Scoping Report-kilombero Bridge

THE UNITED REPUBLIC OF TANZANIA

MINISTRY OF INFRASTRUCTURE DEVERLOPMENT

DETAILED ENGINEERING DESIGN OF KILOMBERO BRIDGE AND ITS APPROACH ROADS

Environmental Scoping Report

17 April 2009

Prepared by:AKONAAY M.L. AKOSenior Associate Consultant(Environment and Natural Resource)Mobile: +255 754 605 279 or +255 73 299 1845E-mail: [email protected]

mailto:[email protected]

Scoping Report 17 April 2009

TABLE OF CONTENTS

1.0 INTRODUCTION.....................................................................................................................................1

1.1 PROJECT BACKGROUND.............................................................................................................................11.2 ENVIRONMENTAL IMPACT ASSESSMENT REQUIREMENTS..........................................................................2

2.0 PROJECT DESCRIPTION....................................................................................................................2

2.1 JUSTIFICATION FOR THE PROJECT............................................................................................................22.2 THE OBJECTIVE OF THE PROJECT..............................................................................................................22.2 LOCATION..................................................................................................................................................22.3 PROJECT ACTIVITIES..................................................................................................................................42.4 PROJECT DESIGN.......................................................................................................................................52.5 MATERIALS REQUIREMENTS......................................................................................................................6

3.0 SCOPING METHODOLOGY...............................................................................................................6

4.0 RESULTS OF PUBLIC / STAKEHOLDER CONSULTATIONS.............................................7

5.0 IDENTIFICATION OF POTENTIAL POSITIVE AND NEGATIVE IMPACTS........................8

5.1 POSITIVE IMPACTS.....................................................................................................................................85.2 NEGATIVE IMPACTS..................................................................................................................................8

6.0 STAKEHOLDER GROUPS IDENTIFIED AND THEIR INVOLVEMENT...........................9

6.1 AUTHORITIES OR DECISION MAKERS........................................................................................................96.2 DEVELOPER.............................................................................................................................................106.3 AFFECTED PARTIES (DIRECTLY OR INDIRECTLY)....................................................................................106.4 INTERESTED PARTIES...............................................................................................................................10

7.0 PROJECT BOUNDARIES...................................................................................................................11

7.1 SPATIAL BOUNDARIES.............................................................................................................................117.2 TEMPORAL BOUNDARIES.........................................................................................................................117.3 INSTITUTIONAL BOUNDARIES..................................................................................................................11

8.0 PROJECT ALTERNATIVES AND RECOMMENDATIONS....................................................12

8.1 NO PROJECT ALTERNATIVE....................................................................................................................128.2 PROJECT ALTERNATIVE..........................................................................................................................128.3 NO PROJECT ALTERNATIVE VERSUS PROJECT ALTERNATIVE..............................................................12

9.0 TERMS OF REFERENCE...................................................................................................................14

APPENDICES...........................................................................................................................................................15

TANROADS REGIONAL MANAGER NIMETA CONSULT (T) LTD in MOROGORO REGION association with

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1.0 INTRODUCTION

1.1 Project backgroundThe Government of the United Republic of Tanzania (URT) through TANROADS Regional Manager’s Office is undertaking Detailed Engineering Design of Kilombero Bridge and Its Approach roads along Ifakara – Mahenge road section.

The Ifakara -Mahenge road forms a main link between Kilombero and Ulanga Districts in Morogoro Region and it forms part of the proposed trunk road that joins Morogoro and Ruvuma Regions. The road serves a large agricultural production area, which is famous for cultivation of food and cash crops. The area is also important for teak plantation and natural forest products. In addition, the road is important for tourism activities because it serves the southern part of the Selous Game Reserve, which is located in Mahenge District.

The detailed engineering design follows a Feasibility Study and Preliminary Engineering Design carried out in 2007/08. Ultimate intention of this study is to construct a bridge across the Kilombero River and its approach roads into bitumen standard.

The existing Kilombero crossing, which is located about 6 Km south of Ifakara town is being served by ferry transport. However, ferry transport has not been reliable, especially during floods and extreme draught. During draught it becomes difficult to operate the ferry without dredging work. The operation of ferry is also posing a potential risk to human life. For example, in 2003 a small ferry which was providing service capsized and caused loss to human lives and their properties.

Thus, the construction of bridge over Kilombero River will provide reliable crossing for pedestrians and vehicular traffic as well as non-motorized traffic. It will also reduce if not eliminate risk of accidents, hence loss to human life and properties. The reliable crossing will also increase the number of tourists visiting the Selous Game Reserve. The two approach roads, one on the northern side, about 5 Km and the other one on the south, 6 Km will be improved into bitumen standard to ensure smooth traffic movement within the Kilombero river flood plain.

However, before implementing the project it has been necessary to carry out Environmental and Social Impact Assessment (ESIA) study in accordance with the Environmental Impact Assessment and Audit Regulations of 2005. The intention is to identify any adverse (negative) environmental and social impacts associated with this project and thereafter propose appropriate mitigation measures and incorporate them into the design process.


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1.2 Environmental impact assessment requirementsAccording to the FIRST SCHEDULE of the Environmental Impact Assessment and Audit Regulations G.N. No. 349 of 2005, this project falls under the list of those projects that require Environmental Impact Assessment (EIA). The project is classified under item 9(i): Transport and Infrastructure – expansion, rehabilitation or construction of new trunk road.

However, before undertaking EIA study the Consultant is required to undertake Scoping Study and prepare Terms of reference (ToR). According to Regulation 13(1) an EIA study should be conducted in accordance with scoping and the terms of reference. In addition, Regulation 13(2) requires the terms of reference to be submitted to the Council (NEMC) for approval within 14 of submission, failure of which approval shall be assumed.

2.0 PROJECT DESCRIPTION

2.1 Justification for the projectThe need for this project is justified because the current dependence on ferry transport across the Kilombero River is not reliable and poses a great risk to human life and their properties. It is therefore expected that the project will not only ease and improve communication between Ifakara and Mahenge towns but also provide reliable and safe transportation across the Kilombero River. The project will also improve transportation of agricultural produce from the rural areas to external markets and also promote tourism activities in the project areas.

2.2 The objective of the projectThe overall objective of the project is to provide reliable crossings for pedestrians, vehicular traffic and non-motorized traffic across the Kilombero River. Specifically the objective of the project is to undertake the construction of bridge across Kilombero River and its approach roads into bitumen standard. Ultimately,

2.2 LocationThe project is located in the two districts of Kilombero and Ulanga in Morogoro Region. The regional location of the project area is shown is Figure 2.1. Specifically the proposed bridge site is located about 5 Km from Ifakara town. The bridge is connected by two approach roads, whereby one approach road from Ifakara town in Kilombero District is about 5 Km and the other one from Mahenge town in Ulanga District is about 6 Km long. The road starts In Ifakara at Mlabani roundabout and ends up at Kivukoni Village in Ulanga District, with a total length of about 11 Km. Location of the proposed bridge and its approach roads is shown in Figure 2.2.


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Figure 2.1: The location of the proposed bridge (red circle) and its approach roads

2.3 Project activities The proposed project activities during mobilization, construction and demobilization phases are outlined in Table 2.1.

TABLE 2.1: PROJECT ACTIVITIESPROJECT PHASE PROPOSED ACTIVITIES(a) Mobilization Phase Topographic surveys, geotechnical investigations, soils

and materials investigations.

Identification and demarcation of Right of Way (RoW) and Road Reserve (RR), Location of Contractor’s camp site, borrow pits areas, quarry sites, access roads, stone crushing areas and materials storage yards, etc.

Implementation of compensation / resettlement plans for the affected people.

Site clearing within the RoW / road reserve, borrow pits, quarry sites and access roads and opening of borrow pits, quarry sites and access roads..

Transportation of equipment and construction materials (e.g. stone aggregates, sand, cement, gravel, etc) to the site

(b) Construction Phase Earth movements, excavations and stockpiling of excavated materials.

Operation of borrow pits, quarry sites and cement / asphalt batch plant.

Stockpiling of construction materials such as sand, stone aggregates, cement, bitumen, etc.

Installation of culverts and bridge structures

Creation of road side drains and storm water drainages and access roads.

Transportation of construction materials such as sand, cement, stone aggregate and soils.

(c) Decommissioning Phase

Demolition of Contractor’s camp site

Closure and restoration of borrow pits and quarry sites

Rehabilitation / restoration of access roads.

Closure and restoration of materials storage yards and stone crusher sites.


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Dismantling / demolition of cement / asphalt batch plant and stone crushers.

2.4 Project DesignThe project involves construction of bridge and its approach roads into bitumen standard. The proposed bridge is expected to have a width of about 7.5 m, six spans with a total clear span of about 360 m, and 1.5 m wide guardrail footpaths on both sides. The bridge will be comprised of reinforced concrete sub-structure and steel beams superstructure with reinforced concrete slab deck.

The approach roads will be built of bitumen standard and will have a width of about 6.5 m and 1.5 m shoulder. The approach road from Ifakara side will a length of about 5 Km and the other one from Mahenge side (Ulanga District) will have a length of about 6 Km; hence forming a total length of about 11 Km.

The location of the bridge as proposed in the Feasibility study and Preliminary Engineering Design carried out in year 2007/08 will be reviewed to ascertain its appropriateness. In addition, the vertical and horizontal alignments of the bridge and its approach roads will be reviewed to conform to the design standards. However, the alignment of approach roads is expected to follow the proposed one in the Feasibility study, with only minor re-alignment whenever justifiable.

The design has taken into consideration the following aspects: Drainage structures Separation of pedestrians and non-motorized traffic from

vehicular traffic Provision of pedestrians’ crossings, bus bays and parking areas. Provision of wide shoulders in towns / village centres and

climbing lanes on steep grades.The design also takes into consideration establishment of detailed scheme on traffic management to ensure vehicles and pedestrians’ movement is properly handled during construction. In order to minimize traffic disruption the design also includes establishment of traffic operation plan, which takes into consideration: Construction sequencing Public information announcements Use of by-pass lanes, temporary structures, barriers, signs,

signals and traffic control devices.


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More details on the project design can be found in the Detailed Engineering Design Report.

2.5 Materials requirementsThe details on the materials requirements for the bridge and its approach roads could be found the Bill of Quantities. However, based on the available information the required construction materials and their sources are as follows:a) Gravel and fill materials – from borrow pits at Kining’ina area

(within Ifakara Girls Secondary School) and Kilombero Agricultural Research and Training Institute (KATRIN).

b) Crushed aggregates and surface dressing chips:o From existing stone quarry owned by Tanzania Zambia Railways

Authority (TAZARA)o From new quarry to be established at Igota, about 20 Km from Ifakara

towno From new quarry to be established at Matalawe, about 15 Km North

of Ifakara town

c) Sand:o From Kilombero River Bed

d) Construction Water:o From either Kilombero River or Lumemo River depending on the

distance from construction site.

e) Other materials:Other required materials include:o Cemento Reinforced steel barso Steel beamso Timbero Gabions wire for protection of river banks.

3.0 SCOPING METHODOLOGYThe objectives of the scoping exercise are:

a) To provide an opportunity for the proponent / consultant, relevant authorities, interested and affected parties in a project area to exchange information and express their views and concerns regarding the project before impact assessment is undertaken.


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b) To focus the study on reasonable alternatives and relevant issues to ensure that the resulting Impact assessment is useful; to the decision-maker and address the concerns of interested and affected parties.

c) To facilitate an efficient assessment process that saves time and resources and reduces costly delays, which could arise where consultation had not taken place.

d) To determine the Terms of Reference (TOR) and boundaries of the EIA study.

Thus, the Scoping exercise involved stakeholder consultation to obtain their comments regarding the project. The intention is to identify what probable significant environmental impacts should be considered during project implementation. The following stakeholders were consulted during the scoping exercise: TANROADS Officials District council officials (Natural Resource Officer, Health Officer Ward and Village Executive Officers Ifakara Girls School Administration Individual village member Road / ferry users and general public

In general methodology involved: Informal interviews with individuals encountered within the

bridge site and along the approach roads. Consultation meetings with District council officials and some

selected village communities to get their views / comments regarding the project.

Visual (Ocular) survey within the bridge site and along the approach roads supplemented by informal interviews with local people encountered en-route. Whenever necessary some photographs were being taken by the Survey Team for illustrations.

Review of various documents obtained from the local government authorities such as socio-economic profiles and other documents that could help to obtain baseline information.

4.0 RESULTS OF PUBLIC / STAKEHOLDER CONSULTATIONSIn general, the majorities of stakeholders supported the project and found it to be beneficial. For example according to the local leaders and community members residing along the approach roads the project is expected to have the following benefits: Employment during construction Increased access to social services, especially health facilities. Availability of markets to agricultural produce.


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Improvement in tourism activities.

However, they had the following concerns regarding the project: Loss of land and property, which may result into resettlement

and relocation. Loss of business due to relocation. Spread of HIV / AIDS due to construction workforce and truck

drivers. Increased road accidents. Family breakup due outmigration of men looking for business

opportunities as a result of improved transportation. There is a need to be informed before commencement of the

project. Priority should be given to local people by Contractor when

employing unskilled labour.

The identified issues / problems and proposed mitigation by various stakeholders during the scoping study are outlined in Appendix 1. The views expressed by various stakeholders on several issues are also summarized in Appendix 2. In addition, the names of stakeholders consulted during the scoping exercise are shown in Appendix 3.

5.0 IDENTIFICATION OF POTENTIAL POSITIVE AND NEGATIVE IMPACTS

5.1 Positive Impactsa) Creation of temporary employment during constructionb) Increased access to local and external markets for agricultural

produce and other commoditiesc) Increased safe and reliable transport services across Kilombero Riverd) Enhanced tourism activities due to improved access to Selous Game

Reserve.e) Increased income for local community, especially youth and women

by selling food and other goods to construction workforce.

5.2 Negative Impactsa) Increased traffic related accidents due to speeding vehicles along

approach roads.b) Increased incidence of HIV / AIDS and Sexually Transmitted Infections

(STIs).c) Loss of farmlands, buildings, business premises and other community

properties within the road reserve due to expansion of approach roads.


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d) Air pollution due to dust emission from road construction (mainly within human settlements), asphalt batch plant operation, quarrying activities and excavation works in borrow pit areas

e) Noise nuisance / vibration during construction of approach road within human settlements (E.g. Mlabani, Lipangalala and Limaumau village, Limaumau primary school and Lipangalala primary school), and blasting of rocks in quarry sites (mainly to construction workers).

f) Destruction of river banks vegetation due to movement of vehicles during abstraction of construction water.

g) Soil erosion and sedimentation of river bed during bridge construction.

h) Risk of accidents to livestock and people in abandoned borrow pits and quarry sites.

i) Risk of construction related accidents to construction workers. j) Disruption of public service utilities such as electricity supply and

community water supply (E.g. shallow wells at Mlabani Primary School, Mlabani Mosque and Lipangalala mosque).

k) Destruction of burial site at Mlabani village due expansion of approach road.

l) Severance of pedestrian movement to and from their business activities and residents, hence increasing travel time to the local residents due creation of storm water drainage channels.

m)Creation of potential breeding sites for mosquitoes and other water borne vectors in abandoned borrow pits (E.g. Kining’ina borrow pit near Ifakara Girls Secondary School).

n) Disruption of traffic flow during construction, especially in urban and village centres (E.g. Mlabani, Lipangalala, Limaumau and Kivukoni).

o) Soil and surface water pollution due to leakage of fuel and oils from construction equipment and deliberate washing of construction equipment / vehicles containing asphalt and concrete residues in the river, as well as deposition of concrete and asphalt materials near the river banks.

p) Destruction of adjacent land use due to modification of surface water flow as a result of creation of road embankments which may result into flooding of adjacent lands (E.g. between Mlabani and Lipangalala).

q) Increased road accidents due to speeding vehicles along the approach roads (Mainly to pedestrian in village centres and school children at Lipangalala and Limaumau primary schools).


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6.0 STAKEHOLDER GROUPS IDENTIFIED AND THEIR INVOLVEMENT

6.1 Authorities or Decision makersThe following stakeholders are responsible for decision making regarding the implementation of this project: TANROADS – responsible for project implementation through

Contractor, preparation of Engineering design, Tender documents, and project supervision through the Consultant.

NEMC – responsible for reviewing of Scoping and ESIA reports and identification of any environmental and social concerns regarding project implementation; advising the Project Proponent about the project.

VPO – responsible for issuance of Environmental Clearance Certificate

District Councils – responsible for valuation of assets in collaboration with TANROADS, Government Valuation Officers and assisting in land acquisition

Village Governments –assist in the identification of affected people who shall need to be resettled or compensated and assisting in land acquisition.

6.2 DeveloperThe developer or project proponent is the Tanzania National Roads Agency (TANROADS), which shall be responsible for project implementation on behalf of the Government of Tanzania. The TANROADS Regional Manager shall be responsible for project implementation at regional level on the behalf of TANROADS Headquarters.

6.3 Affected parties (Directly or indirectly)The directly affected people are the local communities residing within the Direct Impact Zone (DIZ). The DIZ can be considered to be within distance of about 100 m on both sides from the proposed bridge site and centreline of the approach roads, the borrow pits areas and quarry sites. Thus, the directly affected people are the local communities conducting their activities near the proposed bridge site, borrow pits, quarry sites and in those villages traversed by the approach roads.

The indirectly affected parties are the local communities residing within the area of influence (AI). The area of influence is considered to be the areas beyond the direct impact zone (DIZ). Other indirectly affected parties include: District Councils Village Governments


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Local NGOs and CBOs dealing with HIV / AIDS and environmental conservation

6.4 Interested partiesThe interested parties are all stakeholders, which include: TANROADS Headquarters and Regional Manager, TANROADS –

Morogoro, which are responsible for project implementation. National Environment Management Council (NEMC) – which is

responsible for reviewing Scoping report, TOR and ESIA Report? Vice President’s Office (VPO) – which is responsible for issuance

of Environmental Clearance Certificate. District Councils and Village Governments – which are

responsible for ensuring implementation of Resettlement and/or Compensation plans.

Local NGOs and CBOs – which are responsible for awareness creation regarding HIV / AIDS and environmental protection as well as overseeing implementation of mitigation measures.


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7.0 PROJECT BOUNDARIES

7.1 Spatial boundariesThe project area can be considered to be the whole of Kilombero and Ulanga districts. However, specifically the project area includes the proposed bridge site across Kilombero River, its approach roads, borrow pits and quarry site areas.

The proposed bridge is expected to have a width of about 7.5 m and a total clear span of about 360 m with guardrail protected footpaths of about 1.5 m on both sides. The approach road between Mlabani Village and Kilombero River extends for about 5 Km to the north and for about 6 Km between Kilombero River and Kivukoni village to the south.

7.2 Temporal boundariesThe total duration for project implementation depends on the results of detailed engineering design. However, according to the Feasibility study the project is expected to be implemented within 18 months1. The project life span or design period is estimated to be 20 years.

7.3 Institutional boundariesThe responsible institutions during implementation of this project include: TANROADS Ministry of Infrastructure Development NEMC Vice President’s Office (VPO) Kilombero and Ulanga district councils Village governments

The NEMC and Vice-President’s Office (VPO) are responsible for overseeing implementation of National Environment Policy (NEP) and Environmental legislations.

The Ministry of Infrastructure Development is responsible for overseeing implementation of sector policies, laws and strategies for road construction. TANROADS Headquarters in collaboration with TANROADS Regional Manager’s Office is responsible for project implementation.

The local authorities including the District Councils, Ward and Village Councils are responsible for environmental monitoring during project implementation and awareness creation among the local communities.

1 Feasibility Study and Preliminary Engineering Design of Kilombero Bridge and its Approach roads. Environmental Impact Assessment Report. By Engineering Research Associates Ltd and Projects Inter Design. June 2008.TANROADS REGIONAL MANAGER NIMETA CONSULT (T) LTD in MOROGORO REGION association with

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They are also responsible for ensuring that compensations are paid to affected people.

8.0 PROJECT ALTERNATIVES AND RECOMMENDATIONS

8.1 No Project AlternativeIn this study the Consultant shall make some comparisons between the “No project alternative” and “Project alternative”. The “No project alternative” means that the bridge should not be constructed instead we should continue to use the existing ferry transport for crossing the Kilombero river. However, due to potential risk to human life from this type of transport the “No project alternative” could not be considered. Past experienced has shown that the use of ferry boat across the river resulted into serious accident which resulted into loss of life significant number of people and their properties. The use of ferry transport has also been found to be unreliable due to flood events and extreme draughts.

8.2 Project AlternativeThe choice of “Project alternative” means the project should be implemented as proposed. The implementation of this project shall lead into reliable transport throughout the year as opposed to the continued dependence on ferry transport. Moreover, the benefits accrued from implementation of this project seem to surpass those obtained from the “No project alternative”.

8.3 No Project Alternative versus Project AlternativeTable 8.1 shows the comparison between the “No project alternative” and the “Project alternative” based on the number of parameters. The comparison table has shown that in terms of total score the “No Project Alternative” has a negative score of 3 points (-3) and the “Project Alternative” has a positive score of 3 points (+3). It can therefore be concluded that the construction of bridge across Kilombero River is` more preferable than continuing to use ferry boat transport. This conclusion is also supported by detailed discussion below.

(a) Operation and Maintenance costsThe operation and maintenance costs for ferry boat are considered higher than those of constructed bridge, which has a design period estimated to be more than 20 years. The frequent breakdown of ferry boat makes the maintenance costs become higher than that of the constructed bridge. The seasonal fluctuations of water level in the Kilombero River leads into increased operational costs due to dreading requirements during dry seasons to enable the ferry boat to cross the river.


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(b) Construction versus cost of new ferry costsThe construction costs of bridge could be considered to be initially significant, but could not be compared with cost incurred from purchasing a new ferry boat, which will need frequent maintenance. Moreover, due to fluctuating water levels in the Kilombero River the use of ferry boat is not preferable. In this regards, it is better to incur initial costs of constructing a bridge across the river.

(c) Risk of accidentsThe use of ferry transport has been found to pose a higher risk of accidents compared to bridge crossings across the Kilombero River. This fact is supported by the pervious experience when in 2003 a ferry boat capsized, leading into loss of life to people and their properties.

(d) Transportation costsThe cost of transport by using a ferry boat is considered to be higher than using a bridge. This should be the case because pedestrians, non-motorized traffic and vehicular traffic have to pay fare when using a ferry boat.

(e) Reliability of transportThe use of ferry transport has been found to be unreliable due to fluctuation water levels in the Kilombero River, For example during floods water currents become strong, hence limiting the operation of ferry boat and during dry seasons it becomes difficult to navigate without doing some dredging works due to low water level in the river.

TABLE 8.1: NO PROEJCT ALTERNTIVE VS PROJECT ALTERNATIVE

PARAMETER NO PROJECT ALTERNATIVE

PROJECT ALTERNATIVE

High Low Score High

Low Score

Operation and Maintenance costs

-√ -1 +√ +1

Construction costs versus Cost of new ferry +√ +1 -√ -1Risk of accidents -√ -1 +√ +1Transportation costs -√ -1 +√ +1Reliability of Transport -√ +√TOTAL SCORE -3 +3


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9.0 TERMS OF REFERENCEThe Terms of Reference (TOR) for conducting Environmental and Social Impact Assessment (ESIA (study is outlined in Appendix 4. The TOR outlines: Issues to be considered in the ESIA study The scope of work Reporting requirements (including report format) Staffing requirements


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APPENDICES


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APPENDIX 1: ISSUES AND PROBLEMS IDENTIFIED BY VARIOUS STAKEHOLDERS

STAKEHOLDERS

ISSUE / PROBLEMS PROPOSED MITIGATION MEASURES

Ifakara Secondary School Girls Administration

Materials are being extracted from the Borrow pits located within the school without permission and no compensation is being paid to the school administration.

Formal agreement between Contractor and School administration before commencing extraction of materials

Contractor should pay compensation to the School administration for extracted materials or damage caused to the site.

Contractors carry out any restoration to the abandoned borrow pits, hence making the area prone to soil erosion

Contractor should restore the abandoned borrow pits

Water ponds in the abandoned borrow pits are creating breeding sites for mosquitoes, hence increasing incidence of malaria among the school children.

Backfill the abandoned borrow pits.

Continued extraction of materials close to Lumemo river banks may cause river bank failure, hence resulting into flood hazards.

Avoid extraction of materials close to the river banks.

Dust emission and Risk of accidents to school children due to speeding trucks passing through the school during haulage of borrow pit materials.

Contractor must sprinkle water on the haulage road passing through the school to minimize dust emission.

Contractor must put speed humps to minimize risk of accidents.

Noise nuisance from trucks transporting borrow pit materials through the school during classroom hours.

Transportation of materials should be done only during weekends to avoid noise nuisance during classroom hours.


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STAKEHOLDERS


Natural Resource Officer

There will be loss of properties.

Contractor should compensate for lost properties.

Loss of vegetation, especially trees.

Contractor should replant lost vegetation with indigenous species.

There should be a programme to plant ornamental trees species long the approach roads to improve the quality of landscape.

Loss of soil from roadsides and borrow pits.

Land owners must be compensated for extracted materials.

There should be a written contract on the modalities of materials extraction. These include compensation payment and restoration of borrow pits.

District Health Officer

The project will result into increased vehicular accidents due to speeding vehicles.

The road design should include bus stations along the approach roads for passengers.

Speed humps should be provided within settlements.

Initiate traffic /road safety campaigns to educate road users.

Incidence of sexually transmitted diseases like HIV / AIDS is likely to increase because of immigration of people searching for employment to the project area.

Organize HIV / AIDS campaigns as well as birth control

Initiate awareness campaigns on HIV / AIDS for both local communities and construction workforce.

Village authorities and local communities along the


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STAKEHOLDERS


approach roads.


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APPENDIX 2: SUMMARY OF VIEWS EXPRESSED BY VARIOUS STAKEHOLDERS

ISSUES VIEWS EPXRESSEDWorkers camp site Should be located far from local community

settlements to avoid disturbance and noise nuisance.

HIV / AIDS prevention programme should be prepared and implemented.

Noise nuisance Not a threat to the local communities, it should be minimised.

Resettlement People to be affected by the project should be identified and compensated in accordance with the laws and compensation guidelines.

Transparency is critically important during valuation and compensation exercise.

TANROADS / Government should demarcate the boundaries of the road reserve so as to avoid further encroachment.

Selous Game Reserve Selous Game Reserve may be affected by heavy equipment during construction.

Cultural tensions / conflicts between workers and local communities

Contractor / TANROADS should maintain regular meetings with community representatives to allow friendly communication so that community members could iron out their concerns regarding behaviour of the construction workers.

Road accidents There should be a provision for non-motorized lanes.

Speed humps should be put road sections passing through human settlements, schools and sharp corners.

Police department should be keen in controlling the quality of drivers.

TANROADS should ensure road signs are appropriately placed along the road.

The road design should ensure that there are dedicated lanes for non-motorized road users.

Contractor should ensure construction related accidents are controlled by abiding to safety standards.

Construction workers should be trained on proper use of heavy machinery and equipment.

HIV / AIDS Workers camp site should be the focus for HIV / AIDS campaigns.


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Identify local capacity in dealing with HIV / AIDS

Contractor should arrange for HIV / AIDS prevention programme targeting both construction camp and local community.

Priority should be given to local residents during employment of unskilled labour to minimize increased transmission of HIV / AIDS among the local communities.

Programme on HIV / AIDS should target groups such as commercial sex workers in Ifakara, barmaids as well as food vendors, especially women near construction site.

NGOs and CBOs working on HIV / AIDS prevention in the project area should be consulted during implementation of HIV / AIDS campaigns.

Construction camp should be located far from the local community settlements to minimize HIV / AIDS transmission.

Temporary employment Road construction may stimulate income generation for employed people.

The construction should use local casual labour.

Skills acquired during construction will remain as an asset to community members.

Income generation Youth and women will benefit from the project by selling food, drinks to construction workforce.

Expenditure from construction workers will increase community income.

Tourism The impact may happen beyond the project area.


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APPENDIX 3: NAMES OF STAKEHOILDERS CONSIULTED


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APPENDIX 4: TERMS OF REFERENCE

1. INTRODUCTIONThis project involves construction of concrete piles bridge across Kilombero River and its approach roads into bitumen standard. The proposed bridge is expected to have 360 m span and 7.5 m width, with 1.5 m pedestrian crossings on both sides. The two approach roads, one on the northern side will be about 5 Km long and the other one on the south will be about 6 Km longIt is expected that the construction of the proposed bridge shall provide reliable crossing for pedestrians and vehicular traffic as well as non-motorized traffic. It will also reduce if not eliminate risk of accidents, hence loss to human life and properties. The reliable crossing will also increase the number of tourists visiting the Selous Game Reserve.

The project is being financed and implemented by Tanzania National Roads Agency (TANROADS) through Regional Manager, TANROADS – Morogoro. However, before implementing the project it has been necessary to carry out Environmental and Social Impact Assessment (ESIA) study in accordance with the Environmental Impact Assessment and Audit Regulations of 2005. The intention is to identify any adverse (negative) environmental and social impacts associated with this project and thereafter propose appropriate mitigation measures and incorporate them into the design process.

Thus, on March 2009 Regional Manager, TANROADS – Morogoro (Hereinafter referred to as the Client) commissioned NIMETA CONSULT LTD in association with HOWARD HUMPHREYS (T) LTD (Hereinafter referred to as the Consultant) to carry out Environmental and Social Impact Assessment (ESIA) study. In this regards, the purpose of this Terms of Reference (TOR) is to guide the Consultant to address relevant environmental and social issues during the assessment process. Among others the ESIA study shall be conducted in accordance with the requirements of the Environmental Impact Assessment and Audit Regulations of 2005. The Consultant shall do everything necessary to meet the objectives of the services and not less than outlined tasks in the scope of work.

2. SCOPE OF WORK

Task 1: Description of the Proposed ProjectThe Consultant shall provide a brief description of the relevant parts of the project using maps of appropriate scale where necessary and include the following information:

Project justification;


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Location; General layout, size, and capacity; Area of influence of the road works; Pre-construction activities; Construction activities; Schedule of project activities; Staffing and support; Facilities and services; Operation and maintenance activities; Required offsite investments; Life span. [Note: specify any other type of information relevant to the

description of the project category.]

Task 2: Description of the EnvironmentAssemble, evaluate, and present baseline data on the relevant environmental characteristics of the study area. Include information on any changes anticipated before the project commences. Modify the lists below to show the critical information for this project category or which is relevant to it. Environmental characteristics of the study area shall be presented on a map to facilitate the understanding of the study area.Physical environment: cover geology; topography; soils; climate and meteorology; ambient air quality; surface and groundwater hydrology; existing sources of air emissions; existing water pollution discharges; and receiving water quality.Biological environment: flora; fauna; rare or endangered species; ecologically important or sensitive habitats, including parks or reserves, significant natural sites; species of commercial importance; and species with potential to be nuisances, vectors, or dangerous (of project site and likely area of influence of the project).Socio-cultural environment: population; land use; planned development activities; community structure; employment; distribution of income, goods and services; recreation; public health; Gender issues and HIV/AIDS, cultural / historic properties; tribal peoples; and customs, aspirations, and attitudes to the project.

Task 3: Legislative, Policies, Administration FrameworkDescribe the pertinent regulations and standards governing environmental quality, health and safety, protection of sensitive areas, protection of endangered species, and land use control at international, national, regional and local levels. The Consultant shall undertake a review of policies, legislation and administrative framework within which the environmental management of the proposed road works will be carried out. The following and any other relevant legislation shall be reviewed:


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Environmental Management Act, 2004; Environmental Impact Assessment and Audit Regulations, 2005; Road Act, 2007; Forestry Act, 2002; Wildlife Conservation (Amendment) Act, 1978; Local Government Act, 1982; Mining Act, 1998; Occupational Health and Safety Act, 2003; Tanzania Wildlife Policy, 1998; National Environmental Policy, 1997; Environmental Impact Assessment Guidelines and Procedures, 1997; Land and Village Land Acts, 1999; National Land Use Planning Act, 2007; National Water Policy, 2002; National Forest Policy, 1998; World Bank Safeguard Policies.

Task 4: Assist in Interagency Coordination and Public/NGO ParticipationAssist in coordinating the EIA and SIA with other government agencies, in obtaining the views of local NGOs and affected groups, and in keeping records of meetings and other activities, communications, and comments and their disposition. Establish the views of the public with regards to the potential impacts of the proposed road works. Identify the different groups of stakeholders, and then use the most appropriate method to establish their views. Particular attention shall be paid to the disadvantaged groups (e.g. children, the elderly and women) that may be affected by the proposed road project.

The Consultant shall undertake an open and transparent consultation process to ensure that the views of interested and affected parties are and approximately incorporated in the project design.

Minutes of the meetings conducted during this public involvement should be recorded for submission as part of the report. At least one meeting with Environmental Committee of each district council shall be held to obtain their views on the project and its implication to the environment and social aspects.

Task 5: Analysis of Alternatives to the Proposed ProjectDescribe alternatives that were examined in the course of developing the proposed project and identify other alternatives, which would achieve the same objectives. The concept of alternatives extends to siting, design, technology selection, construction techniques and phasing, and operating


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and maintenance procedures. Compare alternatives in terms of potential environmental and social impacts; capital and operating costs; suitability under local conditions; and institutional, training, and monitoring requirements. When describing the impacts, indicate which are irreversible or unavoidable and which can be mitigated. To the extent possible, quantify the costs and benefits of each alternative, incorporating the estimated costs of any associated mitigating measures. Include the alternative of not constructing the project to demonstrate environmental and social conditions without the project.

Various environmental and social criteria should be developed to select the best project alternatives. Task 6: Identification, Analysis and Assessment of Potential ImpactsThe Consultant shall identify, analyze and assess environmental and social impacts of the proposed road works. The Consultant shall distinguish between positive and negative impacts, direct and indirect impacts, and immediate and long-term impacts. Identify impacts that are unavoidable or irreversible. Wherever possible, describe impacts quantitatively, in terms of environmental components affected (area, number), environmental and social costs and benefits. Assign economic values when feasible; characterize the extent and quality of available data, explaining significant information deficiencies and any uncertainties associated with the predicted impacts.

Task 7: Mitigation MeasureThe Consultant shall suggest cost-effective measures for minimizing or eliminating adverse impacts of the proposed road works. Measures for enhancing beneficial impacts should also be recommended. The costs of implementing these measures shall wherever possible be estimated and presented. If compensation is recommended as one form of mitigation, the Consultant shall identify all the names and physical addresses of people to be compensated.

The Consultant shall review the ongoing measures on HIV/AIDS awareness creation within the project area and propose for the mitigation measures. The proposal shall include a plan of action which will identify responsible key implementers, time frame and expected out put.

Proposed mitigation measures and cost estimate shall be grouped in a separate Bills of Quantities (BOQ) for the project and should also include cost of supervision for the implementation of mitigation measures.


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Task 8: Environmental and Social Management Plan (ESMP)The Environmental Management Plan focuses on three generic areas: implementation of mitigation measures, institutional strengthening and training, and monitoring. The Consultant shall prepare an Environmental and Social Management Plan, which will include proposed work programme, budget estimates, schedules, staffing and training requirements and other necessary support services to implement the mitigation measures. Institutional arrangements required for implementing this management plan shall be indicated. The cost of implementing the monitoring and evaluation including staffing, training and institutional arrangements must be specified. Where monitoring and evaluation will require inter-agency collaboration, this should be indicated.

Identify institutional needs to implement environmental assessment recommendations. Review the authority and capability of institutions at local, regional, and national levels and recommend how to strengthen the capacity to implement the environmental and social management and monitoring plans. The recommendations may cover such diverse topics as new laws and regulations, new agencies or agency functions, inter-sectoral arrangements, management procedures and training, staffing, operation and maintenance training, budgeting, and financial support.

Prepare detailed arrangements to monitor the implementation of mitigating measures and the impacts of the project during construction and operation. Include in the plan an estimate of capital and operating costs and a description of other required inputs.

In the case of land acquisition, a Resettlement Action Plan should be prepared and implemented in accordance to the National Land and Village Land Act 1999 and the World Bank Safeguards Policies.

3. REPORTINGThe EIA and SIA reports should be concise and limited to significant environmental and social Issues. The main text should focus on findings, conclusions, and recommended actions supported by summaries of the data collected and citations for any references used in interpreting data. Detailed or un-interpreted data are not appropriate in the main text and should be presented in appendices or a separate volume. Unpublished documents used in the EIA and SIA may not be readily available and should also be assembled in appendices.

The Executive Summary in English and Kiswahili versions and ESIA main report should be submitted according to the requirements of Regulations 19 to 21 of the Environmental Impact Assessment and Audit Regulations of 2005.


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The Consultant is therefore required to prepare the EIA report, SIA report, RAP report and ESIA Report according to the outline below:

3.1 Environmental Impact Assessment (EIA) Report Executive Summary Introduction Project description Policy, Legal and Administrative Framework Public Consultation Description of Environmental Setting Identification, Assessment and Analysis of Impacts Identification of alternatives Mitigation measures Environmental Management Plan Environmental Monitoring Plan Decommissioning Plan Conclusion and recommendations List of References Appendices

o List of names of the Consultant teamo Records and/or minutes of public consultationso Data used during the analysiso Any technical explanation of methods used (optional)o Terms of Reference of this study.

3.2 Social Impact Assessment (SIA) ReportThe social impact assessment report shall include the following:

Executive Summary Introduction Project description Description of Social Setting Policy, Legal and Administrative Framework, Public Consultation Identification of alternatives Identification, Assessment and Analysis of Impacts Mitigation measures Social Management Plan including Resettlement Action Plan (RAP) Social Monitoring Plan Conclusion and recommendations List of References Appendices

o List of names of the Consultant teamo Records and/or minutes of public consultations


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o Data used during the analysiso Any technical explanation of methods used (optional)o Terms of Reference of this study.

3.3 The Resettlement Action Plan (RAP) ReportThe Resettlement Action Plan (RAP) Report shall include the following: Description of the project Potential impacts Objectives Socio-economic studies Legal framework Eligibility Valuation of assets and compensation of losses Resettlement measures Site selection, site preparation and relocation Housing, infrastructure and social services Environmental protection and management Community participation Integration with host population Grievances procedures Organizational responsibilities Implementation schedule Cost and budget Monitoring and evaluation 3.4 Environmental and Social Impact Assessment (ESIA) ReportThe EIA and SIA Reports should be integrated to form ESIA Report, and shall have the following format:

Executive Summary Introduction Project description Policy, Legal and Administrative Framework, Public Consultation Description of Environmental and Social Settings Identification, Assessment and Analysis of Impacts Identification of alternatives Mitigation measures Environmental and Social Management Plan Environmental and Social Monitoring Plan Decommissioning Plan Conclusion and recommendations List of References Appendices

o List of names of the Consultant team


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o Records and/or minutes of public consultationso Data used during the analysiso Any technical explanation of methods used (optional)o Terms of Reference of this study.

4. STAFFINGThe Consultant’s staffing shall be comprised of:

Environmental Impact Assessment Expert for conducting EIA study and preparing ESIA report.

Sociologist for conducting SIA study and preparing RAP report.

In addition to the above key professional staff the Consultant shall be required to engage the following back-up staff to assist the Sociologist in conducting RAP:

Qualified Valuer Property Surveyor


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Scoping Report-kilombero Bridge

Documents

Transcript of Scoping Report-kilombero Bridge