development
activities
• Develop and implement an inspection and monitoring procedures at the project and community
level.
• Improving and building capacity on monitoring mechanisms to ensure sustainability objectives
are achieved.
• Strengthen institutional capacity at the project level.
• Develop livelihood restoration and promotion plan for potentially affected people.
• Develop health and safety standards for infrastructure projects
• Conduct habitats risk assessment to consider sensitive habitats and species
• Develop and implement a livelihood promotion and gender inclusion plan should be implemented
• Undertake coordinated spatial planning to avoid land and resource conflicts with the sub-projects
• Strengthen public participation by developing and implementing a public participation guidelines
for the sub-projects.
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1. Introduction
1.1 Background and Overview
One of the biggest challenges to Ethiopia’s achievement of its growth plan is the effective management
of urbanization, which is taking place rapidly throughout the country and particularly in Addis Ababa.
The urban share of the population has more than doubled in 35 years, from 8.5 percent in 1967 to 17.4
percent in 2012. Ethiopia’s urban growth between 2010 and 2015 averaged 3.6 percent per annum,
placing Ethiopia among the fastest urbanizing countries in sub-Saharan Africa.
Addis Ababa is the principal commercial centre of Ethiopia and its population has more than doubled
every decade since the 1980s. Based on 2007 National Census, the estimated population is 3.7 million
(Ethiopia Central Statistical Agency). The poverty rate 28.1 percent is close to the national average and
has not fallen as fast as in rural areas or smaller urban areas.
Addis Ababa’s approach to address urban transport problems over the past twenty years, predominantly
by expanding the transport infrastructure, has not made the desired improvements in accessibility for
pedestrians and many public transport users. Travel time in the city has increased, and the city is facing
high levels of road traffic accidents, frequent congestion, and increased air pollution. These challenges
are manifest even though motorization in Addis Ababa is quite low by global standards; investments in
expansion of the road network has not been accompanied by improvements in traffic management or
the development of public transport services. Mobility for the poor is mostly limited to walking and use
of public bus services provided by Anbessa City Bus Service Enterprise (ACBE).
Land use and transport developments are poorly coordinated. Housing and land-use decisions are taken
based on the location of available land, with almost no assessment of transport impacts while road
transport investment decisions are made on the basis of criteria often unrelated to land-use patterns. The
transport and land-use disconnect is particularly troublesome to women, who need to devote more time
each day using transport to meet their household obligations.
Addis Ababa City Transport Bureau (AACTB) is seeking to improve mobility and road safety with the
aim to reduce traffic growth along the main corridors in the city. To achieve this, the AACTB is
preparing a Strategic Comprehensive Transport Development Plan (SCTDP) to guide transport
development in the city up to 2030. The SCTDP is a subproject of the Transport Systems Improvement
Project (TRANSIP) aimed at improving mobility by alleviating current transport challenges and
improving transport management systems in the city.
The SCTDP consists of two parts, a transport vision, and an implementation programme.
Implementation of the proposed SCTDP will include: (1) road development, (2) traffic management,
(3) public transport, (4) parking management, (5) freight transport and (6) public transport terminals
and facilities. Environmental and social impacts likely to arise in connection with the sub-projects’
implementation. Whilst many of them will be positive, there would also be some significant negative
impacts. To identify and assess the environmental and social impacts associated with the SCTDP and
to recommend measures for reducing the negative impacts and to enhance positive outcomes, a Strategic
Environmental and Social Assessment (SESA) is conducted by AACTB’s Project Implementation Unit
(PIU).
The SESA presents the environmental and social baseline in Addis Ababa, and the sustainability
objectives to be used during the implementation of the SCTDP. The SESA was developed in line with
Ethiopia EIA legislation and World Bank Guidelines. EnvironQuest-Stadia (“the Consultant”) was
commissioned by Addis Ababa Road Transport Authority (AARTA) to prepare the SESA report.
1.2 Transport Plan Context
Addis Ababa, the capital city of Ethiopia (Figure 1.1), was founded in 1889 during the time of Emperor
Minilik II. The city is regionally and globally significant being the seat of the African Union (AU) and
the Economic Commission for Africa (ECA).
The city is situated on a plateau that varies from 1,290 to 3,000 m above sea level with Mount Entoto
to the North and the Rift Valley to the South. The geographical setting of Addis Ababa includes
topographic features such as hills, rolling and flat lands. Drainage of the area includes numerous
EnvironQuest 1
seasonal and perennial streams that flow to the little and great Akaki Rivers, and thereafter empty into
the Awash basin and the Rift Valley lakes south of Ethiopia (Yohannes and Elias, 2017).
growth and an increasing population.
Figure 1.1: Ethiopia’s regions and Addis Ababa

1.3 Transport in Addis Ababa
Addis Ababa transport is largely via public buses, light rail, and taxis. Other forms of transportation
within the city are bicycles, motor cycles and walking.
The Addis Ababa Ring Road was initiated in 1998 in support of the implementation of the city master
plan, to ease traffic and enhance peripheral development. The ring road links different parts of the city
and connects with major roads linking the city with other regions in Ethiopia. The Ring Road has
yielded some positive results in traffic decongestion but has also led to an increase in harmful emissions
and noise in its vicinity. Furthermore, in social terms, it acts as a structure of severance between
neighbourhoods and communities. Although investment in infrastructure development in the transport
system has been substantial, many projects have been and are implemented in isolation and are not
appropriately integrated and are therefore of limited effectiveness in addressing the city’s overall
transport challenges. Various environmental, social and health problems and challenges are observed
because of the current road-based transport system (World Bank TRANSIP Project Appraisal
Document, 2019).
1.4 The Strategic Comprehensive Transport Development Plan (SCTDP)
Addis Ababa city is introducing the SCTDP to create a clear goal for the city’s transport system. The
SCTDP provides a framework for an economically, socially, and environmentally sustainable solution
to the city’s current and future transport problems and define transport planning up to 2030.
The sustainable mobility transformation associated with the SCTDP requires changes to Addis Ababa’s
institutional setup, policy, and planning. This transformation should reduce investment losses in the
EnvironQuest 2
transport sector and increase effectiveness and accountability to maximize the economic benefits of
transport developments by ensuring efficient resource utilisation and creating synergies of all urban
transport related projects.
The city has made some progress to develop its transport policy and institutional structures for
implementing policies. This includes the transport policy 2011 which empowered and strengthened the
capacity of the Addis Ababa Road and Transport Bureau (AARTB; now the AACTB). The policy also
reformed the structures of institutions for improved performance. The SCTDP will galvanise current
efforts, integrate existing frameworks, and coordinate transport reforms of Addis Ababa City.
1.5 Objectives of the Strategic Environmental and Social Assessment (SESA)
The SESA is undertaken to assess significant environmental and social impacts likely to arise from the
SCTDP’s alternative. The overall objective of a SESA is to support decision making which is
environmentally and socially sustainable. The SESA allows for the consideration of environmental and
social impacts before sub-projects implementation.
The objectives of the SESA are to:
● identify the environmental, social and gender baseline of the project area.
● identify stakeholder interests and concerns.
● identify environmental, social and gender risks, opportunities, and constraints.
● establish what aspects are most likely to be affected by the implementation of the preferred
SCTDP scenario.
● suggest appropriate measures to mitigate environmental and social impacts.
1.6 Project Area and Location
The project area covers the geographic boundary of the Addis Ababa City, covering all the ten sub-
cities - Addis Keema, Akaka Keleti, Arada, Bole, Gullele, Kirkos, Kolfe Keranio, Lideta, Nifas Silk
Lafto, Yeka and the surrounding Oromia region.
1.7 Study Team
Project Implementation Unit (PIU)
The PIU manages the SCTDP and SESA process, including a review workshop and finalization of the
draft SESA findings on behalf of the AACTB. It will ensure that environmental and social
considerations are incorporated into the SCTDP based on the SESA recommendations.
Strategic Comprehensive Transport Development Plan (SCTDP) Consultants
The SCTDP was prepared by Ramboll Denmark A/S with IRD Engineering S.r.l., Mobility in Chain
S.r.l. and MGM Consult P.L.C (“design consultants”).
Strategic Environmental and Social Assessment (SESA) Consultants
EnvironQuest-Stadia prepared the SESA.
1.8 Report Structure
The report is structured in line with both the ToR and international guidelines. It comprises:
● Chapter 1: Introduction – summarizes project overview and background. It presents the
objectives, rationale and context of the SESA and the SESA scope of work.
● Chapter 2: Project Description – provides a basic description of the project and its
components.
● Chapter 3: Study Approach and Methodology – provides an overview of the SESA process.
● Chapter 4: Baseline – summarizes the physical environment, biodiversity, and socioeconomic
conditions in the project area and its area of influence.
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● Chapter 5: Legal, Policy and Institutional Framework – describes the legal, policy and
institutional framework relevant to the SESA.
● Chapter 6: Stakeholder Engagement – identifies potential project affected persons,
stakeholders and concerned parties; analyse the identified interest groups; as well as the
consultations; and stakeholder engagement plan.
● Chapter 7: Analysis of Key Environmental, Social and Gender Issues – summarizes the
pertinent environment, socioeconomic and gender issue relevant to the project and its area of
influence.
● Chapter 8: Sustainability Objectives – summarizes the sustainability objectives derives from
analysis of environmental, social and gender consideration for the SCTDP.
● Chapter 9: Impact Evaluation and Evaluation of Alternatives and Options – describes and
assesses the identified environmental and social impacts. Describes the project alternatives
considered during project design stages.
● Chapter 10: Mitigation and Enhancement Measures – describes the action plan for the
management of impacts throughout the construction and operation phases.
● Chapter 11: Implementation and Monitoring Plan – describes the implementation and
monitoring plan to ensure negative impacts are managed.
● Chapter 12: Conclusion and Recommendation – presents the conclusion of the SESA and
propose recommendations to ensure the sub-projects are implemented in a sustainable manner.
● References: a full list of the published sources of data and information used in the report.
● Appendices: additional information.
EnvironQuest 4
2. Project Description
2.1 Project Objectives
The SCTDP will support improved urban transport performance and governance in Addis Ababa, which
is critical for the city to function as the engine of economic development for Ethiopia, and it will
modernize key national-level vehicle, licensing and driver training systems upon which transport
operations rely.
The specific objectives include the following:
• assess the performance of existing transport systems and identify weakness and gaps in
meeting today's travel needs.
• develop a transport vision statement and goals for Addis Ababa to guide the formulation of
interventions.
• assess the performance of the Addis Ababa masterplan and propose refinements of transport
networks and land use plans.
• identify interventions to reach the vision, and strategies to bring the transport system to an
acceptable level of service.
• prioritize transport actions and investment planning and ensure the city act on the critical
problems which will maximize returns.
• promote sustainable transport systems, develop public transport, improve traffic safety, and
improve non-motorized transport.
• develop the knowledge and capacity of the AACRTB in transport planning, analysis, and
modeling.
• support the country's commitment in promoting environmentally sustainable development by
implementing environmentally friendly transport solutions.
2.2 Project Scope and Boundary
The boundary of the SCTDP area primarily follows the geographic boundary of the Addis Ababa City
Administration, and considers the surrounding Oromia region only as a broad origin- destination for the
purposes of intercity transport movements.
2.3 Project Components
Transport Governance
Addis Ababa transportation institutional arrangements are to be analyzed to ensure the city has a
coordinating role to ensure that all services and network components will work together in a synergistic
and integrated manner. The existing institutional arrangements for urban transport need to be
restructured to develop an improved transport system. The institutional and governance framework
evaluation considers the roles of the different agencies that have an impact on metropolitan mobility in
order to meet the overall objective of an affordable, efficient, and inclusive transport system.
Road Network Plan
The road network plan goes through quite a number of examples for road network changes by showing
existing conditions, then providing design guidance ending with application examples. These provide
very hands on direction for improvement of the road network. This entails an overview of the
circumstances, the key design elements, the key to successful improvements, and the impact on road
safety, public transport/mobility improvement and the overall reduction of travel time ending with air
pollution improvement by reduction of CO2 emissions.
Public Transport Sector Plan
With a highly developed public transport network plan comprising about 22 km of metro, about 60 km
of LRT and about 120 km of BRT network, Addis Ababa requires shift to Mass Rapid Transport: (i)
EnvironQuest 5
Managing the traffic in a fast-growing city; (ii) Reducing private trips in the core city to reduce air
pollution, noise and GHG emissions to develop a livable, sustainable and inclusive city; and (iii)
structuring and linking land use developments/urban residential areas in the East and the South of the
city with the core city.
Non-Motorized Transport Sector Plan
The final NMT network will be comprised of almost 400 km of cycling and pedestrian infrastructure
which will not only guarantee last mile connectivity to/from main transport corridors and activity nodes
but also create the potential for cycling as a mode of transport to thrive in Addis Ababa. Strengthening
NMT will lower traffic congestion and carbon emissions, as well as improving the socioeconomic
conditions of lower income groups and to mitigate gender equality issues. Urban space currently
devoted to motorized transport needs to be redistributed, with increasing shares for pedestrians and
cyclists through a progression of interventions targeting vehicular speed reduction and traffic
rationalization (World Bank TRANSIP Project Appraisal Document, 2019).
Traffic Management, Parking and Road Safety Sector Plans
Part of the measures to improve current transport conditions in Addis Ababa is to establish two Limited
Traffic Zones and a Road Price Control Area. The Limited Traffic Zones are in central and market
areas, where significant pedestrian volumes are observed. Furthermore, the development of a
Centralized Parking Policy is proposed to set the guidelines and principles regarding on street and off-
street parking across the entire city. The policy would ensure the application of common, consistent
rules across the city, for both on-street and off-street parking. This homogeneity would have a positive
impact for both drivers and pedestrians on their daily life, as they would be aware of the applied rules.
In order to build on the ongoing road safety initiatives that are already in place, a set of 10 specific
interventions were proposed to ensure safe passages for all road users being pedestrian, bicyclists and
vehicular passengers of the transport system.
Freight Transport Sector Plan
The freight interventions would include (i) A rationalized Freight Network; (ii) Electronic Road Pricing
(ERP) – Freight Vehicles; (iii) Freight Terminals; (iv) UCC’s and mini UCC’s; and (v) Peak Hour Truck
Restrictions. The Final Transport Development Plan provides enhanced freight connections between
the Ethio-Djibouti railway line and proposed freight terminals, as well as industrial, wholesale, and
primary market areas compared to the BAU and INS scenarios. By concentrating freight on specific
routes, efficiency of the road network should improve which will have a positive impact on freight
operations by reducing delivery times. The reduced delivery times should then translate to reduced cost
of goods which will positively impact women and vulnerable groups in lower socio-economic
categories.
Stakeholder and Public Engagement
Public and stakeholder consultations are an important component to be used for effective dissemination
of the evidence-based analyses of transport systems and improvement needs to the city’s stakeholders
and the public, in order to build consensus toward refining plans and policies, formulating sub-sector
plans, and prioritizing short- and long-term implementation.
2.4 Project Key Tasks
No site-specific activities are expected at this stage. It is proposed that he SCTDP would involve:
a) Assessment of the current & future transport condition
Collect relevant data on the present and future condition such as demographic and socioeconomic,
household transportation, business with various freight transport operators, road network, capacity,
traffic volume, service vials, and conditions along corridors in the transport network.
Non-motorized transport & Public transport networks including mode share, capacity, ridership, service
levels, and conditions, and review and assessment of policies, plans, regulations and other existing data
to identify policy and analytical gaps, and data collection needs.
EnvironQuest 6
b) Set Transport Vision and Goal

Formulate goals for the transport sector based on the AACMP vision. Setting of goals to guide the
transport development and implementation in the next 10 years, which should cover all aspects of
transport, set policy priorities, and directly support the vision statement.
e) 2030 Transport Plan Development
Forming and testing alternative plans such as combined land use/transport adjustments vs.
transportation adjustments only (no change to the planned land use), or mass transport and NMT
oriented development vs. road heavy development. Then, undertake comparison between alternative
option, and selection of the preferred one.
d) Sub-sector plans of the TDP
The strategic transport development plan is expected to address all sub-sectors of the city's transport
system, including transport governance and institutions, road development, traffic management, public
transport, parking management, freight, transport, freight and public transport terminals and facilities,
non-motorized transport, and integration of different modes of transport and others, hence the need to
develop sub-sector plans for the above in
e) Financial Assessment
Preparation of financial assessment for the plan including capital costs and operating and maintenance
costs, potential funding source.
f) Implementation Plan and Strategies
The main activities are:
• Develop prioritization methodology to be used that will be applied to rank prioritized ranking
of interventions for each phase.
• Estimate indicative cost estimates of final plan and budget review of relevant authorities.
• Identify and propose institutional strengthening requirements and proposal, draft policies,
regulations and strategies.
● Propose monitoring mechanism and indicators performance indicators that are specific,
measurable, realistic and time-bounded along with identification of responsible unit for the
monitoring in the designated agency.
EnvironQuest 7
3. Approach and Methodology

3.1 Methodology
The SESA was undertaken using a stepwise approach, with findings from each step subsequently
integrated into the SCTDP design, planning and implementation.
In order to achieve the objectives of the terms of reference (TOR), the following tasks were completed.:
• Scoping study and review of relevant documents
• Stakeholder identification and analysis.
• Field work including data collection and bio-physical sampling.
• Identification of environmental and social impacts and issues.
• Description of the regulatory and institutional framework and assessment of capacity.
• Formulation of feasible recommendations; and
• Consultation workshops and disclosure.
3.2 Limitations of the Study
COVID-19 restriction on meetings and travel significantly affected the project approach. The few
consultations sessions held were very brief and affected the quantity and quality of data that could have
been captured. This constraint shaped the methodology and the nature of data presented in the SESA.
Under pre-COVID conditions anticipated in the SESA Terms of Reference, the Consultants would have
been able to conduct more sessions and meetings to obtain more secondary data for baseline and the
views of the stakeholders on the project.
3.3 Study Approach
Task 1a: Scoping Study
In line with national regulatory requirements – specifically the EEA SESA Guideline, stakeholder’s
engagement and scoping workshop is mandatory for the SESA process. The objectives of the
stakeholder’s engagement and scoping sessions are to:
• identify and inform stakeholders.
• provide a brief description of the project.
• find out the concern of the stakeholders.
• consider feasible and practical alternatives.
• identify the main issues and impacts to be studied.
• identify the boundaries of the impact assessment study.
• agree on means of public involvement and methods of engagement; and
• identifies the way forward for the consultation process.
A scoping session was held in 2020 with the representative of AACRA, AARTB and the few members
of the public. The consultations were limited to few people and some joined online due to COVID
restrictions.
Task 1b: Review of Documents Related to SESA and Stakeholder Analysis
This involved extensive review of related documents and substantial stakeholder inputs thereby,
identifying and describing key impact areas, regulatory and institutional issues of the transport sub-
sector that need to be addressed.
The spatial limits of the study (Addis Ababa city and Oromia area) were defined, and the major
stakeholders of the proposed plan were identified. This was followed by review of pertinent documents
and stakeholder consultation to identify activities that are likely to have environmental, social and
gender impacts as well as GBV risks.
EnvironQuest 8
Task 2: Baseline Data Gathering

In this task, the environmental, social and gender characteristics of the study area were described with
a focus on those components that will be affected by the SCTDP. To achieve this aim, data on the
aspects listed in Table 3.1 were necessary.
Table 3.1: Baseline Aspects
Baseline Aspects Attributes
Physical Topography, geology, soil, ambient air quality, noise and vibrations, climate and
environment meteorology, hydrology, groundwater, and surface water quality.
Biological Terrestrial/wetland/aquatic vegetation, wildlife (species rare, endemic or in danger,
environment species migrant or resident), ecologically sensitive habitats or protected areas,
disease causing vectors
Socioeconomic Population, demographics, social diversity and community structure, cultural
characteristics properties and heritage sites, livelihoods, education, income levels, infrastructure,
religion and social networks, community governance, land use and tenure, systems,
rural to urban migration, access to utilities, access to safe drinking water,
Health Fertility and mortality, access to health care, health facilities and resources, life
characteristics expectancy, infant mortality,
Gender issues and Women, aged, children, ethnic groups/minorities, persons with disability, persons
vulnerable groups with terminal illnesses, travel cost, travel distance, travel reasons, travel needs, travel
time etc.
All baseline data – socioeconomics, gender and environmental information were collected from
publications on the environment of the project area.
Specifically, data gathering proceeded as follows:
i. Desk review of existing project documents, technical studies and previous reports and
collation of required biophysical and socio-economic information.
ii. Socio-economic survey of target stakeholder groups using quantitative and qualitative
instruments- checklists, questionnaires, Key Informant Interviews and Focus Group
Discussion (FGD)
iii. Mapping of relevant spatial data on the environmental and socioeconomic resources across
the administrative boundaries of Addis Ababa City and Oromia within ESRI ArcGIS
environment
iv. Trend analysis of data whilst identifying environmental, social, and gender features of
interest in relation to the potential impact of the TDP on them.
v. Presentation of existing gaps in environmental, social and gender baseline information with
regards to the assessment objectives and the alternatives and options to be considered and
the uncertainties to be addressed.
Task 3: Policy, Legislative and Institutional Framework Analysis
This involved review of the existing national and Addis Ababa policies, legislations and plans relevant
to development and implementation of the TDP and subprojects as well as the transport sector, with a
view to determining usefulness and gaps. In addition, various national, regional, and international
institutions relevant to the SCTDP were identified and described including their responsibilities and
relevance to the project.
Their capacity to implement and monitor compliance with SESA impact mitigation recommendations,
and manage preparation, execution, and supervision of comprehensive environmental assessment (EA)
of subprojects were also assessed.
Task 4: Stakeholder Assessment and Analysis
Stakeholder consultation was a continuous process that spanned the life cycle of the SESA. An
appropriate, all inclusive (women, youth, aged and all other vulnerable groups) stakeholder engagement
EnvironQuest 9
plan (SEP) which include procedures and timelines for future consultations was prepared (Appendix 4)
to guide consultation efforts as follows:
i. Identify stakeholder groups and profiling (mapping) (See Table 3.2)
ii. Conduct preliminary meetings/interviews and assess stakeholder interests/ concerns.
iii. Refine the interaction strategy to address key concerns.
iv. Provide information to stakeholders about the project and anticipated environmental and
socio-economic impacts.
v. Conduct meetings with groups to provide information and listen to concerns; and
vi. Report stakeholder concerns/comments back to TDP design consultant, so that concerns can
be taken into consideration in project design and mitigation measures.
Table 3.2: List of Identified Stakeholders
Category Institution/Stakeholder Purpose
Community Representatives of Communities from Addis Ababa Baseline (Env., social,
Representatives 10 sub-cities: - Akaki-Kaliti, Nefas-SilkLafito, Kolfe- Gender), Concerns,
Keranio, Gulel, Ldeta, Kirikos, Arada, Addis- Expectations and
Ketema, Yeka and Bole Perception of the project
National and local civil Addis Ababa’s Woreda representative Baseline (Env., social,
society organizations organizations Gender) Alternative
(CSOs/ NGOs) and local Organization for Women in Self Employment Analysis
communities: (WISE)
Ethiopian Centre for Disability and Development
(ECDD)
Anbessa City Bus Service Enterprise
Vulnerable Groups PWD association, elderly association Women Baseline (Env., social,
associations including Addis Ababa women Gender) Alternative
affairs, labour and social affairs office Analysis
Federation of Ethiopian National Associations of
Persons with Disabilities (FENAPD).
Addis Ababa Women’s Association
Addis Ababa Women, Children & Youth Affairs
Bureau
Transport Policy Addis Ababa City Road Authority (AACRA) Baseline (Env., social,
Advisory Committee Addis Ababa Transport Authority Gender) Alternative
Stakeholders: Addis Ababa City Administration Transport Analysis
Bureau (AACATB)
RTMA
AACTA
Ministry of Transport (MoT)
RTMAACBSE
Addis Ababa Addis Ababa City Government Administration Baseline (Env., social,
Government Addis Ababa Land Development and Management Gender), Alternative
Stakeholders Bureau. Analysis, Management
Addis Ababa City Government Environmental and Monitoring
Protection & Green Development Commission
(AAEGDC)
Addis Ababa City Resilience Project Office
Addis Ababa City Green Development Commission
Addis Ababa City Administration Bureau of Labour
& Social Affairs.
Oromia government representatives (Deputy
Mayor)
AAWSA
Transportation Infrastructure Assets Management
System (TIAMS)
Federal Government Ministry of Transport Baseline (Env., social,
stakeholders: Ethiopian Environmental Protection Climate Gender), Alternative
Change Commission Analysis, Monitoring
Consultations were held with various groups of stakeholders using FGD, arranged meeting,
workshop, and key informants to:
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• provide timely information about potential environmental, social and gender impacts of the
proposed SCTDP from the perspective of the stakeholders.
• provide opportunities for concerned and potentially vulnerable impact groups to voice their
opinions and concerns in a way that is most appropriate to their circumstances.
• provide an opportunity for feedback and discussion about likely impacts, data gaps, and
proposed measures in the SESA.
• validate the SESA Report, assess the project, ensure completion, and derive lessons learned and
best practices to be applied to future TDPs and associated projects.
Questionnaires were distributed to various stakeholders and discussion was held with five institutional
stakeholders and communities’ representatives from Addis Ababa sub cities.
Task 5: Develop Sustainability Objectives, Indicators and Targets
Based on the analyses of baseline information obtained in Task 3; the policy, legal and institutional
framework described in Task 4 and the results of stakeholder consultations reported in Task 5, key
environmental, social and gender issues and opportunities that may arise during the implementation of
the TDP were identified using expert judgement and prioritized through strategic assessment and further
consultation with stakeholders.
The priority issues and opportunities were then checked against existing policies and plans for
alignment and institutional capacity for management of same established.
The key context provided above was used to develop a set of sustainability objectives to evaluate the
TDP & its components, the resulting output being a tabular presentation of baseline implication,
policy/legal implication and formulated sustainability objectives for each SESA theme.
To assure continual improvement of sustainability efforts, targets to be reached during the TDP period
and indicators which can be used to monitor progress towards the targets were formulated.
Task 6: Analysis of Alternative/Options
Three (3) TDP alternatives including scenario interventions provided by the design consultant were
assessed for the environmental, social and gender issues/opportunities they pose using screening
techniques, matrices, and map analysis.
The alternative scenarios assessed were:
i. Business as Usual (BaU) Scenario: (“Do-nothing)
ii. Institutional (INS) Scenario: (Future with AACMP and other adopted plans and strategies)
iii. Policy Oriented Scenario: (Represent the proposal of the SCTDP) with two alternative plans:
• PO1: car-oriented scenario
• PO2: transit-oriented scenario
The output from this task is a presentation of specific (e.g., Prediction of GHG emissions) as well and
high level environmental social and gender impacts from scenario interventions.
Task 7: Key Impacts, significance for the TDP options/alternatives and Mitigation measures
To ensure a comprehensive evaluation, the impact assessment utilized a variety of measures to identify
and weigh likely impacts. These include:
• Consultation with the community and other stakeholders.

• Published documents providing guidance on performing impact analysis for development
projects.
• IFC/World Bank Guidelines,
• Ethiopian Environmental Laws; and
• Authoritative texts on performing SEAs (e.g., Canter 1996).
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This task commenced with identifying expected outcomes of implementing each element of the TDP
alternative scenarios followed by an in-depth assessment of the implication/interaction of these
outcomes on the environment.
Based on the above, the environmental, social and gender impacts, including cumulative impacts were
determined considering biophysical, social, and regulatory criteria.
Using significance criteria in conjunction with likelihood criteria within a risk matrix, identified impacts
for each TDP component were further assessed and subsequently assigned a “severity rating” which
provided the basis for selecting the preferred TDP from the other options.
Task 8: Implementation Plan and Monitoring
To assure the environmental and social objectives of the TDP are sustained, this SESA enclosed a
monitoring plan which details environmental management and monitoring requirements in
responsibilities during implementation of the TDP.
Task 9: Training
Following a gap assessment, training would be provided to relevant agencies and professionals in the
PIU who would play vital role in implementing the SCTDP. The training shall focus on basic knowledge
including purpose, SESA methodologies, integrating environmental, social and gender concerns in the
master plan development stages, implementation and monitoring plan and reporting.
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4. Description of Baseline Conditions

This section presents environmental and socioeconomic baseline of Addis Ababa that are relevant to
the SCTDP to establish the pre-project status of the various environmental components and create a
context within which the impacts of the SCTDP can be assessed.
Baseline conditions are the physical, biological, social, economic, and cultural setting of the SCTDP
study area, and where local impacts (both positive and negative) might be expected to occur.
Establishing baseline conditions provides an understanding of the sites, and how the project needs to be
implemented considering these conditions. It also helps assess and predict the possible impacts/
changes that may occur, as a result of the project.
The data sources are primary (field observation) and secondary (compilation of relevant information
from past reports and the TRANSIP ESMF Report). The baseline focuses on the following areas where
the impact of transportation projects, would be most felt based issue based on issues and concerns raised
during the communities and other stakeholder consultations:
Environmental
- Climate
- Air Quality
- Noise
- Water Quality
- Soil
- Biodiversity
Social
- Demographics
- Health and Safety
Gender
- Vulnerable Groups
- Access
4.1 Environmental Baseline
4.1.1 Climate and Meteorology
Addis Ababa is characterized by a subtropical highland climate, with temperature differences of up to
10°C, depending on the elevation. The city’s proximity to the equator means that temperatures do not
fluctuate much during the year. Highest average temperatures (24 – 25°C) occur during February to
May and lowest average temperatures (8 - 9°C) occur during November to February.
The city falls within the central highlands that has about seven rainy months from March to September.
The main rainy season (Kiremit) extends from June to September, with July and August presenting the
highest average rainfall of 280 mm and 290 mm respectively. In addition, small rains occur between
March and May. In general, the period from November to January is the driest season.
4.1.2 Ambient Air Quality
Air quality in Addis Ababa is considered to be poor, mainly due to the high levels of traffic and the use
of old motor vehicles. Whilst carbon monoxide (CO) levels were found to be within WHO standards,
along with nitrous dioxide (NO2) and sulphur dioxide (SO2) concentrations, in contrast particulate
matter (PM2.5) concentration levels in the ambient air are higher than WHO guidelines, for most part
of the city. There is also a concern that CO 8-hr WHO guidelines might be exceeded in the future if
mitigation measures are not put in place.
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The US Embassy’s air quality monitoring data reveals a moderately polluted atmosphere. Using air
quality index (AQI) as a measure of PM2.5 (fine particulate matter), readings from the AQ monitoring
stations showed a reading ranging between 61 and 65, which is of moderate concern and considered
acceptable health-wise. However, there may be risk for some people, particularly those who are usually
sensitive to air pollution (www.airnow.com) According to AQI, the index for moderate pollution ranges
from 51 to 100 and good air quality is deemed to be in the range between zero and 50.
Air pollution level in Addis Ababa is presumed to be high due to the prevalence of old vehicles,
substandard road infrastructure and inadequate road network. Assessment of CO concentration as a
measure of traffic air pollution showed that the mean for 15 minutes CO concentration was 2.1 ppm
and 2.8 ppm for wet and dry seasons, respectively (Kume, A, et. al., 2010). The CO temporal and spatial
profiles among the two seasons were similar. The overall mean on-road CO concentration was 5.4 ppm,
and 15% of roadside samples and all on-road samples exhibited more than 50% of the 8-hr CO WHO
guideline. The consistency in spatial and temporal profiles and the variation on both on-road and
roadside traffic lines imply that vehicles are the main source of traffic air pollution. There is a concern
that the CO 8-hr WHO guideline might be exceeded in future.
4.1.3 Topography
Addis Ababa is located in the high plateaus of central Ethiopia, situated between 8o 49’ 55.9” and 9o 5’
53.8” North latitude and between 38o 38’ 16.6” and 38o 54’ 19.5” East longitude. The altitude of the
city ranges from 2,050 masl at Akaki plain at the southern edge of the city to 3,000 masl at Entoto
Mountain in the north.
The topography is rugged with many typical volcanic features and characterized by gentle and rolling
terrain with patches of hills, while the southern and eastern parts are dominantly flat.
The general inclination of the slope becomes lower towards the southern part of the city. The centre of
the city lies on an undulating landform with some flat land areas and plateau in the northern, western,
and south-western parts of the city. The southern and south-eastern parts of the city are characterized
by gentle relief and flat land areas.
4.1.4 Geology and Soils
The geology is Late Tertiary to Quaternary Volcanic to Sedimentary rocks, mainly of Bishoftu
Formation. These are Plio-Pleistocene basalt flows associated with scoria on the escarpments.
Three major soil types are identified in Addis Ababa. These include Vertisols, Nitisols and Luvisols.
Vertisols are dominant covering about 55.4% of the city and these soils are characterized by swelling
when wet and cracking when dry, which makes cultivation and construction difficult and problematic.
Nitisols cover about 31.4% of the city while Luvisols comprise around 12.5%. The SCDTP would run
through areas characterized by the three soil types.
4.1.5 Drainage, Water Resources and Water Pollution
Addis Ababa is situated in the upper part of the Awash River system. The river rises on the High plateau
near Ginchi town west of Addis Ababa and flows along the rift valley and terminates in Lake Abbe on
the border with Djibouti. The drainage system of the city is generally in the north to south direction. It
is drained by numerous streams, among which Kebena, Little Akaki and Great Akaki rivers are the
major ones. All the streams finally join the Great Akaki river, which has a catchment area of 917 km2
at the bridge on the Lebu – Akaki main road. Akaki river is a tributary of Awash River.
The streams draining through Addis Ababa are highly polluted due to uncontrolled disposal of
municipal sewage, industrial wastes and solid wastes into the water bodies as well as urban runoff water
or stormwater entering the streams during the wet seasons. Most of the wastewater reaches the streams
untreated, seriously polluting the water bodies. The discharge of untreated effluents and wastewater
from industries, households and institutions are the main sources of water pollution in the city, with
primary cause of water pollution being industrial wastewater followed by domestic wastewater and
human excreta. Wastewater is discharged directly into streams, while several of them several of which
are important sources of water for small scale farmers in and around the city who produce vegetables
and fodder for livestock. Most industries release their effluents containing pollutants into the natural
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environment including streams and rivers without any treatment, causing serious environmental
pollution with serious health and social effects on those exposed to it. Use of wastewater for producing
vegetables through irrigation is likely to pose high public health risks.
4.1.6 Land Use/Land Cover
According to Addis Ababa City Atlas (2015), about 35% of Addis Ababa city is classified as a built up
area and this is the largest overall land use type. Other land uses include green areas (32%), field crop
(27%) and agriculture (14%). The plantation forests (mainly eucalyptus plantations) that cover the
northern and north-western parts of the city (the Entoto Mountain and its foothills) comprise the greater
portion of the green areas. The predominant land use/land cover around the likely locations for the
SCTDP interventions are residential and commercial areas as well as existing road infrastructure.
Vegetables are grown on the banks of Akaki river and its major tributary through irrigation by diverting
the rivers water. Elsewhere rain-fed cultivation is practiced producing mainly cereal crops, i.e. wheat
and maize. Other land use/land cover types include areas covered by forest & trees, and grasslands
mainly along the Akaki river.
4.2 Ecological Baseline
4.2.1 Vegetation and Flora
According to the general classification of Ethiopian vegetation the climax vegetation of Addis Ababa
and environs is Dry Evergreen Montane Forest and grassland. However, most of the natural vegetation
has been cleared to allow for expansion of cultivation and settlement areas including urbanization of
the city as well as exploitation of wood materials for construction, fuel wood and timber production.
The forest would have been dominated by Juniperus procera (Tid) with stands of Podocarpus falcatus
(Zigba), Acacia abyssinica (Girar), Olea europaea cuspidata (Weira), Hagenia abyssinica (Yekosso
Zaf), Ficus spp. (Sholla), and Croton macrostachyus (Bisana) particularly at the higher altitudes of the
Entoto Mountain range and its foothills.
Currently the Entoto range is largely covered with Eucalyptus plantations, predominantly Eucalyptus
globulus. The area also contains several indigenous tree species of which the most common species
include Juniperus procera, Olinia rochetiana, Myrsine africana, Erica arborea, and Maesa lanceolata.
In addition, the area consists of some sparsely distributed indigenous tree species such as Hagenia
abyssinica, Ilex mitis and Apodytes dimidiata.
The corridors of the SCTDP routes contain little natural vegetation cover since the areas have been
completely transformed into urban settlement. Only some remnant or secondary growth indigenous
trees and shrubs are observed here and there within cultivated lands, along river and stream banks, along
streets, and within tree plantation areas, residential and commercial areas, and compounds of religious
and other institutions.
Several indigenous tree species are observed in the” areas including Acacias (mainly A. abyssinica),
Cordia africana (Wanza), Croton macrostachyus (Bisana), Ficus sur (Sholla), Millettia ferruginea
(Birbira), Olea europaea (Weyra), Albizia schimperiana (Sassa), and Vernonia amygdalina (Girawa).
In most places plantation trees (dominantly exotic species) and shrubs are more common than the
indigenous trees. The commonly observed exotic tree species include Eucalyptus camaldulensis,
Grevillea robusta, Casuarina equisetifolia, Cuppressus lusitanica, Schinus molle and Jacaranda
mimosifolia. Grevillea robusta (Silky Oak) is commonly planted on roadsides and road medians for
town beatification while it also contributes to carbon sequestration.
4.2.2 Habitats and Fauna
The natural habitats of Addis Ababa have been severely degraded; the city now contains few habitats
that could support wildlife except birdlife. As a result, the areas contain only a few wild animals that
able to dwell inside burrows or in the plantation forests. Hyenas are the main wild animal found in the
areas and they scavenge on waste sites around the city. As indicated by local officials and local people
other mammals observed include Common Duiker, Common Jackal, Abyssinian Hare, Bush Pig and
Abyssinian Genet.
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In contrast, the study area contains a variety of both terrestrial and water-birds. The Akaki floodplain is
an important area for birdlife conservation. Because of its importance in supporting wintering water
birds, globally threatened species and biome restricted species, BirdLife International and the Ethiopian
Wildlife and Natural History Society (EWNHS) selected the Lake Aba-Samuel and the wetlands along
Akaki river as one of the “Important Bird Areas (IBAs)” in the country. The Akaki floodplain is often
seasonally inundated mainly in July and August, which attracts large numbers of water birds.
The Akaki IBA is important for wintering water birds with over 20,000 occasionally being present, with
high numbers noted for Ruff, Northern Shoveler and Lesser Flamingo. Resident water-birds occurring
in numbers include Great White Pelican, Yellow-billed Stork, Greater Flamingo, Egyptian Goose,
Yellow-billed Duck, Black-winged Stilt, Black-winded Lapwing and Black Crowned Crane.
Addis Ababa contains a variety of bird species dominated by water-birds, songbirds and seed-eaters.
The water-birds observed on the banks of Akaki river include Wattled Ibis (endemic species), Sacred
Ibis, Egyptian Goose, Yellowbilled Duck, Black-winged Stilt, Spur-winged Plover and Hamerkop.
Songbirds include Speckled Pigeon, Doves (Ring-necked Dove, Red-eyed Dove and Laughing Dove,
Greater Blue-eared Starling, Little Bee-eater, Fork-tailed Drongo, Fan-tailed Raven, Pied Crow, Thick-
billed Raven, Abyssinian Ground-hornbill and Red-billed Oxpecker. Seedeaters comprise Village
Weaver, Speckled Mouse-bird, Swainson’s Sparrow, Ethiopian Boubou, Mocking Cliff Chat, Red-
cheeked Cordon-bleu, and Red-billed Fire-finch. Moreover, several raptors occur in the study areas,
and these include a number of vultures (Egyptian Vulture, Hooded Vulture, White-backed Vulture &
Rüppell’s Vulture), Yellow-billed Kite, Dark Chanting Goshawk and Tawny Eagle.
4.2.3 Protected Areas
There are several protected forest areas in Addis Ababa. These are:
Protected Forest in Nifas Silk Lafto Sub-city
This protected forest is located in Nifas Silk Lafto Sub-city on right bank of Akaki river on hilly terrain.
The forest contains a mixture of indigenous trees as well as exotic trees. The main indigenous trees
occurring in the forest include Acacia abyssinica, A. sieberiana, Croton macrostachyus and Vernonia
amygdalina. Exotic tree species include Eucalyptus camaldulensis, Gravillea robusta, Acacia mearnsii,
and Acacia saligna.
Protected Green Area at Road Median along Mexico Sq. to AU Office
There is a well-managed Green Area at the median of the road running from Mexico square to the
African Union Office. The green area has been developed by the AAC Beautification, Parks and
Cemeteries Development & Administration Agency for town beautification or aesthetic value.
The green area contains several ornamental trees and shrubs as well as a number of herbaceous plants
and grasses. The dominant trees and shrubs are Araucaria heterophylla (Norfolk Island pine), Phoenix
canariensis (Canary Island Date Palm), Callistemon sp. (Bottle-brush) and Rosa abyssinica (Abyssinian
Rose). Figure 5-4 below illustrates parts of the green area.
Tulu Korma Centre for Native Trees
The centre is located at about 3km west of Addis Alem, Oromia Region. The main indigenous tree
species occurring in the area include Acacia abyssinica (dominant), Albizia schimperiana, Croton
macrostachyus, Bersama abyssinca, and Ficus sycomorus. Small trees and shrubs include Dovyalis
abyssinca, Vernonia amygdalina, Calpurna aurea, Carissa spinarum, Euclea divinorum, and Rhus spp.
In addition, the Centre contains other important indigenous trees including Juniperus procera,
Podocarpus falcatus and Olea europaea subsp. cuspidata.
4.3 Socioeconomic Baseline
4.3.1 Population
The Addis Ababa City is structured into ten sub-city and 116 Woreda (district) administrations. The
Woredas are further subdivided into 842 sub-woredas (sub-districts) and 3,003 Sefers (neighborhoods)
(AACA, 2015).
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growth and an increasing population. Population densities of the sub-cities vary between 3,203
people/Km2 and 32, 069 people per Km2. Addis Ketema, Arada, Lideta and Kirkos sub-cities have
higher density, whereas Akaki Kaliti, Bole and Yeka have a lower population density.
4.3.2 Ethnicity and Religion
The largest ethnic groups in Addis Ababa are the Amhara (47.04%), Oromo (19.51%), Gurage
(16.34%), Tigray (6.18%), Silt'e (2.94%) and Gamo (1.68%) (CSA, 2007 Census). All of these ethnic
groups speak their own language. The religious composition in Addis Ababa consists of 74.7%
Orthodox Christian, 16.2% Muslim, 7.77% Protestant and 0.48% Catholic (AACA, 2014).
4.3.3 Occupation
The main sources of employment amongst the economically active population in Addis Ababa City are
self-employment (37.6%) (mainly wholesale and retail); government workers (21.8%) and private
organization employees (19.3%).
4.3.4 Education Status and School Facilities
As of 2015 data, of all population aged ten years and above, about 90% were literate. Of the total
population aged five years and above, 35.3% were currently attending and 55% did attend in the past
(CSA, 2015).
In terms of education facilities, there are 1,085 Early Childhood Care and Education (ECCE) Schools;
795 primaries; 308 secondary schools, 27 universities, and 107 colleges in Addis Ababa (AACA, 2015).
4.3.5 Employment Status and Occupation Groups
The economically active population (including employed and unemployed persons) aged ten and above
was 1,728,296 and population not active was 1,116,099. The activity rate (i.e., labour force participation
rate) of the urban population in Addis Ababa city was 60.8 (CSA, 2015). The unemployment survey of
2012 showed that the highest unemployment rate (23.0%) was observed in Addis Ababa, followed by
Dire 22.7 percent (CSA, 2012).
In the city, the majority of the persons (28%) were engaged in the service and sales occupation category,
followed by engagement in craft and related trade activities (16%) and in elementary occupations
(15%), like street-vending, shoe-shining, messenger services, construction, manufacturing and transport
activity. (CSA, 2015). Unemployment rates are as high as 36% among male youth who have just
graduated high school (WB, 2015).
4.3.6 Income Source and Expenditure
The main expenditure sources in Addis Ababa include wages and salaries (47%), nonagricultural
enterprises (21%), remittances from local households (6%) and urban agriculture enterprises (1%);
other sources accounted for 24% of the total (CSA, 2012). A survey conducted on consumption and
expenditure in 2012 indicated that the expenditure per capita for Addis Ababa was 9,048 Birr1, and per
adult expenditure was 12,701 Birr. The major item groups of expenditure include food and non-
alcoholic beverages, accounting for 39% of average per capita expenditure, with expenditure for
housing, water, fuel& energy accounting for 29%. These two expenditure item categories made up over
two-thirds (68%) of per capita expenditure in Addis Ababa (CSA, 2012).
4.3.7 Gender and Employment Situation
In Addis Ababa city, about 33% of the livestock keeper households are headed by women. The
unemployment rate in Addis Ababa is about 47% and females account for 58% of the unemployed.
There is a high dependency ratio; 69% of the total population depends on the remaining 31% of the
1
47.2 Birr = 1 USD https://nbebank.com/inter-bank-daily-foreign-exchange-rate-in-usd/
EnvironQuest 17
society (ILRI, 2016). The majority of livestock keepers depend solely on livestock farming, while the
rest are retired or civil servant men involved in livestock keeping.
A study undertaken by Azage Tegegne et al. (2002) in Addis Ababa showed that about 45% of livestock
owners are women. The average age of women and men livestock owners is 55 and 57 years,
respectively. The level of education of these farmers ranges from illiterate to secondary school (slightly
more men than women) (ILRI, 2016).
4.3.8 Physical Infrastructure
Electricity
In 2011, only 23% of households across Ethiopia had access to electricity and these were mainly
(85.2%) households located in urban regions. Also, only 4.8% of rural households in that same year had
access to electricity. Between 2000 and 2005 the number of households with access to electricity in
urban and rural areas rose by 10% and 1.5%, respectively.
Solid Waste Management
The estimated daily solid waste generated in Addis Ababa City is about 765 tons with 76% from
residential sources, 9% from commercial areas, 6% from street sweeping, 5% from industries, 3% from
hotels and 1% from hospitals. There is very low solid waste segregation, reuse or recycling, with up to
80% of waste being disposed without any reuse or recycling. Only 65% of the daily solid waste
generated is collected, 5% recycled and 5% composted. The remaining 25% is simply dumped on open
sites, drainage channels, rivers, and valleys as well as on the streets and a small percentage is incinerated
(Mohammed & Elias, 2014). Open burning of refuse in backyards and other open places also remains
a major problem in the city. However, the waste management situation in Addis Ababa is expected to
improve particularly with the new 50MW Reppie waste to energy plant that is expected to incinerate
approximately 1,400 tonnes of waste per day (Climate Action, 2018).
Transportation
The Addis Ababa City road network comprises arterial, sub arterial collector, and local street.
4.4 Public Health
Health Facilities and Services
Health institutions in the city include 58 hospitals (11 are government owned general hospitals and 3
owned by NGOs); 90 health centers (82 run by government, 5 by private and 3 by NGOs)); 592 clinics
(6 government owned, 586 private clinics); and 452 drug vendors (AACA, 2015).
Disability
Disability is one essential component taken into consideration in planning a comprehensive transport
planning. Based on 2007 census, the total disabled population is given as 1.19%, with 1.37 % of the
male population disabled, and 1.02% of females.
Community Health
The most prevalent recorded disease is the acute upper respiratory infection affecting 217,979 people
(29.52% of the cases) in the year 2012. Also, on the list are diseases associated with the eyes and adnexa
(11.51%), pneumonia (9.42%), dyspepsia (8.77%) and dental or gum diseases (8.00%) (Parsons
Brinckerhoff and Tropics Consulting Engineers, 2016).
The HIV population of women and men aged 15-49 in Ethiopia is 0.9%. HIV prevalence is higher
among women than men (1.2% versus 0.6%). Amongst women, HIV prevalence usually rises with age,
affecting 0.4% of women aged 15-19 and 3.0% of women aged 40-44, before decreasing to 1.9% among
those aged 45-49. Among men, HIV prevalence increases from fewer than 0.1% among those aged 15-
19 to 1.6% among men aged 40-49, and then declines to 0.6% among men aged 55-59 (CSA 2016).
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Sanitation
An estimated 72.27% of Addis Ababa residents lack access to adequate toilet facilities (CSA Welfare
Monitoring Survey 2012). The existing Addis Ababa city sewerage system is inadequate, and only
covers about 10 % of the population (Mohammed & Elias, 2014). Hence large segments of the city
rely mostly on pit latrines and septic tanks.
Occupational Safety and Labour Conditions
The labour market situation in Ethiopia also does not conform with good international standards. There
is government interference with labour unions, and men and women frequently work extremely long
hours per week in both the private and public sectors. The proportion of the under-aged population
involved in productive activities as well as paid employees involved in hazardous work has dramatically
increased over the years (Tekleab, 2016). The Ethiopian culture also encourages children to work to
develop skills. Children are paid lower wages than adults, not unionized and are not aware of workers’
rights. According to CSA (2015), 43% of Ethiopian children aged 5 to 17 years were engaged in child
labour, mostly in the agricultural sector. Child labourers are mostly boys, and child labour is more
extensive in rural areas than urban areas. 50% of the child labourers work on average 42 hours per week.
4.5 Cultural, Historical and Archaeological Resources
Addis Ababa is home to several registered heritage sites which include historical churches, mosques,
and public buildings, residences of former notables, monuments, statutes, and others. The major public
buildings are Emperor Menelik’s Entoto Palace (Elefegn and Adarash), Seitan bet (the first Cinema),
GenteLeul Palace (Addis Ababa University), Old Ghibbe, Bank of Abyssinia, Menelik II School and
the Menelik hospital and Taitu Hotel.
The historical worship places include - Holy Maryam Church, Saint Raguel Church and Walle
Mohammed Mosque. Registered monuments include - Abune Petros Statue, Dagmawi Menelik,
Dilachin Hawilt, Yakatit 12, YayewudaAmbesa, and Ras Mekonen Statue. Other registered
archaeological sites include Negus Sahele Selassie palace, Washa Mikael and Entoto palace ruins.
4.6 Gender Issues
Vulnerable Groups
Vulnerable groups, including the disadvantaged, who may be disproportionately impacted by activities
under SCTDP (e.g., loss of land and loss of livelihoods), include women headed households, girls, the
aged, disabled/handicapped and also the unemployed. All policy, planning and infrastructure
development – must take into account the concerns and needs of this group by including them in
engagement and consultation.
Gender and Employment Situation
About 33% of the livestock keeper households are headed by women in Addis Ababa. Females account
for 58% of the unemployed in the city with a high dependency ratio where 69% of the total population
depends on the remaining 31% of the populace. A study by Tegegne et al. (2002) reported that about
45% of livestock owners in Addis Ababa are women.
Gender Household Characteristics
Percentage of household head by gender: According to the household survey report by Ramboll, where
11,548 households were interviewed, 70% of the household heads are male.
Major source of income by gender: According the same survey report, the primary source of household
income is 24% female, 57% male and 18% both.
Household survey respondents by gender: During the household survey 65% of the respondents were
females, which indicates that men with employment in households are more frequent than women (more
women would be expected to be at home in this case).
Driving license: according to the household survey report by Ramboll, on average, only 8% of the
women of the households have a driving license, compared with 39% of men.. The largest ownership
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of a driving license is in the age group 36-40 years, for both women and men, where 13% of women
and 51% of men have a driving license.
Employment by gender: The household survey revealed that the highest levels of employment (formal
or informal, permanent, or temporary) are in the age groups of 26-40 years for women and the age
groups 31-50 for men. In these age groups around 65% of the women and 94% of the men are employed.
Gender and Transport needs
The mobility and transportation of the low-income working class is primarily by means of walking and
by the bus transport services provided by Anbessa City Bus Service Enterprise (ACBE), the city’s
public bus operator. The figures derived from 276 women fuel wood carriers sampled in Addis Ababa
highlighted an average load of 36.2 kg (i.e., 75% of body weight) being carried for an average trip
length of 11.7 km, and close to 17% of the women were carrying loads heavier than their body weight
(TanuPriyaUteng and Jeﬀ Turner, 2019). In average men do 29% more trip legs than women (AACRA,
2020)
Gender-Based Violence and Transport
According to the Ethiopia Demographic and Health Survey (EDHS) report, gender-based violence
remains a major challenge and a threat to women’s empowerment in Ethiopia. Women and girls face
physical, emotional, and sexual abuse that undermines their health and ability to earn a living; disrupts
their social systems and relationships; and robs them of their childhood and education (EDHS, 2016).
Opportunities and Challenges
Data Gap: A national census was last conducted in Addis Ababa in 2007: with the rapid population
growth apparent in Addis Ababa the data in this census is considered outdated. Additionally, there is a
shortage of data on migration. As a result, no projection was made for migration rates and related
dynamics in the country.
Opportunities: New transportation modes can serve as a significant determinant of population
distribution and short-term migration. Also, new transportation modes will increase population density
along the transport corridors, thus creating a kind of urban network among isolated communities or
regions. Major routes of transport and communication lines not only stimulate economic growth, but
also accelerate the process of urbanization. City and town size distribution may show the level and
phase of town development. The net migration rate for Ethiopia is equal to -0.2 per 1,000 people of the
population, illustrating an excess emigration.
4.7 Sensitive Baseline Issues and Risks associated the SCDTP
There are a number of issues arising from the baseline description that are of particular importance with
regards to sensitivities and associated risks of likely significant negative impacts caused by the further
development of the transport network. This are connected in particular with the construction of new
roads / widening of roads and increased motorised transport. These can be summarised as follows:
- Climate Change: Transportation infrastructure, is one of the sectors most threatened by
climate change. Transport can be particularly vulnerable to extreme weather events, such as
severe storms. —
- Air Quality: SCTDP intervention would increase air pollution in the short term during the
construction phase of additional transport infrastructure and could result in a more sustained
elevation of levels of air pollution during the operation of transport developments due to the
increase in motorized transport in the city.
- Biodiversity: areas of the little indigenous vegetation remaining in the city could potentially
be cleared, highlighting the importance of well-informed and sensitive siting of all
infrastructure to avoid clearance except where absolutely necessary.
- Land Use/Land Take: land use change and land take could lead to loss of livelihood among
communities within the 10 sub-cities. Displacement would potentially increase poverty:
communities are concerned about inadequate compensation and livelihood restoration.
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- Poverty: loss of livelihood by petty traders due to road clearance, blockage, and related impacts
could worsen poverty in some of the sub-cities.
- Risk of flooding: due to the types of soils found in large parts of Addis Ababa, variation in
precipitation, increased impermeability of soils due to construction, removal of vegetation and
the narrowing of river basins, there is an increased risk of flooding, which needs to be
considered in the SCDTP planning.
- Risk of surface and underground water pollution: There is currently considerable surface
water pollution due to industrial activities and waste dumping in Addis Ababa. Construction of
new roads would likely worsen the problem.
- Risk of air pollution: Growing motorized transport implies increased air pollution with
associated respiratory diseases. Amongst other measures, green areas need to be kept and
maintained.
- Risk to biodiversity: There are already a lot of non-indigenous trees and other plants in Addis
Ababa city, thus reducing biodiversity. When planting trees along e.g., linear transport
infrastructure, preference should be given to native species.
- Risks to human health: these are associated with the risks outlined above, in connection with
water and air quality, but also e.g., noise and crime potential
- Risks to safety of people, in particular vulnerable groups and women: these need to be
taken into account when planning and designing new infrastructure.
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5. Policy, Legal and Institutional Framework Analysis

Ethiopia has different levels of policy and legislative frameworks that cover various aspects of
environmental and social management and sustainable development issues. The following sections
describe the policies, laws, guidelines and institutional framework that are most relevant to the
environmental and social considerations of the proposed SCTDP.
5.1 Policies
Environmental Policy
The national Environmental Policy aims to improve and enhance the health and quality of life of all
Ethiopians, to promote sustainable social and economic development through sound management and
use of natural, human and cultural resources and their environment as a whole, so as to meet the needs
of the present generation without compromising the ability of future generations to meet their own
needs.
The policy seeks to ensure the empowerment and participation of the people and their organizations at
all levels in environmental management activities, and to raise public awareness and promote
understanding of the essential linkage between environment and development. In addition to its guiding
principles, the policy provides sectoral and cross-sectional environmental policies.
Biodiversity Policy
The policy provides guidance towards the effective conservation, rational development, and sustainable
utilization of the country's biodiversity. In general, the policy consists of comprehensive policy
provisions on the conservation and sustainable utilization of biodiversity.
National Social Protection Policy
The policy gives special attention to the segments of the society vulnerable to the different social and
economic problems, especially children, women, a person with disabilities, elderly, labor constrained
unable to make earnings and the unemployed who are living under difficult circumstances.
The policy requires the government will expand the coverage of the quality of health, education and
social services to enable the poor and vulnerable to access basic services. It seeks to ensure that basic
infrastructure is accessible to a person with disabilities, the elderly and those with mobility constraints
and special needs.
5.2 Legal Framework
Constitution of The Federal Democratic Republic of Ethiopia (Proclamation No.1/1995)
The Constitution provides the overriding principles and legal provisions for all legislative frameworks
in the country. The concept of sustainable development and the environmental rights of the people are
enshrined in the Articles 43, 44 and 92.
Article 43 gives the right to people to improved living standards and to sustainable development. It also
states the people’s right to participate in national development, and in particular, to be consulted with
respect to policies and projects affecting their community.
Article 44 provides that all persons have the right to a clean healthy environment. It also provides all
persons who have been displaced or whose livelihoods have been adversely affected as a result of State
programmes the right to commensurate monetary or other means of compensation including relocation
(resettlement) with adequate State assistance.
Article 92 provides environmental objectives and states that the design and implementation of
development programmes and projects shall not damage or destroy the environment. It also provides
people the right to consultation and expression of views in the planning and implementation of
environmental policies and projects that affect them directly.
According to these provisions, the project proponent and its Contractors have the duty to protect the
environment, the wellbeing of the local communities and mitigate the adverse impacts resulting from
implementation of the project and its subsequent operation. In addition, persons who have lost their
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landholdings and properties due to land acquisition for the purpose of the project are entitled to be
compensated to a similar land and financial compensation for the lost assets.
Article 35 protects the rights of women and addresses the prevalent gender prejudice and practices. This
Article reaffirm that women have equal rights as men, including equal rights in marriage; entitlement
to affirmative action; prohibition of laws, customs and practices oppressing or causing physical or
mental harm to women; right to maternity leave with full pay; right to full consultation in the
formulation of national development policies, the design and execution of projects, particularly when
projects affect the interests of women; property rights to acquire, administer, control, use and transfer
of property; the right to equality in employment, promotion, pay, and the transfer of pension
entitlements; and right of access to family planning education, information and capacity.
Environmental Impact Assessment Proclamation (No.299/2002)
This regulation requires an environmental impact study before a development project is implemented.
The law stipulate project proponent must develop an impact study on its investment activities and
submit it to the Commission of Environment, Forest, and Climate Change and/or the regional
environmental authority for approval. The body will then analyze the study through experts as well as
through public inputs by those in the vicinity of the proposed project (public consultation and
disclosure).
Environmental Pollution Control Proclamation (No.300/2002)
This proclamation aims to realize the effective implementation of the environmental objectives and
goals incorporated in the Environmental Policy. It sets hierarchy of objectives focusing hierarchy of
objectives focusing on prevention, reuse or recycling, sound management and environmental sound
disposal of wastes.
The proclamation provides policy regulatory requirements such as:
● Refraining from polluting, administrative measures on polluters, and obligation to have sound
environmental management plans.
● Providing mitigation measures for some of the socioeconomic and infrastructural development
endeavors with potential to cause environmental impacts detrimental to the development
process itself.
● The need to protect the environment and safeguard human health and well-being, preserve the
biota, and maintain an untainted aesthetic is the duty and responsibility of all; and
● The need to prevent or minimize undesirable pollution resulting from development projects
through appropriate measures.
Furthermore, it empowers the Commission of Environment, Forest and Climate Change or the regional
environmental office to assign environmental inspectors to follow up and ensure the implementation of
environmental standards.
Solid Waste Management Proclamation (No. 513/2007)
The proclamation sets the objective of preventing the possible adverse impacts and to creating the
economically and socially beneficial assets out of solid waste. It sets additional obligations on solid
waste management planning and obligation on urban administrations for following up its
implementation. It requires that construction and demolition wastes should be disposed in accordance
with relevant federal environmental standards. It also provides for preparation of Solid Waste
Management Plans by urban local governments.
Industrial Pollution Regulation (No.159/2008)
The provisions of the regulation apply to factories and industries that are determined by the competent
environmental organ to take appropriate measures to eliminate any risk that might emanate from its
operations (Article 4).
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The regulation requires industries to meet the environmental standards set under the regulation. It also
has a reporting obligation on the industries to ensure the operations of factories from handing of raw
materials to the transportation of final products will not cause damage to human health and the
environment.
Development, Conservation and Utilization of Wildlife Proclamation (No. 541/2007)
The Ethiopian Wildlife Development and Conservation Authority (EWCA) was established by
Proclamation No.575/2008. The objectives of the proclamation are include the following:
a) to conserve, manage, develop, and properly utilize the wildlife resources of Ethiopia.
b) to create conditions necessary for discharging government obligations assumed under treaties
regarding the conservation, development, and utilization of wildlife; and
c) to promote wildlife-based tourism and to encourage private investment.
Forest Development, Conservation and Utilization (No.542/2007),
The proclamation requires regional states to legally designate major forestlands as state forests and
register these as protected and productive forests (Article 8). In such designations, local communities
should be consulted and participate. It provides rules regarding the conservation, utilization, and
administration of state forests. These include but are not limited to the following:
a) Forest development, conservation and utilization plans shall be formulated to allow the
participation of local communities in the development and conservation and in the sharing of
benefits from the development of state forests.
b) Forests shall be protected from forest fire, unauthorized settlement, deforestation, undertaking
of mining activities and other similar dangers.
c) Conditions shall be facilitated whereby inhabitants within a state forest shall continue living
in the forest, while participating in its development and conservation in a manner that shall not
obstruct forest development; or, based on a study and in consultation with the appropriate
body, they shall evacuate the forest area and settle in other suitable areas (Art. 9 (8)).
The proclamation determines activities prohibited in state and protected forests (Art. 14) including the
construction of road and illegal logging. It requires private forest developers to obtain licenses for
harvesting and transporting forest products (Art. 13).
Ethiopian Water Resources Management Proclamation (197/2000)
The Proclamation requires that water resources be protected and utilized for the highest social and
economic benefits of the people. It promotes the conservation and sustainable management of water
resources. The Ministry of Water, Irrigation and Energy is the mandated office, in collaboration and in
consultation with the appropriate public and regional offices; for implementing the proclamation.
Labour Proclamation (377/2003)
The proclamation sets legal obligations for the protection of the workforce health and safety.
Accordingly, it obliges the employer to take the necessary measure for adequate safeguarding of the
workers in terms of their health and safety.
The Proclamation sets working hours of young workers (between 14-18 years of age) to seven hours
daily, and clearly states that they should not work nights (10 pm-6am), and should be entitled to
holidays, overtime and weekly rest days. The Proclamation prohibits child employment aged 14 and
less; and the engagement of young workers in types of employments that are considered hazardous.
5.3 Environmental Guidelines and Standards
Environmental guidelines are one of the tools for facilitating the inclusion of environmental issues and
principles of sustainable development into development projects. The different guidelines and standards
that are relevant for preparation of a SESA are described below.
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- Environmental Impact Assessment Guideline (2000)

The guideline provides guidance to project proponents, regional governments and other parties involved
to participate in the EIA process in a meaningful manner. The guideline indicates that EIA, strategic
environmental assessment, social impact assessment, and project environmental assessment can be
carried out in conjunction with each other.
The ESIA guideline covers sectors including agriculture, industry, transport, mining, dams and
reservoirs, tanneries, textiles, hydropower generation, irrigation projects and resettlement. The
Guideline focuses on the implementation of the following principles:
● The application of the EIA process at an early-stage investment planning.
● The participation of all interested and affected parties in the process.
● The consideration of all feasible alternatives for the project; and
● The application of an operational system that ensures transparency and accountability.
The EIA guideline also provides principles and process for engaging the public and other Parties that
could be potentially impacted by the project. Public consultation is an important element of the planning
and implementation of all development project. Public consultation is necessary to ascertain the public’s
views opinions and concerns.
- EIA Procedural Guideline (2003)
This guideline outlines the screening, review, and approval process for development projects in Ethiopia
and the guideline defines the criteria for the ESIA. The EIA sets three categories:
Schedule 1: This category includes projects that may have adverse and significant environmental
impacts thus requiring a full EIA study.
Schedule 2: Projects whose type, scale or other relevant characteristics have potential to cause some
significant environmental impacts but are not likely to warrant a full EIA study fall under this group.
Schedule 3: Projects which would have no impact and do not require an EIA.
The guideline, however, also specifies particular circumstances under which mandatory and full EIA
study would be required, irrespective of the nature of the project. The projects defined as mandatory
under Schedule 1 include those sited on land prone to erosion; desertification; areas of historic or
archaeological interest; important landscape; and areas of religiously importance.
- Environmental and Social Management Plan Preparation Guideline (2004)
This guideline provides the essential components to be covered in any environmental and social
management plan (ESMP), including identifying impacts, mitigation measures and monitoring
procedures to be followed by the project. The guideline also provides institutional arrangements for
implementation.
- Projects Subject to Environmental Impact Assessment Directive (1/2008)
The directive identifies investment projects subject to mandatory ESIA and provides extensive list of
project types requiring ESIA. The regions are entitled to issue a similar directive to their own specific
cases based on Directive 1/2008. An .
Federal Rural Land Administration and Land Use Proclamation (No.456/2005)
The proclamation provides for the rights of private investors, government and non-governmental
organizations own land. It reaffirms the Constitutional provision that ‘peasant farmers/pastoralists
engaged in agriculture for a living shall be given rural land free of charge’ (Article 5(1) (a)).
The proclamation enumerates obligations of rural land users:
● A holder of rural land shall be obliged to use and protect his land. When the land is damaged, the
user of the land shall lose his use right (Article 10(1)).
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● Where irrigation canals are constructed, the holder shall have the obligation to allow the
construction of irrigation lines and other infrastructures if they cross his land holding (Article
10(2)).
● The holder of rural land shall have the obligation to cooperate when requested by the competent
authority to measure and survey his land (Article 10(3)); and
● Any rural landholder shall have the obligation to notify the competent authority when he abandons
his land use right of their own will (Article 10(4).
Expropriation of Landholding for Public Purposes and Payment of Compensation Proclamation
(No.455/2005)
This Proclamation provides legal principles and framework for expropriation and compensation for
government needs to use land for development works. It provides that local administration or urban
administration upon the payment of compensation: have the power to expropriate rural or urban
landholdings for public purpose where it believes that it should be used for a better development project
to be carried out by public entities, private investors, cooperative societies or other organs, or where
such expropriation has been decided by the appropriate higher regional or federal government organ for
the same purpose.
Compensation shall be in accordance with Article 7 (1). This provision provides that land holder whose
holding has been expropriated shall be entitled to payment of compensation for his property situated on
the land and for permanent improvements he made. Further Article 7(2) states that “the amount of
compensation for property situated on the expropriated land shall be determined on the basis of
replacement cost of the property”.
5.4 Addis Ababa City Legislations
The federal legislation and regulations discussed under the sections above are applicable in the different
regional states and the Addis Ababa city administration. However, these regional states and the city
administration have th right to enact regulations that are more stringent.
Addis Ababa City Transport Policy
The Addis Ababa Transport Policy was formulated to support and create links with neighbouring cities,
regional capitals (cities) and international conditions. This policy identified the main transportation
challenges and elaborated a vision for making the transport service accessible in the city.
The transport challenges identified include:
● Poor access to workplace, education institutions, health, and other services due to lack of public
transport service.
● Continuous increases in transport fares especially for low-income groups.
● Lack of smooth traffic flow, lack of infrastructure for Non-Motorized Transport; and
● Increasing air and noise pollution under the urban transport system.
Addis Ababa City Administration Directive on Compensation of Assets and Replacement of Land for
Expropriation of Landholdings for Public Purposes
Pursuant to Article 14(2) of Proclamation No. 455/2005, the Addis Ababa City Council issued an
amended directive (no. 19/2014) on compensation of assets and replacement of land for expropriation
of landholdings for public purposes. The Directive provides procedures for expropriation of land
holdings, involvement of the affected holders, collection of data on land holdings and assets,
determination of the legality of affected holdings and properties, assessment of the basis and amounts
of compensation for properties, determination of displacement compensation for private residential
houses or enterprises and for land used for seasonal crops and perennial crops production, determination
of land or house replacement, procedures of expropriation orders and complaints/grievances, and
procedures for restoration and support for displaced people.
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The landholder needs to provide evidence of landholding rights and property ownership for both urban
and rural areas. If the development will result in the need for displacement from housing rented from
government, then the lessee will need to provide evidence of a legal contract agreement for that rental.
Compensation will not be paid for property developed after the cut-off date if the affected property does
not have any legal evidence. Assets which are the property of Addis Ababa City Administration will
not be compensated.
Addis Ababa City Master Plan (AACMP)
The master plan (proclamation no. 17/2004) mandated the preparation and issuance of a ten-year plan
(2013-2021) with an aim of creating conducive environment for the development of the Addis Ababa
city. It seeks to promotes the social, cultural and environmental objectives in accordance with the
Constitution and the Addis Ababa City Government Proclamation No.361/2003.
The plan sets different sectoral goals including a land use development plan, transport, and road network
plan, building height plan, city center development plan, environmental plan, industry development
plan, river buffer development plan, municipal and social service provision plan, and an economic plan.
In relation to the transport system and roads, the master plan sets an objective to prepare a detailed
Transport Plan for the city for the next 10 to 25 years and increase road density from the existing 13%
to 25%.
The plan sets the principles of urban planning, which include:
• Conformity with the hierarchy of plans.
• Sharing the national vision and standard as well as capable of being implemented.
• Consideration of inter-urban and urban-rural linkages.
• Delineation of spatial frame for urban centres in view of efficient land utilization.
• Ensure satisfaction of the society through public participation, transparency, and accountability.
• Promotion of balanced and mixed population distribution.
• Safeguarding the environment and the urban community.
• Preservation and restoration of historical and cultural heritages.
• Balancing public and private interests to ensure sustainable development.
5.5 International Conventions and Protocols
Applicable international conventions and protocols that have been ratified by Ethiopia include:
• Convention on Biological Diversity (CBD), 1994
• Cartagena Protocol on Biosafety to the Convention on Biological Diversity, 2003
• Convention to Combat Desertification, 1997
• International Treaty on plant genetic resources for food and Agriculture, 2003
• Vienna Convention for the Protection of the Ozone Layer, 1996
• Montreal Protocol on Ozone Depleting Substances, 1996
• UN Framework Convention on Climate Change (UNFCCC), 1994
• Kyoto Protocol to the UNFCCC, 2005
• Paris Agreement on Climate Change, 2016
• Stockholm Convention on Persistent Organic Substances, 2002
• Rotterdam Convention on Hazardous Chemicals & Pesticides in International Trade, 2000
• Basel Convention on Movement of Hazardous Wastes and their Disposal, 2000
• Basel Ban Amendment, 2003
• Protocol on Liability and Compensation for Damages Resulting from Transboundary Movements
of Hazardous Wastes and Their Disposal, 2003
• Bamako Convention on Movement & Management of Hazardous Wastes within Africa. 2002
• Convention on International Trade in Endangered Species of Wild Fauna and Flora, 1989
5.6 Review of TRANSIP ESMF and RPF
The TRANSIP addresses the transport planning and transport system development. The transport
planning pillar is set to craft the overall transport development strategy of the city, whereby there will
EnvironQuest 27
be a clear vision and implementation strategy to develop sustainable urban transport system over the
coming 10 - 20 years. The planning deals with two concepts; the development of a comprehensive
transport master plan and the development of a transit-oriented development programme; and it also
sets out implementation strategies for the plans. The second major pillar of the World Bank financed
projects is transport system development, which comprises public transport improvement, traffic
management, and a capacity development programme. In general, it is envisioned that the transport
system of Addis Ababa will be reliable, accessible, affordable, comfortable, and safe.
The TRANSIP comprise three main components which consist of several sub-components:
• improved the traffic signal system, road and pedestrian safety, parking, traffic enforcement,
public transport,
• improved integrated urban planning and transport, including institutional strengthening.
• development of an integrated transport and management information system.
The TRANSIP has the potential to provide significant socioeconomic benefits, and to deliver
environmental benefits. However, there are risks of adverse environmental and social impacts
associated with the inherent environmental risks involved in infrastructure projects, including ambient
air pollution especially through vehicle emissions and particulate matter/dust releases, increased noise
levels, safety and accident incidents, pollution or contamination of waterways and groundwater sources,
and secondary impacts owing to the sourcing of construction materials.
The social risks include impacts on people, buildings, economic and social activities in the vicinity of
transport project developments, an influx of people to certain areas due to better provision of facilities
and improved access, risks of disruption to livelihoods and potential for economic resettlement and
displacement of people associated with land.
The TRANSIP subprojects are expected to result in significant social benefits and positive
environmental impacts. The potential environmental and social benefits of the TRANSIP are
employment generation, accessible and affordable transport, fuel economy, various economic benefits,
and reduced pollution and improve welfare of the city residents in many ways.
The TRANSIP ESMF provides a framework for the Addis Ababa City Administration and the
implementing agencies to facilitate compliance with relevant National, the World Bank and other
safeguard requirements for sub-projects under the TRANSIP in a coherent manner. The ESMF is a
safeguard framework to examine the environmental and social impacts of the TRANSIP sub-projects.
The overall objective of the TRANSIP ESMF is to assess the potential adverse environmental and social
issues or impacts commonly associated with road project activities and the ways to avoid, minimize, or
mitigate them; establish clear procedures and methodologies for the environmental and social
assessment, review, approval and implementation of EMPs of sub-projects.
The ESMF is complemented by an RPF that establishes the Project resettlement and compensation
principles and implementation arrangements. TRANSIP is primarily intended to alleviate the current
transport challenges the city of Addis Ababa has faced, and to improve and transform the transport
systems management in Ethiopia. It is assumed that the project will create a platform to learn lessons
and develop practices for the development of the transportation system through the coordinated and
synergetic work of each stakeholder.
5.7 World Bank Environmental and Social Framework (ESF)
The World Bank Environmental and Social Standards set out in the ESF enable the Bank to assess the
environmental and social risks of projects and to improve development outcomes. The ESF covers the
environmental and social risks of the project through advancing the transparency, non-discrimination,
public participation, and accountability.
The Bank sets ten ESS standards for accessing the environmental and social impacts,
● Environmental and Social Standard 1 (ESS1): Assessment and Management of Environmental
and Social Risks and Impacts
● Environmental and Social Standard 2 (ESS2): Labour and Working Conditions.
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● Environmental and Social Standard 3 (ESS3): Resource Efficiency and Pollution Prevention
and Management.
● Environmental and Social Standard 4 (ESS4): Community Health and Safety.
● Environmental and Social Standard 5 (ESS5): Land Acquisition, Restrictions on Land Use and
Involuntary Resettlement.
● Environmental and Social Standard 6 (ESS6): Biodiversity Conservation and Sustainable
Management of Living Natural Resources.
● Environmental and Social Standard 7 (ESS7): Indigenous Peoples/Sub-Saharan African
Historically Underserved Traditional Local Communities.
● Environmental and Social Standard 8 (ESS8): Cultural Heritage.
● Environmental and Social Standard 9 (ESS9): Financial Intermediaries; and
● Environmental and Social Standard 10 (ESS10): Stake-holder Engagement and Information
Disclosure
Amongst the above ESSs, the following are applicable to this project.
ESS1: Assessment and Management of Environmental and Social Risks and Impacts
ESS1 sets that the need of accessing, managing, monitoring environmental and social risks and impacts
associated with each stage of a project to achieve environmental and social outcomes consistent with
ESSs. The ESS1 is applicable to this project and sets out requirements on environmental and social
assessment of the project, environmental and social commitment plan of the project and management
of the contractors.
The Annex 1 of the ESS1 provides different methods and tools can be used for environmental and social
assessments and to assess the environmental and social risks and impacts of a project throughout the
project life cycle. These are used on the basis of the nature and scale of the project and include a
combination or elements of the following: Environmental and Social Impact Assessment (ESIA),
Environmental and Social Audit, Hazard or Risk Assessment, Cumulative Impact Assessment, Social
and Conflict Analysis, Environmental and Social Management Plan (ESMP), Regional ESIA,
Environmental and Social Management Framework (ESMF) and Strategic Environmental and Social
Assessment (SESA).
ESS5: Land Acquisition, Restrictions on Land Use and Involuntary Resettlement.
Project-related land acquisition and restrictions on land use can have adverse impacts on communities.
The impact may cause physical displacement (relocation, loss of residential land or loss of shelter),
and/or economic displacement (loss of land, assets or access to assets, leading to loss of income sources
or other means of livelihood).
ESS 5 applies to permanent or temporary physical and economic displacement resulting from land
acquisition or restrictions on land use undertaken or imposed in connection with project
implementation:
● Land rights or land use rights acquired or restricted through expropriation or other compulsory
procedures in accordance with national law.
● Land rights or land use rights acquired or restricted through negotiated settlements with
property owners or those with legal rights to the land if failure to reach settlement would have
resulted in expropriation or other compulsory procedures.
● Restrictions on land use and access to natural resources that cause a community or groups
within a community to lose access to resource usage where they have traditional or customary
tenure, or recognizable usage rights.
● Relocation of people without formal, traditional, or recognizable usage rights, who are
occupying or utilizing land prior to a project- specific cut-off date.
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● Displacement of people as a result of project impacts that render their land unusable or
inaccessible.
● Restriction on access to land or use of other resources including communal property and natural
resources such as marine and aquatic resources, timber and non-timber forest products, fresh
water,
● Land rights or claims to land, or resources relinquished by individuals or communities without
full payment of compensation, and
● Land acquisition or land use restrictions occurring prior to the project, but which were
undertaken or initiated in anticipation of, or in preparation for, the project. medicinal plants,
hunting and gathering grounds and grazing and cropping areas.
The ESS 5 provides procedures for displacement, resettlement plan, resettlement framework and
process in accordance with the nature and type of the project.
ESS8: Cultural Heritage
ESS8 recognizes that cultural heritage provides continuity in tangible and intangible forms between the
past, present, and future. It also recognizes that the cultural heritage as a reflection and expression of
the community. This also forms integral part of people’s cultural identity and practice. ESS8 sets out
measures this project needs to implement throughout the project life cycle to protect cultural heritage.
Similar to the ESS5, further applicability of ESS8 is established during the environmental and social
assessment described in ESS.
ESS8 will apply to all projects that are likely to have risks or impacts on cultural heritage including.
● involving excavations, demolition, flooding, or other changes in the physical environment.
● located within a legally protected area or a legally defined buffer zone.
● located in the vicinity of, a recognized cultural heritage site; or
● designed to support the conservation, management and use of cultural heritage.
The ESS 8 requires the project to avoid impacts on cultural heritage, and if not possible identify and
implement measures to address impacts. The measure includes developing cultural heritage
management plan in accordance with the type and nature of the impacts.
ESS10: Stakeholder Engagement and Information Disclosure
ESS10 requires stakeholder engagement to be an inclusive process conducted throughout the project
life cycle. Stakeholders are individuals or groups who: are affected or likely to be affected by the project
(project-affected parties); and or may have an interest in the project (other interested parties).
The ESS 10 aim to support the development of strong, constructive and responsive relationships that
are important for success full management of a project’s environmental and social risks. The process of
stakeholder engagement will involve the following, as set out in further detail in this ESS: (i)
stakeholder identification and analysis; (ii) planning how the engagement with stakeholders will take
place; (iii) disclosure of information; (iv) consultation with stakeholders; (v) addressing and responding
to grievances; and (vi) reporting to stakeholders.
World Bank Gender Strategy
The World Bank Gender Strategy aims to provide guidance to client to achieve gender equity in the
implementation of projects. It aims to close gaps between males and females globally in tackling
poverty and driving sustainable economic growth.
The gender strategy aims to mainstream gender consideration in the project planning, process, outcomes
and results. The Strategy focuses on four objectives: improving human endowments, removing
constraints for better more and better jobs, removing barriers to women’s ownerships of and control
over assets, and enhancing women’s voice. Therefore, the SESA would aim to mainstream gender
consideration from its preparation to the implementation.
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5.8 Institutional Frameworks

Establishment of Environmental Protection Organs Proclamation (No.295/2002)
This Proclamation re-established the EPA as an autonomous public institution of the Federal
Government of Ethiopia. It also empowers every competent agency to establish or designate an
environmental unit (Sectoral Environmental Unit) that shall be responsible for coordination and follow-
up so that the activities of the competent agency are in harmony with this Proclamation and with other
environmental protection requirements.
Furthermore, it requires that each regional state shall establish an independent regional environmental
agency or designate an existing agency that shall (based on the Ethiopian Environmental Policy and
Conservation Strategy) be responsible for:
• Ensuring public participation in decision-making process.
• Coordinating the formulation, implementation, review and revision of regional conservation
strategies.
• Environmental monitoring, protection and regulation.
The proclamation widens the EPA’s mandate to coordination and monitoring aspects and also to:
• establish a system for EIA of projects, policies, strategies, laws and programs.
• enforce implementation of this EIA process (i.e., review EIA reports) and the recommendations
which result from it for projects that are subject to Federal licensing, execution or supervision.
• determine environmental standards and ensure their compliance.
• enter any land, premises or any other places that falls under the Federal jurisdiction, inspect
anything and take samples as deemed necessary with a view to ascertaining compliance with
environmental protection requirements.
• ensure implementation of environmental protection laws.
The Environmental Protection Authority
The Environmental Protection Authority (EPA) was established by Proclamation 9/1995 as an
autonomous government body reporting directly to the Prime Minister. It has a broad mandate covering
environmental matters at Federal level. The main responsibilities are:
• preparation of environmental protection policies and laws and to ensure that these are
implemented.
• preparation of directives and implementation of systems necessary for the evaluation of the
impact of projects on the environment.
• preparation of environmental protection standards and implementation of directives
concerning soil, water and air.
• the conduct of studies on desertification and the co-ordination of efforts to combat it.
• preparation of recommendations regarding measures needed to protect the environment.
• enhancement of environmental awareness programmes.
• implementation of international treaties concerning the environment to which Ethiopia is a
signatory.
• provision of advice and technical support to the regions on environmental matters.
Environment, Forest and Climate Change Commission (No. 916/2015)
The Environment, Forest and Climate Change Commission (EFCCC) is responsible to ensure the
realization of the environmental policy, rights, goals, objectives and basic principles enshrined in the
Constitution.
EnvironQuest 31
The duties of the Ministry of Environment, Forest and Climate Change include:
● Coordinate activities to ensure that the environmental objectives provided under the
Constitution and the basic principles set out in the Environmental Policy are realized.
● Establish a system and follow up implementation for undertaking EIA or SEA on social and
economic development polices, strategies, laws, programmes and project set by the government
or the private sector
● Prepare a mechanism that promotes social, economic and environmental justice and channel a
major part of benefit derived thereof to the affected communities to reduce emissions of
greenhouse gases that would otherwise have resulted from deforestation and forest degradation.
● Coordinate actions on soliciting the resources required for building a climate resilient green
economy in all sectors and at all regional levels; as well as provide capacity building support
and advisory services.
● Establish a system for evaluating and decision making, in accordance with the Environmental
Impact Assessment Proclamation, the impacts of implementation of investment programmes
and projects on environment prior to approvals of their implementation by the concerned
sectoral licensing organ or the concerned regional organ.
Ethiopian Road Authority
The Ethiopian Roads Authority (ERA) was established by Proclamation no 256/67 to provide for the
control and regulation of travel and transport on the road. ERA is mandated to develop and manage
roads in Ethiopia. The ERA is responsible for the planning, construction and maintenance of the
country’s network of trunks and major links roads. Regional Rural Road Authorities (RRAs) are
mandated to for the administration of rural and regional roads.
Addis Ababa Regional Government Environment Protection Authority
Proclamation 299/2002 gives regional environmental agencies the responsibility to evaluate ESIA
reports of projects that are licensed, executed or supervised by regional states and that are not likely to
generate inter-regional impacts. Regional environmental agencies are also responsible for monitoring,
auditing, and regulating implementation of such projects.
Addis Ababa City Administration established the Addis Ababa Region Environment Protection
Authority in the early 1990s. The Addis Ababa EPA has also promulgated regulations that include
“AACG Environmental Impact Assessment Regulation 21/2006.”
Ababa Ababa City Road Authorities
Addis Ababa Road and Transport Bureau is responsible for the implementation of the SCTDP at the
city level, whereas the Addis Ababa City Roads Authority is delegated by AARTB for fiduciary
functions including procurement, managing resources, accounting, and reporting on those resources.
EnvironQuest 32
6. Stakeholder’s Identification and Analysis

The summary of the stakeholder engagement which commenced in September 2020 as part of the SESA
is presented in this chapter. The engagement process was designed to meet the requirements of both the
Ethiopia Environmental Impact Assessment Guideline (2000) and the World Bank ESS-10, for the
implementation of SESA.
This process was approached in such a manner as to achieve the following objectives:
• ensure that this SESA is inclusive and transparent.
• ensure that the stakeholders are well informed about the TDP as it develops.
• ensure that stakeholders are involved in impact assessment and mitigation.
• establish and maintain a productive relationship between the TDP PIU and stakeholders.
• ensure compliance with both national regulatory requirements and international best practice.
It should be noted that the amount of direct stakeholder consultation was limited by the restrictions on
travel and meetings imposed in response to the COVID-19 pandemic, as described later in this section.
This required that engagement efforts were concentrated on the most important and accessible
stakeholders.
6.1 Stakeholder Identification and Mapping
Stakeholder Identification
Stakeholder identification was undertaken through a brainstorming process and to guide the exercise,
the following questions were asked:
• Which people/groups/institutions would be interested in the TDP and implementation?
• What is/would be their role?
• Who are the potential beneficiaries of the TDP?
• Who might be adversely impacted?
• Who has constraints about the initiative?
• Who may impact the Master Plan?
• Who has the power to influence?
From the outcome of this exercise, stakeholders were identified and mapped according to the element
of the SESA they can influence, where their relevance are required, or component of the SCTDP project
that impact on their interest, and areas where they can provide relevant information. See Section 3,
Table 3.2
Stakeholder Analysis
The stakeholders were analysed and grouped using a power-interest grid, grouping them according to
their levels of participation, interest, and influence on the SCTDP project (Figure 6.1) and a
communication strategy was developed on how best to involve and communicate with each of these
stakeholders to ensure interactions and participation in the SEA process. Table 6.1 below summarises
the category of stakeholders. They fall primarily into key, important, and affected stakeholders.
Figure 6.1: Power - Interest Grid Analysis of Stakeholder
EnvironQuest 33
Table 6.1: Stakeholder Communication Strategy

Category Institution/Stakeholder Communication strategy
Key Ethiopian Ministry of Transport Close contact (phone calls, emails,
Stakeholder Ethiopian Environmental Protection Climate meetings, workshops)
Change Commission
Addis Ababa City Government Administration
Addis Ababa Land Development and Management
Bureau.
Addis Ababa City Government Environmental
Protection & Green Development Commission
(AAEGDC)
Addis Ababa City Resilience Project Office
Addis Ababa City Green Development Commission
Addis Ababa City Administration Bureau of Labour &
Social Affairs.
Oromia government representatives (Deputy Mayor)
Addis Ababa Water and Sewage Authority (AAWSA)
Transportation Infrastructure Assets Management
System (TIAMS)
Important Addis Ababa City Road Authority (AACRA) Regular interaction
Stakeholder Addis Ababa Transport Authority (emails, meetings, workshops)
Addis Ababa City Administration Transport
Bureau (AACATB)
RTMA
AACTA
Ministry of Transport (MoT)
RTMA
ACBSE
Affected Representatives of Communities from Addis Ababa Focus Group Discussion, Media,
Stakeholder 10 sub-cities: - Akaki-Kaliti, Nefas-SilkLafito, Kolfe- Workshop
Keranio, Gulel, Ldeta, Kirikos, Arada, Addis-Ketema,
Yeka and Bole
PWD association, elderly association Women
associations including Addis Ababa women
affairs, labour and social affairs office
Federation of Ethiopian National Associations of
Persons with Disabilities (FENAPD).
Addis Ababa Women’s Association
Addis Ababa Women, Children & Youth Affairs
Bureau
Addis Ababa’s Woreda representative
organizations
Organization for Women in Self Employment (WISE)
Ethiopian Centre for Disability and Development
(ECDD)
Anbessa City Bus Service Enterprise
6.2 Stakeholder Engagement

COVID-19 restrictions on meetings and travel significantly affected the project approach, notably the
consultation as most meetings were conducted online. The few consultation sessions held were mostly
with Government agencies and communities’ representatives from the ten sub-cities were also quite
brief and affected the quality of data that could have been captured.
This constraint shaped the methodology and the nature of data presented in the SESA. We would have
been able to conduct more sessions and meetings specially to obtain more primary data for baseline and
the views of the stakeholders on the project. Subsequently, in closing these gaps, we have to draw on
the public consultation held by Ramboll on the SCTDP key issues. We also consulted other sources –
the TRANSIP ESMF and past transport related studies conducted in Addis Ababa.
EnvironQuest 34
6.2.1 Stakeholder Meetings

Scoping Phase Engagement
A scoping workshop was conducted as part of the SESA process to define the scope, to prioritize the
key issues to be addressed and to conduct stakeholder analysis. Due to COVID-19 restrictions,
engagement and consultations at the scoping phase were brief with the communities’ representative
form Addis Ababa ten sub-cities and other stakeholders. Several virtual meetings were held between
the SESA team, PIU, AACRA and other stakeholders to achieve the aim of the scoping activity:
• Obtain views and comments on the stakeholder analysis.
• Establish factors and conditions required for the success of an integrated transport planning
process and plan.
• Identify stakeholders’ perceptions of the main environmental sustainability (natural resources
or bio-physical, socio-cultural, economic, and institutional) issues of concern and desired aims
about the TDP. This forms the basis for the scope of the SESA study.
The scoping workshop held by Ramboll on 30 June 2019 was also a reviewed. The key issue raised
relevant to the development of the transport development plan and the SESA are presented below:
Table 6.2: Scope highlighted during Scoping Workshop
Issues Concerned Party
• In addition to roads, the provision of, and access to, and transportation through other SCTDP consultant
modes of transport, particularly rail and inland waterways, to be considered
• The need for a multi-modal approach to deal with transport safety and security.
• The provision of transport solutions to enable adaptation to the effects of climate
change.
• The need to strategically link rural and urban production areas so that untapped areas
in the country can be opened to development.
• The development of a transport network, rather than transport corridors.
• Environmental considerations: specifically impacts on air quality, loss of biodiversity SCTDP and the
and habitats, land degradation and water quality due to transportation projects. SESA consultant
• Social/socio-cultural considerations: Transportation safety, relocation and involuntary
resettlement, accessibility by all to basic social and technical services through
transportation, and public health concerns.
• Gender Consideration: accommodate the peculiarity of disable and the vulnerable
group including the elderly, women and their children, people with disability.
• Economic considerations: economic growth and stability, job creation and income
generation and poverty reduction.
• Institutional considerations: good governance, inter and cross-sectoral institutional
collaboration and coordination roles and mandates.
Baseline Phase Engagement

Six (6) stakeholder meetings were held at different times during the study as shown in Table 6.1 and
questionnaires were also distributed to obtain information on the TDP as well as its environmental,
social and gender aspects. The engagement was limited to the stakeholder groups mentioned in e Table
6.1, including representatives from Addis Ababa sub cities, due to restrictions on gathering during the
period that constrained engagement efforts. This notwithstanding, the SESA team also progressed
consultation through electronic media (emails, e-meets).
The main issues discussed during the stakeholder consultation meetings include the following:
• Stakeholders’ awareness or information about the proposed project before the meeting,
• Stakeholder’s experience of similar projects, if any,
• Potential project impacts or concerns about the proposed project activities,
• Mitigation measures to be considered during the TDP preparation and implementation, and
• Any other relevant issues
The detailed discussions were attached in Appendix F.
EnvironQuest 35
Table 6.1: Stakeholder Meeting: Date Held, Participant and Venue

Date Location/Venue Attendee
Representatives from ten Addis Ababa Sub cities: -
Akaki-Kaliti, Nefas-SilkLafito, Kolfe-Keranio, Gulel,
15/11/2020 Sheble Hotel Meeting Hall
Ldeta, Kirikos, Arada, Addis-Ketema, Yeka and
Bole including Men, Women, CBOs, Youths, etc.
Deputy Manager’s office, Anbesa City
26/10/2020 Anbesa City Bus Service Enterprise
Bus Service Enterprise
12/10/2020 ECDD Library Ethiopian center for Disability Development (ECDD)
Addis Ababa Women and Children Affairs Bureau
08 /10/2020 AACAWCB office
(AACAWCB)
01/10/2020 Deputy Manager’s Office 108, building 8 Addis Ababa Transport Authority
Addis Ababa City Government

Addis Ababa City Government Planning
28/09/2020 Planning and Development Commission
and Development Commission office
office
6.2.2 Summary of Key Issues/Concern Raised and Responses

The key institutional stakeholders and communities’ representatives raised several questions, issues,
and concerns. The key issues, recommendations proffered to address the issues, and the responses
provided by the SESA Team are summarized in Table 6.2. Detailed account of minutes of public
consultations and record of attendance are documented in Appendix F.
Overall, the development of a SCTDP was highly welcomed and appreciated. Stakeholders pointed
out that the Plan would provide a guide on matters of transport infrastructure development.
EnvironQuest 36
Ethiopia SCTDP SES Strategic Environmental & Social Assessment
Table 6.2: Key Issue Raised During Stakeholder Meetings

Key Issues and Concerns Raised by
Actions Recommended by Stakeholders Responses of SESA Team Source of Issue/Concern
Stakeholders
General
Experience of previous plan and Appreciated the participants for sharing Noted Representatives of communities in the sub-
programme such information and this will be a lesson for cities
previous plan and programmes of similar the SCTDP project in assessing the
nature including road construction, urban significant impacts and designing
renewal development, water supply and appropriate mitigation measures.
sewerage constructions, etc. that been
developed cause the following: impediment
to traffic movements, increased traffic
accidents; safety risks at excavation areas;
dust and noise pollution; extended
construction period
Support for the implementation of the None The SESA team appreciated the All Stakeholders
SCTDP participants for expressing their willingness
Stakeholders disclosed that they will provide to support the SCTDP
all necessary support for the successful
implementation of the plan and programme
They believed that implementation of the
project will contribute a lot to permanently
solve the traffic challenges in Ethiopia
Environment
Congestion and pollution The SCTDP plan should consider proper The issue and proposed mitigation were Anbessa Bus Enterprise
The mobility of Anbessa bus transport is road marking, good planning at all traffic well noted, and it will be included in the
affected by traffic congestion arising from junctions and intersections. The use of SESA
poor lane use by drivers, exacerbated by technologies to prevent congestion and the
poor transport planning, inadequate/worn- associated problem of air pollution should
out infrastructure, traditional and manual be considered.
transport operations. This congestion
constitutes a pollution nuisance and affects
people’s health
Climate Change None To be addressed RAMBOLL SCDTP stakeholder Source:
Considering climate change topics, a goal AA_SCTDP_D7_Transport_Vision_and_Goa
can be added to minimize the GHG ls_V1.0
emissions from transport sector:
"greenhouse gas (GHG) emissions in Addis
Ababa- transportation contributes to around
EnvironQuest 37
47% of Addis’ total emissions. " (C40

website)
Curbing Pollution None To be addressed RAMBOLL SCDTP stakeholder Source:
Consider introduction of Low Emission AA_SCTDP_D7_Transport_Vision_and_Goa
Zones in central areas to curb pollution, and ls_V1.0
add targets or statements of intent to
reduce noise and air pollution.
Energy Management None Regular training and periodic inspections for RAMBOLL SCDTP stakeholder Source:
Suggestion: Provide regular trainins for professional drivers will be included as part AA_SCTDP_D7_Transport_Vision_and_Goa
drivers, "Eco-driving" to reduce fuel of the SCTDP Vision's recommendations ls_V1.0
consumption, and safety training to improve and future actions in order to increase
safe driving. safety.
Suggestion: Waste management trucks None Already mentioned as part of construction, RAMBOLL SCDTP stakeholder Source:
often run by municipalities are also part of waste and logistics. AA_SCTDP_D7_Transport_Vision_and_Goa
freight transportation. Measure impacts and ls_V1.0
improve it.
Include target for air pollution specially: None To be addressed RAMBOLL SCDTP stakeholder Source:
PM2.5, PM10. AA_SCTDP_D7_Transport_Vision_and_Goa
ls_V1.0
Land Use concern None Noted and agreed. The Planning RAMBOLL SCDTP stakeholder Source:
Plan should be integrated with the land use Commission Office has provided current AA_SCTDP_D7_Transport_Vision_and_Goa
of the city and working bodies like and future proposed land use for the city. ls_V1.0
universities, public bodies, etc This will allow a high level of accessibility to
existing infrastructure and free movement
within the city as well as to the areas that
will undergo development in the future.
Air and noise pollution during Taking all appropriate measures to reduce Potential air and noise pollution problems Representatives of communities in the sub-
construction phase: air and noise pollution problems during are among the issues that will be assessed cities
During implementation phase, there would construction period to acceptable levels. in the SESA study and appropriate
be operation of heavy equipment, and mitigation measures provided.
vehicles to execute construction works such
as excavation of trenches, drilling in ground
and transport of materials. These are likely
to cause air and noise pollution problems
Impacts on drainage facilities and Considering the location of existing The drainage systems will be identified Representatives of communities in the sub-
increased risks of flooding: drainage facilities during construction works during the detail design so that mitigation cities
and taking care to safeguard the facilities measures will be included in the project
EnvironQuest 38
There are parts of the city subject to implementation. Scheduling construction for
flooding during the rainy seasons due to dry season and replacement of affected
substandard or old drainage facilities, facilities by new ones will be among the
increased intensity of rainfall and increased mitigation measures.
rate of surface runoff. Construction activities
may aggravate the problem due to
damaging of drainage pipes during
construction.
Loss of ornamental vegetation and None Maximum efforts will be made to avoid or Representatives of communities in the sub-
impact on landscape: minimize loss of ornamental trees and other cities
Construction of sub-projects proposed vegetation during final route selection
would cause removal of trees and other
vegetation. Loss of trees will reduce the
beauty or aesthetic values
Spoil materials management: Proper management of excavation or spoil The issue and proposed mitigation were Representatives of communities in the sub-
The project is expected to generate wastes materials through timely collection and well noted, and it will be included in the cities
that may cause pollution, access, and safety disposal at approved disposal sites. SESA
etc. unless properly collected and disposed
of at approved disposal sites.
Social
Accessibility to People with Disability In the plan it is expected that public The issue and proposed recommendation Ethiopian Centre for Disability Development
Disabled people face more challenges and transport development should focus on were well noted, and it will be included in (ECDD)
difficulties while travelling and using the disabled friendly facilities and design, thus the SESA
public transport. The design of infrastructure promote the friendly and better usage and
for the disabled around transport terminal is accessibility by the disabled.
very poor, also no facilities in public
transport to allow the use of wheelchairs
Employment opportunities for the Employment opportunity should be The issue and proposed recommendation Ethiopian Centre for Disability Development
disables considered for the disabled like in transport were well noted, and it will be included in (ECDD)
In developed countries 10% of job activities such as ticketing, parking, etc. the SESA
opportunities are reserved for the disabled.
This opportunity is absent in Ethiopia.
Infrastructural assistance The plan should consider incorporation of The issue and proposed recommendation Ethiopian Centre for Disability Development
People who are blind, or who have little direction finder and communication system were well noted, and it will be included in (ECDD)
residual vision, are unable to identify the as part of the public transport infrastructural the SESA
place they are to get on and off and the development that will aid people with
direction of travel of public transport, disability.
because of the lack of technological
facilities to inform them by means of
announcements.
EnvironQuest 39
Loss of existing livelihood sources due The plan should consider loss of business AACRA will make possible efforts to avoid Representatives of communities in the sub-
to displacement: and mean of livelihood with appropriate or minimize displacement of households cities
Loss of employment, income generation compensation and provision of alternative from the sub-projects route/RoW and other
activities or other sources of livelihood due sources of livelihood mitigation measures. However, if this is not
to removal of shops, business, markets, achievable, AACRA will develop a
residential housing, and social services resettlement action plan (RAP) to be
(schools, health) implemented in coordination with concerned
sub-city government
Displacement of households living Strongly requested the AAC to arrange Same as above Representatives of communities in the sub-
around location/route/RoW of sub- alternative residential houses and provide cities
projects: adequate support that will help them to
Communities do not oppose the SCTDP. restore their sources of livelihood if they
However, they were concerned about have to be relocated from the SCTDP route
potential displacement as they don't have or RoW. Payment of fair compensation for
alternative houses that could be used for affected properties that would be adequate
residence or sources of livelihood. to replace the lost properties
Displacement will cause economic, social
and psychological problems to affected
people. Displacement will cause loss the
social capitals that they had established
with their current communities.
Impacts on community access roads and None The SCTDP will repair any damages Representatives of communities in the sub-
public utilities: Existing cobblestone roads caused to community access roads. cities
could be damaged during SCTDP Impacts on public utilities will be minimized
implementation. Potential damages to and any damages repaired properly through
public utilities (like electric distribution lines, consultation with the service providers.
water supply systems, telephone lines)
found within the route and/or RoW and
other project operation areas such as
access roads and materials stockpile or
laydown areas.
EnvironQuest 40
Safety and health risk for local Before commencement of construction The safety concern and the suggested Representatives of communities in the sub-
communities during construction : works, it is important to create awareness measure were well noted. Safety of local cities
The activities involved in construction, on safety issues for the local communities communities will be given due attention and
including operation of equipment and so that they would be aware of potential necessary mitigation measures such as
vehicles and excavation of trenches have risks and take necessary precautions to awareness training for local communities
the potential to cause accident risks to local protect themselves from accident risks and equipment operators and prevention of
communities. Hence there will be safety related to project activities while it would access to construction sites will be taken.
risks to local people living close to the help to get acceptance and support from the The potential impacts of the project on
subprojects sites/routes/RoW both during communities. health and safety of local people will be
construction and operation phases, there assessed in detail and mitigated
could also be health impacts.
Impact of prolonged project construction Considering the urgency of the project and Representatives of communities in the sub-
period the WB’s policy, it is expected that AACRA cities
Previous projects were extended much will give due to attention to facilitate
beyond the original schedule and didn't completion of project within the original
consider safety measures. As a result, it has schedule by commissioning the project to
been common to observe excavated pits at competitive contractors and with diligent
various places that caused accident risks supervision mechanism.
and accident risks to road users and the
communities within the project area.
Community support to or cooperation None The SESA team noted the participants' Representatives of communities in the sub-
with the project: concerns about potential displacement of cities
The participants expressed that they would people and loss of livelihoods resulting from
fully support the SCTDP as far as they project activities. The issues will be well
would be provided with adequate considered in the SESA and in the design of
compensation for what they would lose and the sub-projects.
supported in restoration of their means of
living.
Impacts on road traffic and safety: Implementation of sufficient safety The SESA team noted the proposed actions Representatives of communities in the sub-
The project construction works are expected measures at construction sites like fencing and will include them, among other cities
to cause disruption or obstruction of traffic of risky areas, posting of clearly visible mitigation measures in SESA.
movements and increase accident risks to safety signs or and implementation proper
vehicular traffic as well as pedestrians traffic management plan including provision
unless sufficient mitigation measures were of alternative routes.
taken.
Gender
Impacts on vulnerable groups: Provision of additional support for the The proposed action will be considered in a Representatives of communities in the sub-
There are a number of vulnerable groups vulnerable groups to help them to RAP if the TDP project will involve cities
within the project area, and these include reconstruct replacement houses or provide resettlement of such groups or impacts on
female headed households, old people, and built houses and to restore their livelihood livelihood of those groups.
EnvironQuest 41
economically poor people. These would

become more vulnerable if they were
displaced from their current residences.
Custom and Knowledge Issue for A partnership of all stakeholders from Issue to be addressed Addis Ababa City Administration Women and
Vulnerable Groups different sectors, levels of administration, Children Affairs Bureau Experts
Women and Children in face challenges in and civil society, is needed in order to
the current transport system in Addis Ababa ensure that barriers posed to women by
pose by custom, knowledge, safety, and knowledge, culture and customs are
access etc overcome. Well-equipped cycling, walking
and bicycles should be considered,
supported with a public awareness-raising
campaign
On-street parking in Addis Ababa city which alternative parking system that should be Implementing modern technology-based Anbessa Bus Enterprise and Addis Ababa
create problem of congestion. Hence, there considered in the SCTDP plan. Fleet tracking system that allows the Transport Authority
is a need for enterprise to organize and coordinate
effectiveness is considered
Quality and Governance
Quality of design study and capacity of Conducting sufficient design study, The SESA team believed that AACRA will Representatives of communities in the sub-
contractors: recruitment of contractors proved to be consider the recommendation in the design cities
Lack of sufficient design study, poor technically capable to execute construction of the project, procurement of contractors
planning and management of construction works and arrangement of capable and supervision
works, and of contractors are main causes supervision consultant.
of poor performance in existing and
previous infrastructure the city.
Coordination with key stakeholders: None The recommendation was well noted, and it Addis Ababa City Government Planning
Authorities and agencies responsible for will be included in the SESA to consider and Development Commission office
road development and operation from the preparation to the construction
infrastructure, utilities such as the Addis stage through post- construction period.
Ababa City Roads Authority (AACRA),
Addis Ababa Water Supply and Sewerage
Authority (AAWSSA), Ethio-Telecom and
Ethiopian Electric Utility (EEU) should
collaborate to minimize impacts
Improve the existing transport system in the The participant recommends for the study The structural plan has taken into Consultation meeting with experts at Addis
city in terms of mobility and accessibility team to refer to the structural plan of Addis consideration the importance of developing Ababa City Government Planning and
especially related to the vulnerable group Ababa (20172027) and Land use map for standards for these issues Development Commission
and land use detailed information on the transport system
and land use issues
EnvironQuest 42
7. Analysis of Key Environmental, Social and Gender Issues

This section provides a strategic assessment of priority environmental, social, and gender issues that
are likely to arise during the implementation of SCTDP (shortened as “TDP”). These priorities are are
based on the concerns raised during the various consultations by the communities’ representatives and
the city officials to be the areas to most likely be affected. Further, they align with the key
impacts/effects of transportation projects and are being accessed based on the environmental,
socioeconomic and gender baseline description of Addis Ababa (see Section 4: Baseline Description),
which presents the pre-project status of the various environmental components and create a context
within which the impacts of the SCTDP can be assessed. The key issues are:
Environmental
- Climate Change
- Air Quality
- Noise
- Water Quality
- Soil
- Biodiversity
Social
- Demographics
- Health and Safety
Gender
- Vulnerable Groups
- Access
7.1 Environmental Priorities
7.1.1 Climate Change
Climate change is of critical importance to Ethiopia because the country is prone to associated effects.
Ethiopia is particularly vulnerable to climate change given that the country is largely agrarian, and a
large percentage of Ethiopians (> 80%) live in rural areas and most rely on subsistence farming for
survival. The main climate hazards in Ethiopia are associated with rainfall variability including amount,
timing, intensity and associated floods and droughts (Weldegebriel and Gustavsson, 2017). Historical
climate analysis for Ethiopia indicates that the mean annual temperature has increased by 1.3°C between
1960 and 2006, an average rate of 0.28°C per decade and the increase in temperature in has been most
pronounced in June, August, and September at a rate of 0.32°C per decade (Mc Sweeney et al., 2010).
Mean annual temperature is projected to increase by 1.1 to 3.1°C by the 2060s, and 1.5 to 5.1°C by the
2090s (World Bank, 2011).
Addis Ababa’s climate characteristics are dynamic and changing overtime. The maximum, minimum
and mean temperature of the city has been increasing over the last century (Birhanu et al, 2016). Addis
Ababa is vulnerable to extreme climatic events – heavy rainfall and flooding, as the average rainfall has
been increasing by 18 mm per decade from 1951. The projected maximum temperature, increases were
in the range of 0.9 °C in 2020 and projected to be to 5.1 °C in 2080. Except for the coldest nights, the
mean temperature and other temperature indices will continue to increase in the foreseeable future. The
total precipitation increase is projected to be 29% in winter and 20.9% in summer by 2080 (Nahimi F.,
2019). The rise in temperature will exacerbate the urban heat highland effects in warm seasons and an
increase in precipitation is expected along with a possible risk of flooding due to inadequate
infrastructure development and urbanization.
Effect of climate change on SCTDP
EnvironQuest 43
Reduction in predictability of climate events will impact the deployment of the SCTDP sub-projects. It
will inform the type of construction methods and drainage planning. Furthermore, an increase in
precipitation can increase the likelihood of flooding when additional surface areas are sealed, in areas
with clay soils. For all these reasons, the development of urban green areas will play a pivotal role in
mitigating impacts. Also, natural flooding areas around rivers will need to be kept free from
development.
Effect of SCTDP on climate change
The rural-urban migration is aggravating the effect of climate change on Addis Ababa. An important
aim of the SCTDP is the reduction of predicted total vehicular emissions, by triggering a modal shift to
public transport, walking and cycling. This will reduce GHG emission growth from transport. Increased
uptake of non-motorised transport, preference for urban public transport and improved freight handling
in and out of Addis Ababa will reduce the total fossil fuel usage.
7.1.2 Air Quality
Transport is the main source of air pollutant in Addis Ababa, which are particularly due to poor vehicle
maintenance, inefficient public transport, high tailpipe emission and aging vehicles. The rapid increase
in total number of vehicles in the city is being driven by increased population, economic development,
and urbanization. A recent study showed that 53.5% vehicles in Addis Ababa were more than 20 years
old, while 29.3% were more than 30 years old.
The major pollutants emitted include Hydrocarbons (HC), Nitrogen dioxide (NO2), Carbon monoxide
(CO), Carbon dioxide (CO2), Suspended Particulate Matter (SPM), and Sulphur dioxide (SO2). Air
pollutants cause respiratory infections and diseases in human beings, which has been reported as the
leading cause of hospital visits in Addis Ababa. The current status of air quality is difficult to understand
as Addis Ababa lacks a city-wide air monitoring system.
Effect of Air Quality on SCTDP
Poor air quality and associated health effects are a major driver for improvements in transport
development in all SCTDP subsectors.
Effect of SCTDP on Air Quality
Deployment of SCTDP subsector interventions will lead to improvement in ambient air quality of the
city and subsequently improve human health. Reduction in some air pollutants will also contribute to
the effectiveness of climate change interventions.
7.1.3 Water Resources, Flooding and Erosion
Addis Ababa is situated on high plateau of central Ethiopia and surrounded Mount Yarer to the east,
Mount Entoto to the north and Mount Wochecha to the west. Several small streams originate in the
mountains surrounding the city and flow into Addis Ababa city. Torrential rains cause sudden rise in
the flow of these streams and periodically inundate the settlements built along their banks.
Addis Ababa is vulnerable to flash floods, which is aggravated by poor drainage system, rapid housing
development along riverbanks and using inappropriate construction materials (World Bank, 2015).
Many people in Addis Ababa live in flood-prone, and vulnerable areas such as riverine, low-lying
floodplains and unstable hillsides; 80% of the communities are in slum areas.
Addis Ababa Fire and Emergency Prevention and Rescue Authority (AAFEPRA) conducted a study on
global climate change and local environmental pressures, the occurrence and frequency of flood hazards
and the magnitude of destruction is increasing through time for the city. The study documented
increasing flood incidences and the attendant human lives and property are in flood disasters vulnerable
areas (AAFEPRA, 2018).
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Effect on SCTDP
The SCTDP implementation will require a drainage assessment at the intervention sites which must fit
into the overall city flood management plan. The effect of flash flood and erosion on physical transport
infrastructure must be assessed for the intervention plans in each transport subsector. The TDP will
need to evaluate the durability of current infrastructural development and incorporate failures into the
plan.
Effect of SCTDP on flooding
The creation of drainage channels, erosion barriers and water management projects in the transport
subsector will reduce the overall environmental degradation due to flooding and erosion. Their
integration into the implementation of any transport infrastructure construction is crucial. Furthermore,
development around water bodies should be avoided or reduced to the possible minimum amount.
7.1.4 Soil
Construction activities would impact on soil – compaction, excavation, etc. would impact soil through
enhance runoff, compaction, soil erosion and soil contamination, etc.
7.1.5 Biodiversity
There are few green areas in Addis Ababa city, especially around water courses and rivers. These are
of particular importance with regards to flooding mitigation. Addis Ababa rivers have been identified
as wintering ground for waterbirds, but apart from these the city has very limited wildlife fauna.
7.1.6 Land Use/Land Take
Changes in land use due to land take for the sub-projects’ construction would have impacts on water
quality, flooding, biodiversity if poor siting and structure design (e.g. inadequate culverts) brings about
changes.
7.2 Social Priorities
7.2.1 Land Use and Land Take
Addis Ababa rapid urban and metropolitan growth is impaired by poor land-use planning, inadequate
infrastructure, and chronic housing shortage. The rate of spatial expansion of the city is overtaking the
rate of population growth, resulting in significant change in land use. The core of the city experiences
high population density of about 30% of the population in 8% of the land in Addis Ababa. This results
in high concentration of poor-quality housing and overcrowding, including in areas of high risk, such
as riverbank. A key challenge for housing in the Addis Ababa is the lack of coordination with
transportation.
7.2.2 Poverty and Unemployment
Unemployment and poverty in Addis Ababa are both high, estimated at 23.5% and 22% respectively.
More than one in four households report an unemployed adult (28.7%) compared to one in 10
households in other urban areas (10.8%). There is currently no safety net for poor and vulnerable
households especially the elderly and disabled. Basic services such as transportation are priced beyond
the reach of the poor. Also, they are frequently not accessibility due to their location.
7.2.3 Public Health
Pedestrians’ accidents have been estimated at 500 per 100,000 inhabitants per year. This is widely due
to poor safety conditions rising from inadequate walking facilities, inefficient traffic control and poor
pedestrian friendly transportation network. The SCTDP requires proactive action plan to address the
poor safety condition of the road network.
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7.3 Gender Priorities

7.3.1 Vulnerable Groups
Vulnerable Groups, including the disadvantaged, may be disproportionately impacted by activities
under SCTDP (e.g., loss of land; and of livelihoods, such as when planners try to address safety concerns
by moving transport nodes and putting barriers around them, which will stop stallholders and street
sellers having access to customers) unless there are specific measures to make sure that their interests,
concerns, and vulnerabilities are considered. All planning and development of specific measures – both
policy and infrastructure – must explicitly take account of vulnerable groups (including disabled,
children, women and the poorest) and include them in engagement and consultation.
Data obtained from earlier studies reports that about 27% of the households are female headed
households. other vulnerable groups identified that may be affected by the project are - old people and
economically poor people. It is important to note that a large proportion of these groups are women.
The SCTDP needs to prepare a RAP for areas where there would be displacement and land take, to
ensure appropriate attention will be given to this group. An additional gender action plan or mitigation
actions must be prepared and implemented to mitigate gender related issues or impacts during the
construction and operation phases of the project. (See Section 10: Mitigation and Enhancement
measures).
7.3.2 Access
Women use public transport at a greater rate than men, yet they face many barriers that limit their ability
to travel. Mobility is not gender neutral; women and men have different transport needs and patterns,
yet policies remain unrelentingly gender-neutral.
Women’s travel patterns in Addis Ababa are different than men’s in various aspects. women visit fewer
locations than men and they are more localized, that is, they tend to distribute their time within a few
preferred locations. Such reduced mobility for women might result from the interplay of cultural,
infrastructure, resource, and safety constraints. The SCTDP will need to introduce measures to make
facilities more available to women and cater to their specific needs.
7.3.3 Gender Based Violence
All aspects of the SCTDP - policy, design, and operation: e.g., must be explicit in stating that stamping
out GBV will be a key thread through all aspects of transport provision in AAC – in practice this mean
things like not putting women’s toilet blocks in a dark corner of a bus station, good lighting and signage,
adequate staffing and security measures.
7.3.4 Livelihood
New transport developments under the SCTDP such as interchanges would cut off petty traders/street
traders/stallholders most of whom are women from their customers. This would affect livelihoods and
likely increase poverty.
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8. Sustainability Objective, Indicators and Targets

Sustainability is about how environmental, economic, and social systems interact to their mutual
advantage or disadvantage at various space-based scales of operation (TRB, 1997). Its aim is to expand
resources and improve the quality of life of people. Hence, a sustainable transport system is one that is
accessible, safe, environmentally friendly, and affordable (ECMT, 2004) and that considers different
elements of system effectiveness and impacts such as economic development, environmental integrity,
and social quality of life.
Sustainability objectives, indicators and targets are necessary for assessing the potential key
Environmental, Social and Gender impacts of actions arising from the SCTDP. They are shaped based
on existing policies and stakeholder interests, and they determine the key development priorities of the
SCTDP.
Sustainable transportation in Addis Ababa implies sustainable mobility (shift from mobility-based
transport to accessibility option), safety, equity and social inclusion, environmental quality and
innovation, whilst also safeguarding (and where possible enhancing) economic efficiency and
governance.
The sustainability objectives are to:
• provide integrated transport system that is safe, accessible, affordable, and cost effective
• achieve equity, fairness, and social inclusion
• preserve cultural heritage and monument
• protect the climate and prevent local air, water, noise pollution
• ensure efficient use and conservation of natural resources
• achieve integrated, comprehensive, and inclusive planning.
Goals, Vision and Objectives have been set to be achieved by the Year 2030, when the SCTDP
implementation will be completed. These include:
Transport Goal and Vision
• Promote efficient, rapid, reliable, sustainable, and affordable mass transit, including light rail,
bus rapid transit and local buses.
• Improve the safety, security, and attractiveness of already popular modes such as walking and
cycling.
• Contain the growth of private vehicles, to minimize traffic congestion and pollution.
• Cater for an efficient, green, sustainable, and competitive urban freight transport system.
• Ensure good governance and strong legal and regulatory frameworks.
Transport Objectives
• An extensive network of public transit modes that is accessible, affordable, and safe.
• Transport interchanges that are efficient, safe, and accessible.
• Safe and attractive infrastructure to support non-motorized transport and pedestrians.
• A safe and efficient road network, that does not take priority over other transport modes.
• Well-regulated freight transport and delivery that minimizes congestion and road safety
problems in the city.
• Ever-improving transport sector governance to ensure accountability and long-term
sustainability.
• A well-coordinated, environmentally sustainable, socially acceptable, and inclusive transport
system that minimizes GHG emission and reduces pollution.
8.1 Pillars of Sustainability
The three main pillars are:
• Environmental - includes issues such as natural resource reservations, pollution prevention (air,
noise, water), climate change prevention and mitigation, biodiversity protection, open space
EnvironQuest 47
preservation and other factors that influence environmental integrity for both current and future
generations. They are measured by Environment Performance Indicators.
• Economic – these can be discussed in terms of maximizing economic efficiency or cost-
effectiveness, affordability, and promoting the local economic development of Addis Ababa
City by implementing a comprehensive Transport Development Plan. They are measured by
Economic Performance Indicators.
• Social - comprises social equity and gender inclusion, integrated, comprehensive, and inclusive
planning, efficient pricing safety and security, community development, cultural heritage
preservation, public health, and overall quality of life by implementing a compressive Transport
Development Plan. The social sustainability indicator is measured by access - to the activity
center, to major centres, and to open space, measured by Social Performance Indicators.
8.2 Indicators for Assessing Sustainability
The following indicators are required to measure the performance of the sustainability objective:
Environment Performance Indicators
• Climate Change: Per capita fossil fuel consumption, and emissions of CO2 and other climate
change gases.
• Emissions: Per capita emissions of “conventional” air pollutants (CO, VOC, NOx, particulates,
etc.
• Noise Pollution: Portion of population exposed to high levels of traffic noise.
• Land Use Impacts: Per capita land devoted to transportation facilities.
• Habitat Protection: Preservation of high-quality wildlife habitat (wetlands, old-growth forests,
etc.)
• Resource Efficiency: Non-renewable resource consumption in the production and use of
vehicles and transport facilities.
Social Performance Indicators
• Safety: Per capita crash disabilities and fatalities
• Fitness: Portion of population that walks and cycles (15 minutes or more daily).
• Cultural preservation: Degree to which cultural and historic values are reflected and preserved
in transport planning decisions.
• Affordability: Disposable income spent on transport by lower income households.
• Non-Motorized transport: Quality of walking and cycling conditions.
• Vulnerable group travel inclusion planning: Substantial involvement of disadvantaged and
vulnerable groups.
Economic Performance Indicators
• Commuting Time: Average door-to-door commute travel time.
• Employment Accessibility: Number of job opportunities and commercial services within travel
distance.
• Land Use Mix: Average number of basic services (schools, shops, and government offices)
within walking distance of homes.
• Transport Diversity: Variety and quality of transport options available.
• Mode share: Portion of travel made by efficient modes: walking, cycling, rideshare, public
transit and telework.
• Congestion delay: Per capita traffic congestion delay.
• Cost efficiency: Transportation costs as a portion of total economic activity, and per unit of
GDP
• Facility costs: Per capita expenditures on roads, parking, and traffic services.
• Freight efficiency: Speed and affordability of freight and commercial transport.
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• Land use planning: Applied smart growth land use planning practices, resulting in more
accessible, multi-modal communities.
• Commercial transport: Quality of transport services for commercial users (businesses, public
agencies, tourists, convention attendees).
Table 8.1 indicates which objectives support which goals.
Table 8.1: Sustainable Transport Goals and Objectives
Transport Objectives
Demand Management
Comprehensive and
and land) Efficiency
Accessibility (smart
Transport Diversity
System Integration
Inclusive Planning
(efficient pricing &
Resource (energy
prioritization)
Cost Effective
Affordability
Operations
Land Use
growth)
Sustainability Goals
Economic productivity ✓ ✓ ✓ ✓ ✓ ✓
Economic development ✓ ✓ ✓ ✓ ✓ ✓ ✓
Energy efficiency ✓ ✓ ✓ ✓ ✓
Affordability ✓ ✓ ✓ ✓ ✓ ✓
Operational efficiency ✓ ✓ ✓
Equity / Fairness ✓ ✓ ✓ ✓ ✓
Safety, security, and health ✓ ✓ ✓ ✓ ✓ ✓ ✓
Community development ✓ ✓ ✓ ✓ ✓ ✓ ✓
Heritage protection ✓ ✓ ✓ ✓ ✓
Climate stability ✓ ✓ ✓ ✓ ✓ ✓
Air pollution prevention ✓ ✓ ✓ ✓ ✓ ✓
Noise prevention ✓ ✓
Water pollution ✓ ✓ ✓ ✓ ✓ ✓ ✓
Open space preservation ✓ ✓ ✓ ✓ ✓ ✓
Good planning ✓
Efficient Pricing ✓ ✓ ✓
Table 8.2 summarizes sustainable transport goals, objectives, and performance indicators.
Table 8.2: Key Sustainable Transport Goals, Objectives, and Indicators
Sustainability Goals Objectives Performance Indicators
I. Economic
• Per capita GDP
Transport system efficiency. • Portion of budgets devoted to transport.
Economic Transport system integration. • Per capita congestion delay.
productivity Maximize accessibility. • Efficient pricing (road, parking, insurance, fuel,
Efficient pricing and incentives. etc).
• Efficient prioritization of facilities
• Access to education and employment
Economic Economic and business
opportunities.
development development
• Support for local industries.
Minimize energy costs,
• Per capita transport energy consumption
Energy efficiency particularly
• Per capita use of imported fuels.
petroleum imports.
• Availability and quality of affordable modes
All residents can afford access to (walking, cycling, ridesharing and public
basic (essential) services and transport).
Affordability
activities. • Portion of low-income households that spend
more than 20% of budgets on transport.
Efficient operations and asset • Vehicle Miles Traveled [VMT]
Efficient transport
management maximizes cost • Passenger Miles Traveled [PMT]
operations
efficiency. • Performance audit results.
EnvironQuest 49
• Service delivery unit costs.

• Service quality.
II. Social
Transport system accommodates
• Transport system diversity.
all users, including those with
Equity / fairness • Portion of destinations accessible by people with
disabilities, low incomes, and
disabilities and low incomes.
other constraints.
• Per capita traffic casualty (injury and death) rates.
Minimize risk of crashes and
Safety, security, • Traveler assault (crime) rates.
assaults and support physical
and health • Human exposure to harmful pollutants.
fitness.
• Portion of travel by walking and cycling.
• Land use mix.
Community Helps create inclusive and
• Walkability and bikability
development attractive communities.
• Quality of road and street environments.
Respect and protect cultural
Cultural heritage • Preservation of cultural resources and traditions.
heritage.
preservation • Responsiveness to traditional communities.
Support cultural activities.
• Clearly defined goals, objectives, and indicators.
• Availability of planning information and
Integrated, Clearly defined planning process. documents.
comprehensive, Integrated and comprehensive • Portion of population engaged in planning
and inclusive analysis. Strong citizen decisions.
planning engagement. • Range of objectives, impacts and options
Lease-cost planning. considered.
• Efficient and equitable funding allocation
III. Environmental
Reduce global warming
• Per capita emissions of greenhouse gases (CO2,
Climate stability emissions
CFCs, CH4, etc.).
Mitigate climate change impacts
Reduce air pollution emissions
Prevent air • Per capita emissions (PM, VOCs, NOx, CO, etc.).
Reduce harmful pollutant
pollution • Air quality standards and management plans.
exposure
Minimize noise Minimize traffic noise exposure • Traffic noise levels
Protect water
Minimize water pollution. • Per capita fuel consumption.
quality &
Minimize impervious surface • Management of used oil, leaks and stormwater.
hydrologic
functions
area. • Per capita impervious surface area.
Minimize transport facility land • Per capita land devoted to transport facilities.
Open space and
use. Encourage compact • Support for smart growth development.
biodiversity
protection
development. • Policies to protect high value farmlands and
Preserve high quality habitat. habitat.
Table 8.3 below summarizes the sustainability objectives, indicators, and targets for the SCTDP
implementation.
EnvironQuest 50
Table 8.3: Sustainability Objectives, Indicators, and Targets

Sustainability
# Concerns Aspect Indicator Data Sources Data Gap Target
Objective
Environmental
1 Climate stability Improve ambient air Emissions of Reduction in Discrete air quality Addis Ababa lacks Keep ambient air
quality greenhouse gases gaseous air data were retrieved continuous, long-term quality parameters
from transport pollutants from different ESIA for measurements of below regulatory limits.
operations (freight, projects in Addis ambient air quality; the
road, rail etc) Ababa. city lacks a city-level air
PB was officially quality monitoring
banned in 2004 network.
Generation and Reduction of air PM2.5 data were The city lacks a city- PM level below limits
dispersion of dust and particulates (PM2.5 retrieved from US level emissions (WHO:
particulates from & PM10) levels Embassy data. Two inventory for PM. PM2.5 - 25µg/m3;
transport operations. other continuous Available PM are few PM10 - 50µg/m3)
monitoring systems and measurements of
are at University of the sources and
Addis Ababa and composition of ambient
National fine PM were non-
Meteorological Agency existent.
Reduce global warming Emissions of Reduce per capita No data on GHG Quantification of tail pipe Set age limit for
emissions greenhouse gases emissions of emission for Addis emission was not imported vehicles.
from transport greenhouse gases Ababa. available Conduct emission
operations (freight, (CO2, CFCs, Old cars with high tail testing for vehicles (Set
road, rail etc) CH4, etc.). pipe emissions and city-level emission
three wheeled vehicles standard
were in use in the city.
Reduce damage due to Increase in Reduction in number Flooding data No regulation requiring Mandate flooding
flooding impervious surfaces of injuries, damage retrieved from flooding adapting in adaptation in transport
and water channel and death from literature. Flooding transport intervention development
crossing due to flooding due to poor waste projects (regulation)
transport management, lowland
development habitation, and rainfall
intensity
2 Resource Protect water resources Water resources Water quality Surface water quality Effect of water pollution Ensure TDP
Protection (Ground and contamination from parameters was extracted from on transport interventions do not
Surface water; transport literature. development is limited lead to water pollution
waterheads, and development project Contamination by
catchments); minimize sewage, waste and
hydrological damages agriculture chemicals
reported
EnvironQuest 51
Sustainability
Objective
Water usage in Volume of water Hydrogeological and No data available for Develop regulations for
transport abstracted aquifer mapping of abstraction from aquifer water abstraction
development project Addis Ababa was Zero GW pollution.
reviewed
Reduce Erosion Increased land Reduction in open Soil erosivity index No data on erosion Zero soil erosion as a
clearing for transport unpaved spaces due from literature. intervention schemes in result of interventions
development to TDP Addis Ababa
operations
Minimize land take Minimize transport New land take for Primary forest of Total land take required Optimize existing ROW
facility land use. transport degradation and land for TDP not known and limit land take for
Encourage more development take for development transport development
compact Per capita land documented in Support for smart
development. devoted to transport literature. growth development via
Preserve high quality facilities. policy.
habitat.
Prevent biodiversity loss, Effects on fauna, flora Change in Plant loss over past No policy on biodiversity Transport development
habitat loss and sensitive areas distribution and decades documented protection in Addis project must not
abundance of plant in literature. Ababa other than federal encroach protected
species. Rapid urbanization of laws sites.
Addis Ababa reported Increased greenery
Habitat Projects (e.g. Sheger around transport
fragmentation Beautification project) development projects
offering urban
greening are ongoing.
Change in Addis Ababa rivers No policy on biodiversity No development on
distribution and identified as wintering protection in Addis migratory routes or
abundance of animal ground for waterbirds. Ababa other than federal nesting grounds of
species. Limited fauna in Urban laws endangered species
areas.
Social
1 Equity / fairness Transport system Social inclusion of all Transport system Local travel survey None Better quality of
accommodates all users, genders, diversity. transport facilities and
including those with disadvantage, and Portion of Addis Ababa City services for disabled
disabilities, vulnerable groups destinations Roads Authority people
low incomes, and other accessible by people
vulnerabilities. with disabilities and
low incomes.
2 Safety, security, Minimize risk of crashes Road maintenance Per capita traffic Ethiopian None Per capita crash
and health and assaults and and lighting, and casualty (injury and Demographic and disabilities and fatalities
support physical fitness death) rates. and assault is less.
EnvironQuest 52
Sustainability
Objective
cleanliness transport Traveler assault Health Survey
system (crime) rates. (EDHS).
Human exposure to
harmful pollutants. Road Traffic Injury
record. Addis Ababa
City Roads Authority
3 Community Helps create inclusive Number of basic Land use mix. Census, Addis Ababa None Degree to which
development and attractive services (schools, Walkability and City Roads Authority transport activities
communities. shops) within walking bikability support community
distance of homes. livability is more.
4 Cultural Respect and protect Consideration of Preservation of Requires special None degree to which cultural
heritage cultural significant impacts cultural resources analysis of planning and historic values are
preservation heritage. during planning uses and traditions. process reflected and preserved
Support cultural best evaluation in transport planning
activities. decisions is more.
Economics
1 Economic Transport system Traffic congestion Per capita GDP Per capita GDP None Per capita GDP
productivity efficiency. Transport delay congestion delay Bureau of Labour congestion delay is less
system integration. Statistics
Maximize accessibility.
Efficient pricing and Portion of budgets Vehicle and transit
incentives. devoted to transport. expenditures, parking
2 Economic Economic and The easy access to Access to education Ethiopian Central None Number of job
development business development commercial centres and employment Statistical Agency opportunities and
and delivery of good opportunities. commercial services
and services Support for local within travel distance of
industries. is increased
3 Energy Minimize energy costs, The consumption of Per capita transport Addis Ababa City No clear data on fuel Transportation costs as
efficiency particularly fossil fuel. energy consumption Roads Authority consumption by the a portion of total
petroleum imports. Per capita use of different transport mode. economic activity, and
imported fuels. per unit of GDP is less
4 Efficient Efficient operations Vehicle Miles Addis Ababa City None Less door-to-door
transport and asset Traveled [VMT] Roads Authority commuting travel time
operations management Passenger Miles and increase quantity of
maximizes cost Traveled [PMT] deliveries.
efficiency. Service delivery unit
costs
EnvironQuest 53
9. Impact Prediction and Evaluation of Alternatives/Options

9.1 Overview of Alternatives Considered
Transportation project is highly integrated with both land-use planning, and the provision of other
public infrastructure, such as water services. Different alternative scenarios will give rise to different
land-use patterns, resulting in different environmental effects.
Three sets of alternatives have been developed by the consultant (Ramboll Denmark) working on the
Strategic Comprehensive Transport Development Plan (SCTDP) for Addis Ababa City in collaboration
with the Client and the Key Stakeholders and have been subjected to Policy Advisory workshop
deliberations as well as Public Information session workshop.
The three notional Investment alternatives are as follows:
• The Business as Usual (BAU) Scenario – The Business as Usual (BAU) scenario is commonly
defined as the representation of the as-is situation but includes the improvement and
interventions that are currently at an advanced state of planning, financing, or development.
The as-is situation suggests weak investment in mass transport, with the transport sector
dominated by collective taxis (minibuses) and uncontrolled growth of private motorized trips.
Although the modal share of the non-motorized trips still remains high , in the future, as
population growth increases, there will be a complete dominance by private motorized modes
with the concomitant impact of air pollution, heavy congestion and constraints to development.
• Institutional (INS) Scenario – This scenario assumes that all actions, intervention, and
improvements contained in the Structure Plan of the City of Addis Ababa (AACSP) and in the
Addis Ababa Non-Motorized Transport Strategy (AANMTS) will be fully implemented as well
as those actions (improvement and interventions) that are contained in the BAU scenario, which
are assumed to be present at the date of implementation of the AACSP and AANMTS.
• Policy Oriented (PO) Scenario - This scenario reflects the gaps identified on assessment of the
2017 ratified integrated transport and land use master plan referred to as Addis
Ababa City Master Plan (AACMP) for 2030. It considers the potential improvements and
refinement to the AACMP on land use and transport. Identified are two differing sub-
alternatives explored:
o Policy Oriented 1 (PO1) Scenario: This scenario also called car-oriented scenario is a
traditional mobility pattern whereby greater emphasis is given to infrastructural
development for private motor-vehicles, involving significant amount of road and
street requalification to achieve some required densities and intervals/span. This
scenario still does not neglect pedestrian-friendly areas, non-motorized and public
transport, and the mobility of most vulnerable group of people in it approach.
o Policy Oriented 2 (PO2) Scenario: This scenario, also referred to as transit-oriented
scenario, considers how the current transport infrastructures are improved to provide
greater emphasis to public transport while de-emphasizing private vehicle mobility.
Greater emphasis is also placed on non-motorized transport, pedestrian friendly areas
and mobility of vulnerable group of people to achieve a full integrated transport system.
Hence it requires minimum road and street requalification but emphasizes innovative
mobility patterns.
9.2 Investment Scenarios
9.2.1 Scenario 1: Business As Usual
This scenario is based on the historic trend that investment in transport infrastructure in the Addis Ababa
City would continue to be predominantly focused on maintenance and intervention works to
accommodate the growth in travel demand. An example is the investment in the reconstruction of 4.5
km road along Djibouti St. and Togo St. stretching from Airport Road to the British Embassy together
with 10 intersections. This scenario also include investment already committed to public transport,
EnvironQuest 54
walking and cycling networks that are either completed, ongoing, or at planning/design phase. The
summary scope of this investment option include:
1. Road Network:
Repaving and reconstruction of existing road infrastructure without changes in geometry or
shape including:
a) Intervention in road network corridors where a stretch of main city road is reconstructed
together with 10 intersections.
b) Reconstruction of links extending for a total of 342 km
c) Ring road, radial and orbital connection upgrade, and reconstruction around the city centres
d) Ongoing construction and transformation of at-level intersection to multi-level intersection
These interventions are land consuming and are hinderance to non-motorized mode (walking,
cycling etc).
2. Road and Street Density:
Road and street upgrading through intense restructuring and densification of the road network
across the entire city. However, there is still an existing shortcoming of achieving intermediate-
level connections (secondary arterial streets (SAS) and collector streets, (CS)) between the
primary road network (expressways and primary arterial streets (PAS)) and the local street
network remains.
This intervention will not resolve the traffic congestions being witnessed in the city, it is land
consuming and hostile to people with reduced mobility.
3. Road Safety, Parking and Traffic Management:
Traffic Management
Include the current construction and development of Traffic control center to collect traffic
data, regulate the duration of traffic lights, control congestion, identify drivers who violate
traffic laws and reports traffic accidents and safety information. This will have a positive impact
towards the reduction of the gender-based violence (GBV) and enhance the safety and security
of pedestrians, especially women and vulnerable groups by providing useful information to the
police in case of crimes.
There is also current programme by Addis Ababa Road Traffic Management Agency
(AARTMA) of turning non-signalized intersection to signalized one which will significantly
improve safety at the intersections, especially for people with reduced mobility and the
pedestrians.
Parking
The existing packing spaces are inappropriate, not safe and without consideration for gender or
the vulnerable. Hence there is an impact on mobility and access to area of interest.
Road Safety
Addis Ababa Transport Bureau (AATB) has established Speed Campaign, Drunk Driving
Campaign, Seat Belt Campaign. Similarly, Addis Ababa Traffic Management Authority
(AATMA) is installing rumble strips and speed tables. The campaign and speed management
effort will enhance road safety across the city.
4. Non-Motorized Transport:
Intervention in NMT included those already completed, currently under construction and those
already assigned financing. For example, the administration of Addis Ababa is pushing for
infrastructure to promote cycling, pedestrian walkways and has delivered 56.9 km of such
infrastructure. There is also number of bicycle lanes or routes that are either constructed, in
construction or financed, for a total of 41.7 km.
EnvironQuest 55
This will improve accessibility for women and vulnerable groups

5. Public Transport and Governance:
The BAU scenario focuses on Public Transport measures that have been recently completed,
are currently under construction, or for which financing has been committed even though they
are in the planning/design phase e.g.
a) Development of existing Bus Rapid Transport (BR) network: The administration of Addis
Ababa is strongly pushing forward the development of the BRT system with a length of
about 130 km on dedicated lanes as stated in the Structure Report (2017–2027).
b) Enhancement of the capacity of the existing Light Rail Transport (LRT) network with total
length of about 34km. There is potential to attract high passenger demand, but service is
poor.
c) Intermodal connection; creation of intra city multi-modal transport hub catering to the
needs of pedestrians, bicyclists, and motorized traffic (BRT, LRT, buses, Park and Ride
facilities) and connecting of BRT to intercity railway station.
d) Rationalization of the Anbessa bus routes: recent approval of optimum route network for
Anbessa to enhance its efficiency.
e) Implementation of an Integrated Fare Collection System for all different modes of transport
to eliminate multiple fares
6. Freight
No plan or intervention relative to freight transport are considered for BAU scenario. The
freight industry in Addis Ababa is still male dominated with typical male attitudes, the freight
operators park vehicles and place goods/materials on the sidewalk which then impedes walking
paths and leads to longer walking distances with negative consequence on vulnerable groups
(pregnant women, people with disability and the elderly)
7. Strategic Environmental Assessment:
The modal share of non-motorized trips will remain high because of the present weak
investment in mass transport and technologies. In the long run, the few interventions and
upgrade work on roads network development will result in the complete dominance of private
motorized modes. Hence the problems of GHG emission, air pollution, heavy congestion and
constraints to development will increase from time to time.
8. Strategic Social Assessment including gender considerations:
This scenario will not meet up to the expected level of social inclusion, and in addressing the
special needs of the vulnerable segment of society.
9.2.2 Scenario 2: Institutional (INS) Scenario (Future Scenario with AACSP)
Choice 2 is an investment plan that include the implementation of the Addis Ababa City Structure Plan
(AACSP), the Non-Motorized Travel Plan (AANMTP), and all the actions and improvement in BAU
scenario.
1. Road Network:
Upgrade of the road network to allow connectivity among the peripheral areas, city centre and
new development districts, allowing circulation through and around the city centre
Implementing this Scenario as it is in AACSP does not provide a sufficient amount of density
of the intermediate connectivity network (Secondary Arterial Streets (SAS) and Collector
streets (CS)), necessary to properly integrate the primary level network with the local street
network. For example, in the AACSP network, most routes follow continuous paths from the
extreme periphery to the centre, but some do not, so motor vehicle drivers will be forced to
EnvironQuest 56
shift to streets of different hierarchical level hence traffic generated along a high-capacity street
are directed on a street of lower capacity. This may become a cause of congestion.
2. Road and Street Density:
This includes greater extension of intermediate level streets, the linking of many principal roads
in BAU to other roads of the same hierarchical level to produce a continuous and connected
network, downgrade of a number of PAS in the BAU scenario to SAS and upgrade of some
other streets. Hence an almost equal number of streets are upgrades and downgrades (528 km
of downgrades vs. 570 km of upgrades) and are uniformly distributed over the entire urban
area. New additions will also be added but much fewer (156 km) and mainly concentrated on
the outskirts of the urban area. 236 km of urban boulevards are also planned with at-grade
crossings and lower speed limits in several roads.
The AACSP also provide for the extension of NMT infrastructure (570 km vs only 60 km in
the BAU) beneficial to pedestrian and allowing for inclusion and gender equality.
3. Road Safety, Parking and Traffic Management
Traffic Management
The proposed development of three pedestrian walkways in the inner ring road of Addis Ababa,
in certain localities at business and market areas that will be accessible for mass transport and
NMT. All existing legislation and regulation at the time of constructing the pedestrian
walkways to be considered. The development will include lighting design to ensure safety and
security for vulnerable groups, such as women, elderly people, and disabled people.
In addition, the AACSP also considers the construction of car restricted areas on specific areas
with an improved lighting. This will promote walking and offer accessibility by women and
vulnerable groups
Also proposed are prohibition of old cars above certain years from inner ring road, and
development of parking spaces and the restriction of animal powered vehicles on Primary
Arterial Streets and Secondary Arterial to prevent traffic delays.
Parking
Prohibition of on-street car parking on primary arterial streets and secondary arterial streets,
and the development of 6 Park and Ride facilities at specific locations. 60 multi-storey buildings
to be used as off-street parking, proposed to be developed in the city.
All existing legislation and regulation at the time of constructing the parking facilities should
be considered. Special attention should be given to lighting and detailed design in order to
ensure safety and security for vulnerable groups, such as women, elderly people, disabled
people, as well as to advert GBV risks.
Road Safety
The institutional scenario proposes the establishment of a Coordination and Monitoring
Division in Addis Ababa - Addis Ababa City Roads Authority (AACRA)/Road Transport
Management Agency (RTMA) for the governance of the safety processes.
4. Non-Motorized Transport
The Institutional Scenario’s adopt the proposal in NMT plan - network of cycle tracks and
pedestrian walkway to cover key urban corridors, including arterial roads (generally with a
ROW of 30 m and above, with two or more lanes of mixed traffic per direction). These corridors
should be easily accessible from surrounding residential areas and help connect high density
residential areas to commercial districts and will facilitate first- and last-mile trips to LRT,
BRT, and public transport terminals. Communications and engagement with women and the
youth is also proposed in order to incentivize a modal shift to walking and cycling as integral
modes of transport.
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5. Public Transport and Governance

The development of Mass Rapid Transit System as defined by the Addis Ababa Structure Plan
(2017-2027). The passenger demand for MRT network will influence the strategy for adoption.
6. Freight
- expansion of existing streets and creation of new links to the road network of Addis Ababa.
This is predominantly through the extension of the Ring Road and provision of PAS type
streets. This will reduce travel times and distances for freight vehicles and have a positive
impact on the cost of freight. Women and vulnerable groups will benefit through lower
prices of goods.
- Introduction of loading and unloading zones for freight and non-freight vehicles. This will
reduce prevent impediment to pedestrians and vulnerable groups as freight vehicles will
have dedicated areas for activities, clear of pedestrian paths.
- Introduction of pedestrianization to streets classified as local streets, designated city centre
and market zones combined with small logistics facility areas or urban consolidation
centres (micro-UCCs) close by for freight trucks to park and un(load) their shipments
outside the pedestrian zones.
- The construction of five road terminal and one rail freight terminal along major freight
corridors in the City. This will reduce the movements of large trucks in sensitive City areas.
- Heavy freight movement restriction within the inner ring road between 06:00am- 08:00pm
whereby, during daytime, goods movement will be carried out by small vehicles. This plan
will generally benefit the environment and improve the liveability in the inner Ring by
removing large trucks during these times. It is anticipated that a blanket ban of large truck
delivery to inner ring area will result in higher freight costs and will negatively impact
women and vulnerable groups by increasing the cost of goods.
7. Strategic Environmental Assessment:
This scenario includes all actions and improvements that are included in the Structure Plan of
the City of Addis Ababa (AACSP), as well as all the actions and improvements that are
comprised in the BAU scenario, it would impose adverse environmental impacts on land use
and biodiversity if not carefully implemented. It would take land occupied under vegetation
and impose construction time impacts such as air pollution from construction dust, vehicle
exhaust, noise, and vibration.
On the other hand, it will relatively reduce traffic congestion and associated GHG emission and
air pollution.
8. Strategic Social Assessment including gender considerations:
Under this scenario, a number of social impacts will emanate from land acquisition, expansion,
and improvements. If the interventions are not accompanied by well thought safeguard
measures, the social implications are very high (displacement, relocation, loss of livelihood
means, access denial etc).
On the other hand, this scenario will address some of the ever-increasing public need for
improved road and transport service, like NM. However, interventions under INS are not fully
in congruent with the vision and objective of SCTDP in terms of addressing the inclusion,
gender, and social issues.
9.2.3 Scenario 3: Policy Oriented Alternatives
Choice 3 represent investment option proposed by the SCDP team toward addressing and resolving the
criticalities of the road and street network of Addis Ababa as well as increasing pedestrian-friendly
areas, non-motorized and public transport, and achieving mobility of most vulnerable group of people
through the promotion of innovative mobility pattern.
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This investment option builds upon Choice 2 and represents the optimal case of full integration of land-
use development with sustainable transport provision.
Majority of residential, employment and educational areas would be directed to locations that are highly
accessible by walking and cycling networks and high frequency of public transport corridors. Growth
would be consolidated and intensified around suburban rail, light rail, and high frequency bus corridors.
This scenario is divided into two sub-scenarios
• Policy Oriented 1 (PO1) Scenario: This investment scenario is infrastructure-oriented and
favour more road widening, construction to accommodate more motor vehicles without
neglecting other transport modes.
• Policy Oriented 2 (PO2) Scenario: This investment scenario favours innovative investment in
public transport, non-motorized transport, and pedestrian mobility and involve minimal road
widening and construction.
The following compares the investment scope under each sub scenario:
1. Road Network
Policy Oriented Scenario 1 (PO1):
providing an orbital layout of main streets (principal arterials and expressways) encircling the
city centre and a number of radial main streets departing from the city centre towards the
periphery and connecting with major extra-urban roads. The city centre itself is not crossed by
Principal Arterials nor Expressways, but only by Secondary Arterials, Collector streets and
local streets. This has the scope of making the city centre not convenient for crossing traffic but
accessible mainly to local traffic as well as more accessible for pedestrians and NMT in general.
The “core” of the centre will be protected even more, by imposing measures to control access
of vehicles such as access permits, congestion charging or parking charging.
This policy provides an orbital layout of main streets (principal arterials and expressways)
around the city centre and a number of radial main streets departing from the city centre towards
the periphery and connecting with major extra-urban roads but with extension but the density
over the territory of primary arterials reduced, especially in and around the city centre. This
results in lower costs and less land occupation. The policy makes up for the lower capacity road
network by enhancing the performance and penetration of public transport and 670km of NMT
infrastructure. Therefore, this policy sacrifices the speed and volume of vehicle traffic in favour
of a greater support of pedestrian and NMT mobility, with special attention to the inclusion of
vulnerable groups of people.
2. Road and Street Density
This scenario provides a high number of intermediate connections, including SAS and CS
between the primary road network (expressways and PAS) and the local street network to
address the shortcomings of the current network. It will include requalification of collector
streets (CS) to channel motorized traffic away from local streets. The collector streets will be
flanked by pedestrian walkways and cycle lanes of adequate dimension, and connected with all
the local streets they cross, so that they too will be part of the vaster, citywide network of
infrastructures 400 km dedicated to NMT. Also, while several local streets will be accessible
to motor vehicles, other local streets will be made accessible only to pedestrians and NMT with
access to motor vehicles limited to service and emergency vehicles.
The policy considers number of road upgrades more than twice the number of downgrades (632
km vs. 281 km) with a very few new additions (64.4 km). The upgrades are distributed over the
entire urban area with the exception of the city centre, and they concern mostly local streets
that are upgraded to collector streets and secondary arterials. The downgrades are mainly
EnvironQuest 59
concentrated in the city centre, and they concern mostly primary and secondary arterials that
are downgraded, respectively, to secondary arterial and collector level.
This policy makes motor vehicle travel simpler and avoid congestion, but at the same time,
protect some areas of the city, such as the centre from excessive crossing traffic without
neglecting pedestrians and cyclists, and especially vulnerable groups.
The PO2 scenario, as does the PO1, addresses the lack of intermediate-level connections
between the primary road network (expressways and PAS) and the local street network by
providing a high number of intermediate connections (SAS and CS). However, the PO2
scenario, focuses less on principal connections and more on the intermediate ones, downgrading
several principal roads (PAS) to the intermediate level (SAS).
Under this scenario, the local streets will be upgraded to collector streets and secondary arterials
that will be distributed over the entire urban area with the exception of the city centre. Also, the
primary and secondary arterials will be downgraded and concentrated in the city centre. The
proposed number of upgrades will be about 65% greater than the number of downgrades (611
km vs. 371 km) with the additions very few new roads (55.5 km).
Finally, few roads will have ample right of way favoring lower speed of motor vehicles, a safer
roadside environment for pedestrians and more frequent, shorter, and safer at-grade crossings.
Also, there will be less expropriation and displacement of citizens to accommodate right of
way.
3. Road Safety, Parking and Traffic Management
Traffic Management:
Proposed establishment of limited traffic zone in central areas and market areas, with the
existence of green areas, accommodating significant pedestrian volumes and small number of
commercial and industrial activities but with a restriction to private car. Available space in this
area will be used by NMT (walking, cycling), public transport and public services vehicles
(police, fire police, ambulances etc.). This will offer significant improvement to safety and
security for pedestrians, especially for women and vulnerable groups, it will also offer
improvement for the carbon emissions because of closeness to green spaces.
Expansion of public transport (PT) network by introducing new services (e.g., shuttle buses) to
operate from PT hubs or parking places surrounding the limited traffic zones towards the centre
of limited traffic zones. Freight transport, Loading/ unloading of goods and delivery will be
permitted only during non-shopping hours and when the pedestrian flows are low.
Different from PO1, PO2 considers the establishment of a Road Price Control Area with special
car that enter restricted zones and specific parking areas to promote the use of public transport
special consideration will also be given to people with disabilities (PWD).
For the two scenarios, there is a proposed intersection improvement to remove delay, number
of accidents, stopping time at junctions with installation of camera on the limited traffic zones
and the intersections. This will contribute towards the detection and prevention of gender-based
violence (GBV) incidences and promote safety and security for vulnerable groups.
Parking:
The construction of off-street parking stations in areas close to limited traffic zones so that
people move into the cars are restricted with other modes, such as walking, public transport or
cycling.
PO2 proposed that parking spaces is provided with Park and Ride (PnR) facilities where drop-
on/ drop-off areas are close to PT terminals to promote use of public transport, as more people
will be able to reach and use the public transport. This will reduce delays, traffic accidents, and
the conflict of movements (cars, pedestrians) around the terminals area.
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Road Safety:
PO2 scenario proposes:
• construction of pedestrian crossings (overpass, underpass, level crossing, and reduction of
U-turns)
• road safety campaigns especially the use of seat belts
• development of school zones
• prioritization of traffic safety for people with reduced mobility
• improvement of road lightning to facility safe driving at night and safe movement of women
• effective post-crash care -integration of road network with health facilities
4. Non-Motorized Transport
The Addis Ababa NMT Strategy network proposed 544.4 km of pedestrian and bicycle
infrastructure upgrades. Meanwhile the NMT network proposed for PO1 scenario alternative
reduces the links to 288.4 km in order to give way to vehicular capacity. PO2 however offers a
full built-out network of 703.6 km of NMT, and the opportunity to significantly increase the
mode share of cycling (up to 15% city wide, 20% in the city centre) to curb or avoid the mode
transfer from public transport and walking toward the private car.
The policy scenarios introduced the installation of safety monitoring instruments like security
camera, emergency call telephone lines to avoid GBV and sexual harassment. For the oldages
and vulnerable people, provision of benches and sheds at intervals on the sides of walkways.
To promote cycling, umbrella type structure is proposed that prevent direct strike of ultraviolet
light during cycling.
5. Public Transport and Governance
The strategy for PO1 is based on an extensive development of Mass Rapid Transit in the city
center and in the urban development areas with a new BRT network and an extension of the
existing LRT network.
PO2 scenario strategy is similar to PO1, but significantly based on Public Transport with a
highly developed MRT system (BRT, LRT and Metro) accompanied with Road Pricing
Zone/limited.
6. Freight
Proposes the following
• a strong freight networks. strong connections between key locations in the city such as
planned freight road/rail terminals, the airport and transport modes to the rest of the world
(rail, road, and air).
• policy shift from high emission generating vehicles (old vehicles and/or Heavy Good
Vehicle, HGV) to low emission vehicles (electric vehicles, hybrid vehicles and NMT such
as electronic or manual cargo bikes). This will improve liveability.
• a logistics facility (Urban consolidation centres (UCCs)) that is city-centred and serves
specific urban areas such as a high street, a large shopping centre, an airport, a health /
hospital cluster, or a major construction site and use environmentally friendly vehicles and
NMT freight vehicles such as the electrically assisted tricycles to deliver good. A similar
or opposite process applies for reverse logistics pick-ups and collections. UCC’s therefore
provide an entry point to the freight industry for women by deconcentrating freight facilities
from large terminals, warehouses, and trucks with large machinery.
• A permit system to be administered by FTA (Freight and Transport Authority) for heavy
good vehicle (HGV) operators seeking to access the inner-city area to restrict them to roads
EnvironQuest 61
specifically designed for them and that will also ensure regular maintenance of the HGVs,
evidence which the operator will be provide before renewal.
PO2 builds on the PO1 and provide in addition:
• implement electronic road pricing (ERP) for HGV seeking to access inner-City areas
especially those carrying sensitive goods or construction materials, or goods for rather
100% restriction. For instance, pricing an HGV at 3 or 4 times than a small vehicle will
promote a significant shift from HGV to small vehicle in this sensitive area. This plan will
generally benefit the environment and improve the livability in the ERP Zone by
significantly reducing the number of large trucks in this area.
• introduce micro UCCs to cater for the planned pedestrian zone will provide an entry point
to the freight industry for women by further deconcentrating freight facilities from large
terminals, warehouses, and trucks with large machinery. It will also reduce freight
component of the cost of goods. This will particularly benefit women and vulnerable groups
in lower socio-economic categories.
• implement a truck ban to all roads outside the Category 1 and 2 during the peak hours to
reduce heavy traffic as freight vehicle take up more road space and are design for lower
speed.
7. Strategic Environmental Assessment
This scenario as it focuses less on Public Transport and higher focus on improving the road
network widening to enhanced car traffic, it would entail adverse environmental impacts which
directly related to construction of road infrastructures and attraction of more vehicles on the
improved roads. It would also take more land occupied under vegetation and construction time
impacts such as air pollution from construction dust, vehicle exhaust, noise, vibration.
Improved road network would attract more private vehicles which eventually contribute for
traffic congestion and high GHG emission as well as air quality deterioration.
This scenario builds on PO1 with less focus on road widening but on NMT and public transport
modernization including LRT. Environmentally it will reduce traffic congestion and associated
GHG emission and air pollution. It promotes integration of different transport modes as well as
shift from oil fuel to efficient energy (solar, wind, hydro) to reduce anticipated environmental
pollution from the transport sector.
Environmentally, this scenario is the best one as it reduces GHG emission and air pollution
problems of the transport sector and impose less adverse impacts on land use and biodiversity
as compared to PO1 scenarios that highly promote road network construction.
8. Strategic Social Assessment including gender considerations
It adheres to traditional mobility pattern where greater emphasis is given to infrastructure for
motor-vehicles, yet it does not neglect pedestrian-friendly areas, NMT and public transport as
well as mobility for the vulnerable groups. From the social point of view PO1 has given due
emphasis for inclusion, gender and social issues but requires incorporation of safeguard
measures to counter unwanted social repercussions that might follow from the improvement of
the road network.
Though less road infrastructure oriented, this scenario (PO2) more or less follows similar
pattern with PO1; for instance, the parameters of road density and intervals are chosen to match
EnvironQuest 62
the minimum recommended values. However, PO2 is less infrastructure-oriented with lesser
proposal on the degree of road and street requalification proposals. This scenario gives more
emphasis to pedestrian-friendly areas and NMT and attaching more values to the role of public
transport. From the social point of view this scenario considered to be the most preferred one
for the following reasons:
• It emphasizes Gender Equality, Safety and Social Inclusion.
• It gives more weight to social variables than only the infrastructure development; and
• It emphasizes the role of public transport, development of pedestrian-friendly areas, NMT
as well as mobility for the vulnerable groups of people.
9.3 Evaluation of Alternatives
This section provides a comparative evaluation of the environmental effects of implementing aspects
of each of the scenarios described in the previous section, since the SCTDP as proposed is a hybrid that
draws upon elements of each of the four scenarios (Ramboll, pers. comm., November 2021). This
determination sought to understand whether relevant aspects of each scenario was likely to improve,
conflict with or have a neutral interaction with social and environmental components.
9.3.1 Methodology
Aspect of environment components and the Strategic Environmental Objectives (SEOs) are used in the
evaluation of the identified alternatives, I.e., scenarios (see Table 9.1). SEOs are developed from
international policies that govern environmental protection objectives established at international, and
local levels. It is therefore a good standard against which the alternatives are evaluated to identify which
options would have significant effect. The environmental effects detailed would be present to varying
degrees because of the construction and operation of development under the different alternatives. The
evaluation also put into consideration social impact and gender inclusion.
Table 9.2 shows the compatibility criteria used for the evaluation of the alternatives. Note that where
an alternative present more than a single effect, the colour band of the most dominant effect is indicated.
However, the symbol representing the diffect effect are placed side by side.
Table 9.1: Strategic Environmental Objectives, Social and Gender Impact.
Environmental Potentially Significant Adverse
Significant Positive Effect / SEOs
Component Effect to SEOs
Air and climatic - reductions in greenhouse gas and other Emissions to air and associated
factors emissions to air as a result of facilitating a issues.
shift from car to more sustainable and non-
motorised transport modes; and facilitating
more consolidated urban areas and
reductions in sprawl.
- reductions in consumption of non-renewables
- management of traffic flows (and associated
adverse effects on air quality and noise levels
because of traffic).
Population and - Provides for the development of transport Potential interactions environmental
human health infrastructure and services in locations which vectors such as air
will facilitate use by those living and working
in urban/suburban areas.
- the protection of human through the
environmental vectors, especially air.
Biodiversity and - lower overall effects on ecology (including Arising from both construction and
flora and fauna designated sites, ecological connectivity, and operation of transport infrastructure:
habitats) - due to increased utilization of - loss of/damage to biodiversity in
lands within existing development boundaries designated sites, ecological
and use of existing utilities and brownfield connectivity, and non- designated
sites. habitats.
- the protection of vegetation and l ecological - disturbance to biodiversity and flora
enhancement interventions along transport and fauna.
corridors. - Habitat loss, fragmentation, and
- Preventing interaction to air. deterioration
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- Disturbance (e.g., due to noise and

lighting along transport corridors)
and displacement of protected
species and/or coastal squeeze.
- Effects in riparian zones where new
crossings of waters, if any, are
progressed.
- Potential effects on vegetation from
transport emissions.
Material Assets - a mode shift away from the private car to - Loss or damage to build/amenity
public transport, walking and cycling and assets and infrastructure including
associated enhancement to public realm because of new or widened
- the protection of built/amenity assets and transport infrastructure.
infrastructure. - Generation of construction waste.
- the reuse and regeneration of brownfield
lands thereby contributing towards a higher
efficiency of land utilization, sustainable
mobility,
- promote use of existing development
boundaries, utilities, sites, and reduction in
the need to develop greenfield lands to lower
adverse effects upon ecology, landscape
architectural and archaeological heritage,
soil.
- appropriate waste management.
Water - lower effects on ground and surface waters - Adverse impacts upon the status of
due to higher levels of development within water bodies arising from changes
established and serviced settlement centres in quality, flow and/or morphology.
that have installed/upgraded water - Increase in the risk of flooding.
- compliance with the Flood Risk Management
Guidelines.
Landscape - the protection of landscape designations as a - adverse visual impacts and conflicts
result of facilitating compliance with relevant with the appropriate protection of
plans. statutory designations relating to the
landscape.
Cultural - the protection of cultural heritage - Potential effects on protected and
Heritage (archaeological and architectural) as a result unknown archaeology and protected
of facilitating compliance with relevant architecture arising from
legislation. construction and operation activities
- enhancement of cultural heritage and its
context in urban areas and surroundings as a
result of replacing motorised modes with
more sustainable and NMT modes (walking,
cycling and light rail/metro.)
Soil - Minimizes land-take and loss of extent of soil - Adverse impacts on the
resource - as a result of facilitating increased hydrogeological and ecological
utilization of lands within existing function of the soil resource as a
development boundaries and use of existing result of construction of transport
utilities and brownfield sites. and associated facilities.
- Contributions towards the protection of the - Adverse impacts on features or
environment from contamination arising from areas of geological /
brownfield development. geomorphological interest as a
- Contributions towards the protection of result of construction of transport
features or areas of geological / and associated facilities
geomorphological interest. - Potential for increase in
coastal/riverbank erosion.
Social and Gender
- Contribute toward reduction in traffic - Increase mobility time due to delay,
Congestion
congestions, queues, and delays queues resulting from road network
- Special need of vulnerable groups
- provision for pedestrians, cyclists, women, (pregnant women, children, PWD
Social and and vulnerable groups (pregnant women, and the elderly) not fulfilled
gender inclusion children, people with disability and the - Lack of integration of different mode
elderly) of transports – cycling, walking and
MT and NMT
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- utilization existing land, boundaries, utilities - Displacement of people, social

Expropriation and brownfield sites without displacement, amenities along RoW for new road
issue relocation, loss of livelihood, access denial to infrastructure
people
Table 9.2: Scoring Criteria for appraising the effect of all Alternatives
Score Descriptions Symbol
Significant The proposed option contributes significantly to the achievement of the SEA
++
Positive effect objective.
Minor Positive The proposed option contributes to the achievement of the SEA objective but
+
Effect not significantly
The proposed option does not have any effect on the achievement of the SEA
Neutral Effect 0
objective.
Significant The proposed option detracts significantly from the achievement of the
--
Negative Effect objective. Mitigation is therefore required.
Minor Negative The proposed option has minor negative effect on the achievement of the
-
Effect SESA objective. Mitigation is therefore required.
Uncertain Effect There is insufficient information to enable an assessment ?
9.3.2 Detailed Evaluation of Alternatives

The SEOs, social and gender impacts and the alternatives are arrayed against each other to identify
which interactions - if any – would cause specific effects (See Table 9.3). The evaluation of the
alternative is based on the criteria presented in the previous Table 9.1. This highlights that there are
different aspects of each scenario that are beneficial with respect to the SEAs, and this correlates to
some extent with the SCTDP consultants’ development of a “hybrid” plan.
The evaluation shows that sub–Scenario PO2 will best achieve the proposed SCDTP sustainability goal
and visions for Addis Ababa. It rarely conflicts, but rather significantly improves the SEOs, social and
gender impacts, and in developing a hybrid those responsible for finalising and implementing the
SCTDP must attempt to maximize the sustainability impact of sub-Scenario PO2 whilst drawing upon
aspects of scenarios BAU and INS as well as sub-scenario PO1.
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Table 9.3: Comparative Evaluation of Investment Scenarios against SEOs

Environmental Social and Gender
Investment Air and Population Biodiversit Social & Expro SEA
Material Soil and Land- Cultural
Scenarios Climatic & Human y, Flora Water Congestion gender priation Preferred
Assets Geology scape Heritage
Factors Health and Fauna inclusion issue Option
-- 0 -/0 0 0 0 0 0 -- +/ 0 0
Scenario: as-is situation
Business
As Usual Assessment Commentary
This scenario emphasizes maintenance and improvement work on the existing road network. It will have neutral effect to Population and Human
Health, Material Asset, Land Take only, but adverse effect to Air and Climatic Factor (GHG emission and air pollution), Congestion, and some impact
to Biodiversity during the improvement activities. However minor positive impact on Social inclusion and prevention of Gender-based Violence.
-/+ 0 - -/0 ? ? +/0 +/0 -/+ + --
Scenario: AACSP, AANMTS and BAU Scenario
Institutional Assessment Commentary
(INS) This scenario emphasizes the full implementation of the AACSP, AANMTS and all intervention work in BAU scenario. It will involve additional
Scenario construction and intervention works. It will have positive impact to Social Inclusion and address some Gender issues. However, it will impose adverse
environmental impacts on Air Quality, Biodiversity, Vegetation and may involve People Displacement during constructions. However, it will relatively
reduce traffic congestion and associated GHG emission and air pollution. The effect to other environmental issue is not certain at this stage.
- /++ ++ + + ? ? + + - / ++ ++ - /--
Scenario: Traditional mobility pattern scenario
Policy Assessment Commentary
Oriented This scenario will result in road network widening to enhanced car traffic, improved NMT, public infrastructure and transport to achieve Social
Inclusion. However, it will present adverse environmental impact to Biodiversity, Vegetation, Air Quality, and may involve People Displacement if
Scenario 1
not managed during road construction. The promotion of policy shift from high to low emission vehicle will improve Human Health and community
well-being but the attraction to more private usage may contribute to Traffic Congestion and GHG emission. The effect to other environmental
issue is not certain at this stage.
++ ++ ++ ++
Scenario: Innovative mobility pattern scenario
? ? ++ ++ ++ ++ ++

Policy Assessment Commentary
Oriented This scenario promotes innovation to solving traffic, social and gender issues. Shift from car to other mode of transport. Enhanced Public
Scenario 2 Transport system based on low emission, with proper integration with NMT infrastructure to ensure inclusion to women, people with disability, and
the vulnerable group (Children and pregnant women). This scenario builds on PO1 hence including all the significant positive impact therefrom and
other enhancement. Inclusion of green areas in development. The effect to other environmental issue is not certain at this stage.
EnvironQuest 66
10. Mitigation and Enhancement Measures

Mitigation strategies/measures proposed for integration into the SCTDP are based on the following:
• Ethiopia's laws and regulations (e.g., those requiring EIA for certain types of projects -
including many of the physical infrastructural developments that will potentially occur under
SCTDP) and international commitments (e.g., Paris Agreement).
• International finance institutions who might provide finance activities under SCTDP (World
Bank as lead financer, and other funders of linked activities e.g., AfDB, EU, etc.). The
guidelines prepared by these lenders, will be a very valuable resource with respect to developing
measures relating to the physical infrastructure mitigation that may be required.
• The framework established for the overarching TRANSIP programme, and specifically the
ESMF and RPF.
At this stage, given that the actual mix of policy, infrastructure and other measures that will be
implemented within the SCTDP remains to be confirmed, a full range of the types of mitigation that
could be required is described in this section. Depending on the types of transport development activities
that eventuate, capacity building measures for staff of the PIU and other agencies are also likely to be
required. Again, the nature of the capacity building is unclear at this stage: it could range from policy
analysis to environmental monitoring and inspection of construction sites.
10.1 Mitigation Measures
As contained in the Ethiopia EIA guideline 2004, the general impacts posed by transport infrastructural
development should be mitigation by the following:
• Proper provision must be made for the management and disposal of waste and sewage from
temporary worker settlement
• A clean-up programme must be instituted in the project area after the construction phase is
complete
• Vulnerability of project areas to erosion must be considered in the siting of transport
infrastructure
• Excavation should not be undertaken during high erosion risk periods (e.g., when heavy rain is
likely).
• Locations for excavations for sand, gravel and stone for construction should be sited away from
erosion risk areas
• Systems should be implemented to minimize erosion during construction
• Design of drains and pipes must prevent erosion by water flowing off them onto the road
• Significant sites or relics must be identified and preserved
• Decrease visual impact by improving the design of transport facilities
• Vulnerability of natural features such as riverbanks to barriers should be considered
• Attempts must be made to protect valuable ecosystems
• An accident response system should be put into place to support transport infrastructure
• Adequate compensation should be provided for people who are resettled
• Good traffic control systems must be developed
• Quarry and borrow sites should be rehabilitated after use
10.1.1 SCTDP Policy Development
• Road, parking, congestion pricing.
• Investment in public transit.
• Public awareness, outreach, education campaigns.
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10.1.2 Implementation Intervention

A further range of potential mitigation interventions is suggested by the international conventions to
which Ethiopia is signatory, and the requirements of finance institutions such as the World Bank. These
include:
• Conservation of biodiversity.
• Sustainable use of the components of biodiversity; and
• Fair and equitable sharing of the benefits arising from the use of genetic resources.
• Avoidance of involuntary resettlement to the maximum extent feasible, and where inevitable
mitigation should include full compensation and other resettlement measures, including inter
alia livelihoods restoration.
10.1.3 Physical Infrastructure Development
The requirement for mitigation is already covered by existing regulations, notably the EIA Guidelines
2004 which categorizes transport infrastructure into 2 schedules:
• Schedule I: major urban roads, rural road programmes, rail infrastructure and railways, airport
with a basic runway length of 2,100 m or more, trans-regional and international highway
• Schedule 2: major rural roads, airport with basic runway length less than 2,100m
The guidelines require a comprehensive EIA study to assess the full impact and to define effective
mitigation for the significant impacts identified. This will be a condition of permission for the
development being granted.
10.2 Programme Enhancement
The Policy Oriented Scenario 2 (PO2) provides an opportunity to protect or enhance the environment
and provide social and gender inclusion. Wherever possible the scenario seeks to provide the greatest
value to the city of Addis Ababa by delivering multiple benefits through investment in public transport
infrastructure and integration with enhanced NMT coupled with other innovations. These opportunities
should therefore be included wherever feasible in the hybrid SCTDP that is proposed.
Although the scenario does not show any known negative effect on the Strategic Environmental
Objectives, as well as on Social and Gender inclusion, the following enhancements should be taken
forward as an integral parts of SCTDP activities part of the plan or programme when they are being
delivered, to improve on the objectives and where uncertainties remain with respect to any impacts.
Population & Human Health
• The plan and programme should be appropriately designed to avoid or minimize impacts on
local communities, their access to the countryside and availability of green infrastructure.
• Promote an intensive educational programme to encouraging local journeys on foot or by
bicycle or public transport
• Continue to take account of those without access to transport to provide equality of opportunity,
especially the elderly, people with disability disable by supporting the use of wheel and cycles
for mobility-impaired people.
• Develop the concept of Intelligent Mobility and apply it to transport systems in the area of low
emission mobility, mobility pricing and management, shared, autonomous and connected
mobility during implementation.
• Link footpaths and cycleways to existing and new green infrastructure, especially play spaces,
which would support safer access by children and improved physical activity.
• Promote the creation/extension of and improvements to green and blue infrastructure.
• Improve the quality of road surfaces, and provide directional signage, access to public transport,
information on walking, cycling via a Journey Planner.
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Air and Climatic Factors

• Apply restrictions on more polluting vehicles to encourage a cleaner fleet. The "Polluter pays
principle” should be applied to demand management measures.
• Consider use of trees in appropriate locations to filter out pollutants; urban tree planting can be
beneficial to air quality and should be considered at project level.
• Continue to work with the RMTA and AATMA and the subsector agencies to identify air
quality improvements associated with the BRT, Metro, LRT network to complement plan air
quality measures.
• Carry out pilot studies, where appropriate, working with businesses and research institutions to
support the provision of infrastructure for low emission public transport vehicles and
incorporation of low emission vehicle technologies.
• Consider implementing a more intensive programme of ‘Intelligent Mobility’ services and
demand management to increase the uptake of more carbon efficient travel (public transport,
walking and cycling) within city centre area where there is significant opportunity because of
the relatively close proximity of various services.
Biodiversity, Flora and Fauna
• Where irreversible and unpreventable impacts on habitats and species are identified, habitat
restoration and, if necessary, replacement with comparable alternative areas should be carried
out.
• Consideration should be given to integrated habitat improvements as part of plan, including
(but not limited to) opportunities to plant native peripheral trees and shrubs, which can provide
improved habitats for birds, invertebrates, and small mammals.
Material Assets
• Plant trees along key pedestrian walkways and cycleways to create shade and have a cooling
effect, where considered appropriate
• Ensure maintenance requirements consider climate change predictions by applying temperature
resilient surfacing on the road network.
Cultural Heritage
• During the implementation of the scenario, measures should be actively sought to enhance the
historic environment.
• Further consultation with the Authority for Research and Conservation of Cultural Heritage as
the design of the Scenario progresses.
• Recording of any archaeological remains or other heritage assets prior to Implementing the
transport plan where appropriate
Landscape
• The scheme should seek to minimize visual intrusion and avoid harms to views of heritage
value. This should be done at a detailed landscape and visual impact assessment
• Particular care should be required to avoid road signage clutter, manage over street lighting
design, protect the Addis Ababa heritage assets; enable road verge and litter management and
to allow Solid Waste Management Agency ability to manage and clean up road verges.
Soil and Geology
• During the delivery of schemes, care should be taken to avoid losses of agricultural land,
wherever possible (notably losses of good to excellent quality soil).
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• Enhance partnership working with local planning authorities and use of the planning system to
achieve better coordination between land use planning and future public service provision.
• Promote the use of secondary materials to reduce the amount of resource consumption in new
designs.
Water
• Sustainable drainage systems should be integrated into the design to help provide opportunity
to enhance the existing drainage network and help improve water quality further. The planting
of trees and vegetation would also help to reduce surface run-off rates.
• Siting of public and NMT infrastructure and associated impact assessment and mitigation
requirements should be developed in consultation with the Environment Agency to ensure no
impacts on water bodies.
The mitigation measures proposed for SCTDP policy development, implementation interventions and
physical infrastructure development are presented in Table 10.1. The table is arranged to follow the
sustainability objectives.
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Table 10.1: Mitigation Measure

Sustainability Objective Issue Mitigation Proposed Opportunities for Enhancement
1. To maintain and enhance Addis Ababa ecosystem and natural resources Interventions should consider environmental impacts For smaller scale interventions,
Addis Ababa's ecosystem and are vulnerable to increased pressures from rapid on natural capital and biodiversity early in the design mitigation measures are likely to
contribute to biodiversity net urbanization. Any intervention that requires land stage and design out negative effects with measures minimize negative effects; For
gain. take has the potential to adversely affect natural such as avoidance and mitigation. In general areas of larger interventions, namely new
capital and lead to a reduction in biodiversity. previously undeveloped land should be avoided; In highway schemes, mitigation
These assets may be negatively impacted or lost particular, designated sites (ecological) and effects on measures will reduce but may not
during the implementation of interventions or these sites should be avoided for any intervention; eliminate negative effects.
strategies. Large scale road schemes should be considered only
if no other alternative is suitable as they will involve
natural capital reduction and fragmentation of
habitats; The design and implementation of larger
interventions where significant effects are likely, will
go through the EIA process and seek biodiversity net
gain as part of design and mitigation measures.
Smaller interventions may not require the EIA process
but should adopt similar measures; and AACRA will
consult further with EEPA before the SCTDP is
finalized to explore potential targets and indicators
that can be applied to interventions, when applicable,
to ensure conformance with the sustainability
objective is achieved.
2. To conserve natural Construction of new infrastructure requires New highway schemes should ensure that priority is For new highway interventions the
resources, increase resource increased resource use (for example use of raw given to shared transport measures and active mitigation will reduce the significant
efficiency and reduce materials) and will result in waste generation. transport is incorporated into the design. Encouraging negative effects. However, an
generation and disposal of Capacity increases to the transport network will active or public transport resources waste and overall negative effect may still be
waste. similarly increase resource use. Increased GHG resource use; Interventions should consider waste experienced depending on the
emissions have the potential to increase with the generation and resource use in planning and design nature and scale of the intervention
increased numbers of journeys. As well as this, to increase resource efficiency and improve and the impact of mitigation.
addressing energy used in street lighting and operational efficiency; Consideration at the
reducing motorised trips are opportunities to procurement stage should be given to resource
improve energy efficiency. hierarchy, for example, use of reused materials to
form road surfaces and/or additional measures to
ensure the preservation of road surfaces; and In
addition, opportunities for renewable energy capture
should be integrated into interventions where
practicable.
3. To protect soils and Issues may arise when interventions are required Any intervention requiring land take should be In general, commitments to avoid
minimize the loss of valuable on existing agricultural and other non-urban land positioned to avoid development on previously the loss of valuable agricultural or
agricultural and other land uses. Additionally. issues may arise from undeveloped land, and where this is not possible, other forms of land use will result in
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and Improve efficiency of land operational initiatives such as introduction of avoid encroaching on/severing productive farmland. a reduction in the existing risks to
use through the re-use of sources of pollutants (e.g., spills and emission Where practicable, previously developed land should productive land.
previously developed land deposits from motor vehicles) to soils previously be prioritized for use; When a development will have
and existing buildings. not exposed to such contaminants. unavoidable effect on soils and valuable agricultural
land, alternatives should be considered; and AACRA
will consult further with EEPA before the SCTDP is
4. To protect and enhance Issues arise in relation to this objective in any Interventions should consider environmental impacts In general, commitments to avoid
Addis Ababa's biodiversity, instance where a physical intervention is required on natural capital (see objective 1) and biodiversity designated biodiversity assets and
fauna and flora, in particular, on previously undeveloped land as well as the early in the design stage and design out negative the implementation of other
but not limited to, conserving maintenance and upgrade to existing effects with measures such as avoidance, mitigation mitigation and enhancement
natural habitats and species infrastructure that is in the vicinity of sites of and enhancement. In general areas of previously measures will see an improvement
of conservation importance, biodiversity, for example indirect effects through undeveloped land should be avoided; In particular, at point of implementation.
and avoiding actions which vehicle emissions to air. Any physical intervention designated sites (ecological) and effects on these Increasing habitat for pollinators
damage sensitive habitats. can have negative impacts on biodiversity in sites should be avoided for any intervention. If a along the transport corridors will
particular without the careful consideration of an significant environmental effect is anticipated on a lead to long term enhancements for
approach to avoid/reduce these impacts and a designated site, alternatives should be pursued, and insects and the species that
suite of appropriate mitigation measures. the mitigation hierarchy applied to these alternatives. depend upon them.
Carry out a habitats assessment in support of the
SCTDP, using the outcomes to guide interventions;
Any intervention should commit to providing
Biodiversity Net Gain (BNG) as part of the design and
consider opportunities for habitat provision and
enhancement opportunities for protected species.
Addis Ababa should commit to an overall target of
10% BNG provision throughout the lifetime of the
SCTDP; Maximise habitat for pollinators through
planting wildflower grass mixes along transport
corridors rather than amenity grass; The design and
implementation of larger interventions should go
through the EIA process and/or other environmental
assessment to properly quantify effects on receptors
and seek to improve biodiversity conditions as part of
design and mitigation measures; and Addis Ababa will
finalised to explore potential targets and indicators
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5. Enhance the connectivity The connectivity of biodiversity habitats and GI is Any intervention should commit to providing BNG as For smaller scale interventions,
between habitats through the key objective to improving the biodiversity part of the design and consider opportunities for mitigation measures will alleviate
creation of green corridors throughout Addis Ababa. Physical infrastructure habitat provision. AACRA should commit to an overall negative effects; For larger
and preservation/ interventions in particular have the potential to target of 10% BNG provision throughout the lifetime of interventions, namely new highway
enhancement of the Green negatively impact this objective as they often the SCTDP; The provision of GI should be considered schemes, mitigation measures will
Infrastructure (GI). compete for use of the same land and have the as part of the implementation of interventions. Large reduce but may not eliminate
potential to sever GI and habitat corridors. scale road schemes should be considered only if no negative effects.
other alternative is suitable to issues as they will
involve an unavoidable element of natural capital
reduction and fragmentation; Sustainable transport
corridors and other active transport interventions
should be combined, where the opportunity allows,
with opportunities to develop GI corridors; and
AACRA will consult further with EEA before the
SCTDP is finalized to explore potential targets and
indicators that can be applied to interventions, when
applicable, to ensure conformance with the
sustainability objective is achieved.
6. To reduce traffic related air Addis Ababa has areas that are highly polluted Air Quality Action Plans should be implemented as For new highway interventions this
pollution where possible, and associated with the road network. AACA part of SCTDP Options. These should include will reduce the negative effects.
enhance air quality elsewhere must work to address these specifically as well measures to complement interventions, such as However, an overall negative effect
in Addis Ababa. as air quality as a whole. Although the SCTDP is promotion and encouragement of active transport, may still be experienced depending
committed to addressing air quality issues the inclusion of EV charging infrastructure and / or on the nature and scale of the
provision of any infrastructure and economic provision of screening measures such as vegetation intervention and the impact of
development that encourages increased fossil provision; In general, measures to discourage mitigation.
fuel usage or industrial activity will result in individual car trips over other alternative transport
adverse air quality effects. modes (active, shared and public transport) should be
implemented; and new highway schemes have the
potential to lead to significant negative air quality
affects on nearby receptors and introduce new
receptors to negative air quality effects. If alternative
interventions are not feasible, then avoidance of
receptors should be pursued alongside measures
such as accompanying provision of electric vehicle
charging infrastructure, shared and active transport
facilities and the prioritization and promotion of these
transport modes.
7. To reduce emissions of The SCTDP does not currently specifically Provision of infrastructure in the form of new highway For new highway interventions,
greenhouse gases and the provide enough attention to GHG emission schemes will result in an unavoidable increase in such as the regional interconnect,
reliance of the transport reductions. The wider TRANSIP commits to a GHG emissions. Similar to air quality, measures this has the potential to reduce the
network on fossil fuels in line reduction in GHG emissions. However, any should be implemented to reduce this through negative effects. However, an
physical intervention will result in GHG emissions discouragement of car mode trips through provision of overall negative effect may still be
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with net zero carbon through embedded emissions and emissions active, shared and public transport alternatives (and experienced depending on the
commitments. from construction and, if associated with fossil the promotion and prioritization of these); EV nature and scale of the intervention
fuel-based transport, will result in operational infrastructure provision should also be encouraged and the impact of mitigation.
GHG emissions. In particular the focus on where appropriate to ensure further localized emission
highway upgrades and new road schemes will reductions. While not resolving GHG emission issues,
have an unavoidable negative effect on GHG a significant EV uptake would significantly contribute
emissions. to emissions reduction; Designs should priorities
efficient movement of vehicles to ensure that
congestion does not become a problem resulting in
additional localized emissions; and overarching
themes of reducing car mode share, encouraging
sustainable transport and reducing the distance and
frequency of trip requirements should be considered
for all interventions.
8. Ensure that the local The plan does not currently specifically provide Conduct a Flood Risk Assessment in support of the In general, commitments to the
transport network builds enough attention to flood risk and climate change SCTDP, applying the outcomes to SCTDP strategies, outlined mitigation measures will
resilience to climate change. impacts. Transport interventions, including the objectives, and interventions. Major issues can be see an improvement at point of
provision of new infrastructure, needs to be effectively avoided by taking into account identified implementation.
resilient to the impacts of climate change such as flood risks; as flood risk is a key risk in relation to
flooding, severe weather or temperatures and climate change, any intervention that introduces
increased precipitation. physical infrastructure (either new infrastructure or
upgraded) should consider the flood risk, and provide
flood defence opportunities or flood risk benefit where
practicable; non-hard engineering approaches that are
more resilient to climate change should be considered
in the design of interventions where practicable; and
design of interventions should consider non-flood
related climate change risks (extreme weather and
temperatures), integrate technology into extreme
weather warning communications to transport users,
and ensure measures such as appropriate shading at
shared transport facilities and appropriate materials
are included to avoid potential issues such as melting
tarmac and cracking road surfaces.
9. To reduce noise from The provision of any new infrastructure, Across Addis Ababa, noise management plans should For new highway interventions the
transport related sources in particularly new road schemes, and economic be implemented as part of transport strategies. These mitigation has the potential to
sensitive areas – residences, development that encourages increased should include measures to complement reduce the negative effects.
schools and hospitals. motorised vehicle usage would result in interventions, such as promotion and encouragement However, an overall negative effect
increased noise levels. of active transport or provision of vegetation to screen may still be experienced depending
noise barriers; in general, measures to discourage on the nature and scale of the
AACA and sub-cities administrations must work individual car trips over other alternative transport intervention and the impact of
to address noise in sensitive areas. Additionally, modes (active, shared and rail) should be mitigation.
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noise levels are a general concern, in particular implemented; and new highway schemes have the
in congested urban areas and sensitive areas. potential to lead to significant negative noise effects to
nearby receptors and introduce new receptors to
negative noise effects. If alternative interventions are
not feasible, then avoidance of receptors should be
pursued alongside measures such as accompanying
provision of shared and active transport facilities and
the prioritization and promotion of these transport
modes.
10. To protect and where Any physical intervention being introduced has The design of interventions regardless of scale should In general, commitments to the
possible, enhance the quality. the potential to negatively impact the character of be sensitive to the surrounding landscape, theme of outlined mitigation measures will
character and diversity of the these areas, even if the purpose is to improve said landscape and assets within said landscape. This see an improvement at point of
existing landscape. access. is relevant to both rural and urban interventions, if an implementation.
intervention is found to have significant negative
effects on landscape assets, it should not be pursued.
Alternatives should then be considered, and the
mitigation hierarchy applied to these alternatives; The
design and implementation of larger interventions
should go through the EIA process to properly
quantify effects on receptors and seek to improve
landscape conditions as part of design and mitigation
measures; interventions within Addis Ababa should be
carried out with cooperation from the relevant
authority to ensure that they do not adversely impact
the landscape character. These authorities should be
engaged as part of the implementation of the transport
strategies; minimisation of visual impact of any
intervention infrastructure should be a consideration
throughout the SCTDP implementation; and AACA will
11. To protect and enhance Any interventions taking place in urban The design of interventions regardless of scale should In general, commitments to the
Addis Ababa's historic environments are likely to be in close proximity to be sensitive to adjacent heritage assets. In an urban outlined mitigation measures will
environment including designated heritage assets. There is the potential setting. many assets will likely be directly adjacent to see an improvement at point of
heritage resources, historic to damage or otherwise negatively impact these roads and subsequent intervention focuses. In rural implementation.
buildings, historic landscapes, assets if appropriate consideration in the design setting, the potential for buried heritage assets will be
and archaeological features. and construction of interventions is not applied. more prevalent; As with other receptors, avoidance of
heritage assets in the implementation of the SCTDP
should be a key criterion, in particular for urban areas.
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If unavoidable, early assessment of effects on

heritage assets in intervention design and statutory
processes such as EIA is crucial to ensure
appropriate mitigation measures are incorporated.
12. To protect and where The main issues associated with the transport is Sustainable Drainage Systems should be In general, commitments to the
possible, enhance water runoff from users of the network and direct incorporated into all interventions where practicable; outlined mitigation measures will
quality of Addis Ababa's rivers alterations to water bodies as a result of Avoidance of alteration and crossing of watercourses see an improvement at point of
and groundwater. implementation of interventions (such as the should be a consideration of any physical intervention. implementation.
construction of a new bridge over a river). If avoidance is not possible a system to identify
Increased trips and capacity on the existing road vulnerable watercourses with the potential to be
network would increase rates of runoff and affected by multiple interventions should be developed
pollution without appropriate measures to and included in the implementation of the SCTDP;
mitigate this. and enhancement and restoration potential should be
considered for interventions near watercourses.
Interventions such as sustainable transport corridors
have the opportunity to integrate improvements to
watercourses and associated habitats within their
design.
13. To reduce vulnerability to Physical interventions will result in increased Carry out an Flood Risk Assessment in support of the In general, commitments to the
flooding of transport hard and impermeable surfaces and an SCTDP, applying the outcomes to SCTDP strategies, outlined mitigation measures will
infrastructure and ensure that increased surface run-off. This will result in an objectives and interventions. Major issues can be see an improvement at point of
the risk of surface water increased flood risk not only at the location of effectively avoided by considering identified flood implementation.
flooding is reduced by any interventions, but downstream as well. The risks; and as flood risk is a key risk in relation to
implemented scheme or cumulative impact of multiple interventions is a climate change, any intervention that introduces
initiative. particular consideration for any strategy. as physical infrastructure (either new infrastructure or
multiple flood risk increasing interventions could upgraded) should provide flood defence opportunities
significantly impact Addis Ababa's flood risk or flood risk benefit where practicable.
context.
14. To sustain and develop The SCTDP makes a mostly positive contribution None required. Not applicable.
Addis Ababa's social and to addressing demographic change through the
cultural infrastructure through identification of the need to improve and alter
increased connectivity of elements of the transport network to account for
communities and to increase future changes. Issues arise in the forms that the
the capacity and efficiency of interventions may take, there is the potential for
the transportation network to localized impacts on receptors in areas of
support demographic interventions as well as the potential to not
changes, including increasing adequately accommodate the increased
travel by sustainable modes demands for transport.
of transport.
15. To improve the wellbeing The SCTDP make a mostly positive contribution Interventions such as new highway schemes, without For new highway interventions this
of the population through to addressing health and wellbeing through active transport inclusion, do not improve accessibility will reduce the negative effects.
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access to transport, active providing alternative transport options alongside or options to pursue active transport for local However, an overall negative effect
travel and reductions in measures to increase accessibility to services communities. These interventions also have the may still be experienced depending
pollution. and reduce air pollution and noise levels. Issues potential to increase community severance and make on the nature and scale of the
arise in the forms that the interventions may take, access and options for these transport measures intervention.
there is the potential for localized impacts on worse; and highway interventions should include
receptors in areas of interventions as well as the active transport facilities within their design where
potential that interventions designed to address practicable and in particular ensure crossing and
other objectives negatively impact local access points should be included to ensure that
community's health and wellbeing through their existing active transport options are not negatively
nature and proximity to these receptors. affected by new highway schemes.
16. To sustain economic The SCTDP makes a mostly positive contribution None required. Not applicable.
prosperity across Addis to addressing the need to sustain economic
Ababa through provision of prosperity as a direct or indirect consequence of
reliable and accessible interventions to support the transport network.
transport networks. Issues will arise if interventions require
development on new areas of land or in proximity
to sensitive environmental and urban receptors.
Economic development is usually associated with
negative environmental effects with the risk of
required interventions causing fragmentation of
biodiversity, vulnerable and isolated
communities.
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Ethiopia SCTDP Strategic Environmental & Social Assessment
11. Implementation and Monitoring Plan

A description of the implementation plan for monitoring the significant environmental and social
effects of the implementation of the SCTDP is required by the Ethiopian Environment Protection
Agency and the World Bank. This would enable early identification of unforeseen adverse effects thus
allowing remedial action to be put in place. Monitoring will be the PIU’s responsibility and may include
steps beyond those currently undertaken by the transport and environmental authorities.
11.1 Implementation Plan
The implementation plans intended to deliver the SCTDP SESA for specific programmes/sub-projects
requires the PIU/implementing agencies to assess plan against the sub-project objectives and SESA
framework to identify strategies that avoid, reduce adverse effects, and enhance beneficial outcomes.
The mitigation and monitoring of the significant effects highlighted in this SESA Report will place
primary reliance upon evidence of mitigation/enhancement procedures being implemented during the
design and delivery of the transport measures rather than the monitoring of external environmental
parameters. Essentially there would be a clear link between the findings of this SESA Report and
the assessment of the measures associated with the Implementation Plans. It is proposed that these
mitigation/enhancement procedures would comprise:
• Clear specification of design objectives for transport measures to deliver the SESA objectives.
• Assembly of evidence throughout the design and decision-making processes for the SCTDP
demonstrating consideration of the environmental and sustainability outcomes.
• Gathering of evidence of implementation alongside delivery of the sub-projects
• Periodic external verification of the evidence and outcomes to deliver transparency and
credibility to the process over the life of the plan.
The mechanism to support these processes would be as follows to benchmark reviews to support the
Implementation Plan.
The monitoring plan will be used to manage the identified risks and to meet applicable Ethiopian laws
and World Bank ESS. The PIU would need to establish an Environmental and Social Management
System (ESMS) for all phases of Projects under the TDP. The ESMS will enable PIU to:
• manage the mentioned risks and impacts
• implement, monitor and review identified mitigation measures
• provide continuous control of the processes and
• improve environmental and social performance.
The ESMS should be established in line with the following international good practice and guidelines:
• ISO 9001:2008 - Quality Management System
• ISO 14001:2004 - Environmental Management System
• ISO 45001:2018 - Occupational Health and Safety Management System
• WB ESS1 - Assessment and Management of Environmental and Social Risks and Impacts.
The ESMS integrates planning, implementation, control, and review of the processes in terms of
environmental and social impacts. The scope of the ESMS covers:
Environmental, Health and Safety and Security (EHSS) Policy
PIU will publish its EHSS Policy to provide a framework for determination and review of environmental
and social targets and objectives. This policy will be developed for both the construction and operational
phase of projects, and will include a commitment to
• Comply with EHS regulations and requirements
• Occupational health and safety of employees
• Stakeholder requirements and satisfaction
• Continuous improvement of service quality
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Planning of the ESMS

The PIU would identify environmental and social aspects, legal requirements, set objectives, and
establish programs and initiatives.
Implementation of the ESMS
The PIU would provide resources required for successful ESMS implementation. This includes:
• Provision of adequate training and awareness
• Establishing communication procedures
• Thorough documentation of actions
• Review of documents and operations in terms of their environmental and social aspects
• Establishment of an emergency management process.
Control of the ESMS (including monitoring and audit)
This involves:
• Establishing monitoring and measurement capabilities
• Evaluation of legal compliance
• Resolving nonconformities and reviewing records
• Performing environmental and social management audits
11.2 Implementation Roles and Responsibilities
The key stakeholders’ responsibilities for SESA implementation are summarized in Table 9.1.
Table 11.1: ESMS Implementation Roles
Stakeholder Responsibilities
Ethiopian • Enforce National legislation compliance
Environmental • Review and approve project ESMP significant changes
Agency
• Comply with WB ESS and national laws and regulations
• Appoint qualified staff and suppliers that are familiar and experienced in developing and
delivering against relevant standards and good practices
PIU • Develop and implement an Environmental and Social Management System
• Implement responsibilities as outlined in the Management Plans
• Ensure worker and supplier awareness and compliance with HSE Policy and this ESMP
• Ensure workers are trained
PIU would put in place a simple E&S unit to ensure the ESMS is implemented throughout project sites.
The PIU will appoint an HSE Officer who will be assisted by a Community Liaison Officer (CLO) to
oversee the overall implementation of the SESA.
Project Manager
• Ensure that workers and contractors are duly informed of ESMP requirements
• Appoint a qualified and experienced HSE officer to monitor the implementation of this ESMP
during all phase of the project.
• Ensure that the construction contract provides for site rehabilitation to the satisfaction of the
relevant authorities, of any environmental damage resulting from the project as well as non-
compliance with the ESMP
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Figure 11.1: SESA Implementation Organization

HSE Officer
• Ensure compliance with the SESA requirements and other relevant environmental legislation.
• Monitor implementation of the SESA
• Facilitate awareness and HSE training for workers, subcontractors
• Report and investigate hazards
• Conduct regular audits and inspections to ensure compliance
• Provide advice and guidance on HSE requirements e.g., during change management
• Ensure adequacy of safety equipment
11.3 Reporting
During sub-project construction and development, PIU HSE Officer will report observations, non-
compliances, HSE statistics and issues of concern to the Project Manager. Any non-compliance,
environmental incident or safety issues and grievances recorded will be highlighted with proposed
corrective actions. During the operational phase, the HSE Officer will submit periodic HSE reports
summarizing the environmental monitoring performance to EEA.
Monitoring may be performed daily, weekly, quarterly, semi-annually, annually, biennially, or
continuously, depending upon the resource, regulatory requirements for regulatory monitoring, and the
project-specific requirements for other monitoring. Monitoring results will be compiled when due and
communicated to EEA as appropriate.
11.4 Capacity Development
Training and other capacity building interventions related to environmental and social management are
very important for TDP implementation. The PIU will develop a training and capacity building program
for applicable in-house resources, project implementing agencies and other stakeholder based on the
SESA notes recommendations. The training is expected to help stakeholders to mainstream
environmental and social issues into project planning and implementation.
Specifically, the PIU will train employees of all relevant organizations, including construction
contractors involved in delivering SCTDP infrastructure interventions, in environmental management
to improve awareness on the potential environmental hazards associated with its operation. Training
will cover but not limited to:
• General operations
• Environmental management
• Specific job roles and procedures
• Occupational health and safety
• Contingency plans and emergency procedures
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• HSE induction training on appointment

11.5 Monitoring Plan
The SCTDP sub-projects are envisaged to give rise to a number of likely significant effects (see Section
8 for further details). The proposed monitoring of these likely significant effects is presented below.
The ‘Action Trigger’ column identifies when the proposed monitoring actions should be undertaken.
The Action Trigger ‘continuous’ denotes a continuous approach to the relevant proposed indicator
commencing following the development of the sub-projects.
Table 11.2: SESA Implementation Monitoring Plan for E&S Teams
Theme Monitoring Action Trigger
Plans and programmes Number of sub-projects targeted at Review of Implementation Plans
enhancing sustainable mobility through
Implementation Plans
Evidence of continuous improvement in Consideration of a formal sustainability
sustainability associated with management award scheme within 3 years
of the transport network
Monitoring sustainable transport use for Planning consents for major
major housing, retail, leisure, and developments with transport/traffic
employment developments (e.g., number of implications
new developments with travel plans)
Average journey time to urban centres Continuous
Biodiversity, geological Number of transport measures delivering Review of design processes should
sites, and soils enhanced ecological outcomes through there be an absence of transport
Implementation Plan measures in any 3-year period
Area of greenfield land taken for transport Continuous
assets
Area of brownfield land taken for transport Continuous
assets
Percentage of employment land on Continuous
previously developed land
Percentage of new and converted dwellings Continuous
on previously developed land
Landscape, townscape, Number of sub-projects delivering enhanced Review processes if no transport
historic environment public realm through Implementation Plans measures submitted for design awards
in any 3-year period
Number of transport schemes where Continuous
contributions are made to the enhancement
of heritage assets or their setting
Number of heritage assets adversely or Continuous
beneficially affected by transport measures
Air quality, climatic Addis Ababa per capita CO2 emissions Continuous Review if no reduction in
factors, noise emissions in 3 years
Energy consumed by transport within the emissions in any 3-year period
county
Proportion of public vehicle fleet using low Continuous Review of measures if no
carbon fuels increase in proportion of fleet using low
carbon fuels in any 3-year period
Mode of travel to school Continuous Review measures if rate of
improvement declines over any 3-year
period
Number of noise complaints related to Continuous
transport
Water Number of projects incorporating Review of design processes should
Sustainable Drainage Systems ISUDS) there be an absence of transport
measures in any 3-year period
Capital costs of dealing with the costs of Flooding events
flooding events on the highway estate
EnvironQuest 81
Number of days highway network disrupted Extreme weather events

by extreme weather events
Quality of water bodies receiving runoff from Continuous
principal county roads
Population - Community Percentage of vulnerable people achieving Continuous Review measures if rate of
independent living improvement declines over any 3-year
period
Number of killed and seriously injured Continuous Review measures if rate of
children in low social group or in areas of improvement declines over any 3-year
high deprivation period
Percentage of rural population served by Continuous
public transport every hour within 20 minutes
walking distance
Relative cost of bus fares against Retail Continuous
Price Index
Population - Accessibility Uptake of concessionary fare entitlement Publicity measures to be taken should
within eligible population uptake not increase on a yearly basis
Satisfaction levels of public with transport Continuous
services
% of Working age people with access to Continuous Review measures if rate of
employment by public transport (and other improvement declines over any 3-year
specified modes) period
Percentage of rural population served by Annual review of services
public transport every hour within 20 minutes
walking distance
% with Access to services and facilities by Annual review of services
public transport, walking and cycling
City Bus services running on time Annual review of services
Level of use responsive transport services
Population – Public Length of new/improved multi-user paths to Review of Implementation Plans or

health green/ open space as progressed through publications of daughter documents;
Implementation Plan or daughter documents Review of design processes should
there be an absence of measures in
any 3-year period
Number of locally targeted active travel and Focus on communities experiencing
health promotion initiatives provided through most health inequalities
Implementation Plan or daughter documents
Cycling and walking trips to schools and Continuous Review measures if rate of
work improvement declines over any 3-year
period
Access to hospitals and other health care Continuous Review measures if rate of
services around communities improvement declines over any 3-year
period
Time of travel to school Continuous Review measures if rate of
period
Population - Safer People killed and seriously injured Continuous Review measures if rate of
communities improvement declines over any 3-year
period
Children killed and seriously injured Continuous Review measures if rate of
period
Monitoring required to identify and respond Continuous
to cycling accident "hotspots'
Reduction in the total and reduction in the Five-year review of LTP3 followed by
gap between mortality and morbidity of review of measures if there is an
different social groups unsatisfactory result
EnvironQuest 82
Public perceptions of safety (including place Continuous

survey analysis)
Material Assets Proportion of recycled aggregates used in Continuous
(transport infrastructure, transport and infrastructure projects
minerals, waste, and Number of transport measures supporting Review of Implementation Plan.
energy) activities bringing brownfield land into
productive uses Review scheme prioritization on
absence of schemes within any 3-year
period
Number of low energy lights installed per Continuous
year
The PIU and supervising agencies will undertake robust monitoring to assess the delivery and progress
of the sub-projects. The PIU and supervising agencies are still developing their final set of indicators
and whilst these indicators are subject to change, the provisional list for inclusion is detailed in Section
8 – Sustainability Objectives, Indicators and Targets. The Monitoring Plan for transport-related impact
is shown in the table below.
Table 11.3: SESA Implementation Monitoring Plan for Transport
Local transport objective Proposed indicator Timescale
Km travelled Annual
Tackle congestion and make journey times more reliable
Journey time survey Annual
Monitored stress on the network Annual

Improve connectivity to inter-urban, regional and
international networks Accessibility to public transport
Annual
service
Address the transport impacts of planned housing and Percentage of employees covered
Annual
employment growth by a travel plan
Cycling levels Annual
Encourage people to walk, cycle and use public transport
Walking levels/footfall Bi-annual
through promotion and provision of facilities
Mode share of journeys to school Annual
Support regeneration Footfall in district centres Bi-annual

Particulate levels in air quality
Reduce transport's impact on the environment (air quality, Annual
management areas (AQMAs)
buildings, landscape, noise etc.)
No. of AQMAs Annual
CO2 emissions from transport Annual

Adapt to climate change and the development of a low-
carbon transport system Indicator relating to flood To be
management to be included later determined
Cycling levels Annual
Walking levels/footfall Bi-annual

Improve levels of health and activity by encouraging To be
Adult obesity levels
active travel (walking or cycling) instead of short car determined
journeys To be
Child obesity levels
determined
To be
Active participation in sport
determined
Killed and seriously injured
Annual
Address and improve personal safety (and the casualties
perceptions of safety) when walking, cycling or using Children killed and seriously injured Annual
public transport
Public perceptions of safety Annual
EnvironQuest 83
No. of passenger journeys made on

Annual
local buses and trams
Percentage of users satisfied with
Annual
local bus services
Percentage of users satisfied with
Provision of an affordable, reliable, and convenient public Annual
passenger transport information
transport network
Proposed indicator Timescale
Accessible buses
Bus punctuality Annual

Accessibility by public transport to
Annual
employment
Annual
training
Improve access to employment and other key services Annual
health care
particularly from rural areas Accessibility by public transport to
Annual
retail centre or local shops
Take-up of concessionary fare
Annual
passes
Percentage of fully accessible buses Annual
Condition of classified road network Annual

Condition of unclassified road
Annual
network
Maintain roads, footways, public transport services, etc.
Condition of footways Annual
Condition of bridges and other
Annual
structures
11.6 Cost Estimate

Tables 10.1 and 10.2 provide the recommended indicators for monitoring the overall sustainability of
the Master Plan. The monitoring activities themselves are not costed since the vast majority have
already been identified and costed in detail within the TDP itself. Likewise, the TDP already contains
detailed timelines for their implementation, which are not reproduced here. However, the monitoring
does provide approximate timeframes for the various additional measures and monitoring needs that
have been identified. The incremental cost of these SESA measures/monitoring requirement is
considered to be negligible in comparison to the cost of the Plan measures themselves.
EnvironQuest 84
12. Conclusion and Recommendations

This Chapter provides a summary of key findings and recommendations. The SESA Report is intended
to enable the Authority to make an informed decision in accordance with national and international
guidelines on implementing the SCTDP in a sustainable manner. The SESA including various
stakeholder input, has identified, and assessed a number of potential impacts relating to the SCTDP.
12.1 Conclusions
This SESA study identifies impacts, based likelihood and magnitude criteria developed within a matrix.
Significance of effects for three (3) alternative development scenarios (BAU, IN and PO1 and PO2)
were determined by overlaying environmental and social components against the development options
with a view to determining the most sustainable option (s) that meets set SEO.
Evaluation results showed that the sub–Scenario PO2 will best achieve the SCDTP goal and visions for
Addis Ababa as it significantly improves the SEO. Although the final SCTDP is a hybrid that contains
features of all the scenarios considered during SCTDP plan design, it will be important when the Plan
is implemented to emphasize the features of sub-Scenario PO2 which were prominent in achieving the
best results in the SESA evaluation. This approach has been used in identifying the suite of mitigation
measures that will likely be required to address the range of impacts that could result from the SCTDP
interventions that are selected for implementation.
The overall impacts associated with the activities of the projects within the TDP can demonstrably be
managed within reasonable and acceptable limits by applying the recommended mitigation measures.
In addition to the identified mitigation measures, there are several other commitments to be followed
detailed in the recommendation section below.
An implementation monitoring plan has been developed to ensure the incorporation of environmental
controls throughout the plan and project implementation lifecycle.
12.2 Recommendations
Recommendations made by the SESA process that need to be integrated into the Draft SCTDP in
advance of adoption are presented below.
Institutional Level – Supervising Agencies
Environmental
• Undertake environment management awareness building activities to ensure environmental
sub-themes are considered in the SCTDP sub-activities.
• Ensure land use categories are considered to know beforehand the extent of land take for
infrastructure development under SCTDP implementation
• Ensure soil conservation are considered and implemented during sub-projects development.
• Ensure SCTDP develop and implement a restoration plan where there is bush clearing.
Social
• Assist the PIU with capacity development in livelihood promotion, social mobilization, and
natural resource management.
• Develop and implement a livelihood promotion and restoration for the project area. Deploy
an officer to work with the PIU and communities to monitor implementation on monthly
basis.
Gender
• Develop capacity building of PIU and communities to manage GBV issues.
• Develop an overall gender inclusion strategy to be implemented by the PIU and communities.
The strategy to suggest specific tools for enhancing the outreach to women and vulnerable
groups.
EnvironQuest 85
Project Level – PIU

Environmental
• Incorporate mitigation recommendations detailed in Section 10 into the draft SCTDP
• Undertake a flood risk assessment and a habitat risk assessment in support of the SCTDP
• Incorporate biodiversity plan, air quality and noise mitigation plan into the SCTDP
• Incorporate commitments and targets in relation to GHG emissions, climate change resilience,
water quality and flood risk into the SCTDP
• Consult further with EEPA before the SCTDP is finalised to agree targets and indicators that
can be applied to interventions and ensure sustainability objectives are achieved.
• Establish a coordination of monitoring with statutory bodies such as the EEPA.
• Monitor the sustainability indicators to ensure sub-projects' intervention impacts are mitigated.
• Ensure participatory processes like social audit, participatory monitoring, community self-
assessment, public display of targets and achievements to ensure transparency and
accountability, with the communities/sub-cities.
• Create a resource organisation within the PIU to formulate and implement participatory
modules for imparting training and other capacity building in the communities.
Social
• Create consultation unit within the communities to serve as first point of call for reporting
issues and grievances related to the SCTDP.
• The cell shall also plan for the capacity building and exposure of other CBOs at different levels
on livelihood issues.
• Ensure the social needs of potentially affected communities are promoted to ensure a sense of
ownership amongst the communities.
Gender
• Promote entrepreneurship skills amongst women and poor individuals to boost livelihood
options and enhance family income.
• The PIU social and gender team to meet on monthly basis to review the progress,
identifying gaps, and follow-up mechanism.
Communities Level – Sub-cities and CBOs
Environmental
• Constitute a monitoring unit and create awareness with the communities and wards for
residents to report damages and other environmental nuisances arising from the SCTDP.
• Monitoring unit to conduct monthly walk around the communities and meet individuals to
understand concerns and grievances arising from SCTDP implementation.
Social
• Monitoring committee to report on status of livelihood related activities at the local level.
• The cell shall plan for the capacity building on livelihood issues to ensure impacted persons are
not disadvantaged due to the project and fall back into poverty.
Gender
• Make it safe to report GBV issues at community level by ensuring:
– Raise awareness about the referral pathways – where to go for help at different levels.
– Appointment of a community focal point to receive and make referrals following a specific
guideline on confidentiality after disclosure.
– Disallow survivor identification through photographing, public interview to prevent risk of
further abuse and/ or retaliation.
EnvironQuest 86
– Ensure that the community focal who receive GBV report are accessible, safe,
confidential, and trustworthy.
• Community leaders to strengthen enforcement of sexual violation laws with the police and
relevant authorities by handing over offender sin a timely manner.
EnvironQuest 87
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Annexes
EnvironQuest 92

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EnvironQuest – Stadia Engineering

Strategic Environmental and

List of Tables ........................................................................................................................................ iii

5.5 International Conventions and Protocols ......................................................................... 27

IBA Important Bird Area

4. Field Survey (as allowed by COVID-19 restrictions)

- Drainage and Water Resources

Figure 1.1: Ethiopia’s regions and Addis Ababa

b) Set Transport Vision and Goal

3. Approach and Methodology

Task 2: Baseline Data Gathering

• Consultation with the community and other stakeholders.

4. Description of Baseline Conditions

5. Policy, Legal and Institutional Framework Analysis

- Environmental Impact Assessment Guideline (2000)

5.8 Institutional Frameworks

6. Stakeholder’s Identification and Analysis

Figure 6.1: Power - Interest Grid Analysis of Stakeholder

Table 6.1: Stakeholder Communication Strategy

6.2 Stakeholder Engagement

6.2.1 Stakeholder Meetings

Baseline Phase Engagement

Table 6.1: Stakeholder Meeting: Date Held, Participant and Venue

Addis Ababa City Government

6.2.2 Summary of Key Issues/Concern Raised and Responses

Table 6.2: Key Issue Raised During Stakeholder Meetings

47% of Addis’ total emissions. " (C40

economically poor people. These would

Quality and Governance

7. Analysis of Key Environmental, Social and Gender Issues

7.3 Gender Priorities

8. Sustainability Objective, Indicators and Targets

• Service delivery unit costs.

Table 8.3: Sustainability Objectives, Indicators, and Targets

9. Impact Prediction and Evaluation of Alternatives/Options

This will improve accessibility for women and vulnerable groups

5. Public Transport and Governance

- Disturbance (e.g., due to noise and

- utilization existing land, boundaries, utilities - Displacement of people, social

Uncertain Effect There is insufficient information to enable an assessment ?

9.3.2 Detailed Evaluation of Alternatives

Table 9.3: Comparative Evaluation of Investment Scenarios against SEOs

10. Mitigation and Enhancement Measures

10.1.2 Implementation Intervention

Air and Climatic Factors

Table 10.1: Mitigation Measure

If unavoidable, early assessment of effects on

11. Implementation and Monitoring Plan

Planning of the ESMS

Figure 11.1: SESA Implementation Organization

• HSE induction training on appointment

Number of days highway network disrupted Extreme weather events

Level of use responsive transport services

Population – Public Length of new/improved multi-user paths to Review of Implementation Plans or

Public perceptions of safety (including place Continuous

Monitored stress on the network Annual

Support regeneration Footfall in district centres Bi-annual

CO2 emissions from transport Annual

Walking levels/footfall Bi-annual