Northern Corridor Rehabilitation Programme Phase III
Environmental and Social Impact Assessment for
Rehabilitation of Timboroa - Eldoret Road (A104)
JUNE 2010
General Manager (D&C)
P.O. Box 49712-00100
Director General
Kenya National Highways Authority
P.O. Box 49712-00100
NAIROBI
NAIROBI
Kenya National Highways Authority
KENYA
KENYA
CERTIFICATION
This is to certify that the Environmental and Social Impact Assessment (ESIA) Project
Report for the proposed rehabilitation of Timboroa-Eldoret trunk road (A104), was
carried out by UMWELT CONSULTS with full involvement and cooperation from design
road engineers, GAUFF INGENIEURE, Ministry of Roads, Kenya National Highways
Authority (KENHA) Environmentalists and the community members living in close
proximity to the project road. The study ESIA was carried out in December 2006 and
reviewed in June 2010.
EIA & EA LEAD EXPERT
JOSEPH NDUNGU
Signature___________Date_________
NEMA Reg. No. 0916
FOR: UMWELT CONSULTS
PROPONENT
The Director General
Kenya National Highways Authority
P. O. Box 49712 – 00100 Nairobi
Eng. M. KIDENDA
DIRECTOR GENERAL
___________________Signature
Date___________
LIST OF ABBREVIATIONS
AfDB
African Development Bank
BoQ
Bill of Quantity
CPP
Consultation and Public Participation
DDP
District Development Plan
DEO
District Environment Officer
EIA
Environmental Impact Assessment
EMCA:
Environmental Management and Coordination Act
EMP
Environmental Management Plan
ESAP
Environmental and Social Assessment Procedures (AfDB)
ESMMP
Environmental Social Management and Monitoring Plan
GoK
Government of Kenya
KeNHA
Kenya National Highways Authority
NEMA
National Environment Management Authority
OH&S
Occupational Health and Safety
OSHA
Occupational Safety and Health Act.
PPE
Personal Protective Equipment
UG
Uasin Gishu
TABLE OF CONTENTS
1
EXECUTIVE SUMMARY ........................................................................................... 1
1.1
BACKGROUND INFORMATION / INTRODUCTION ........................................ 1
1.2
PROJECT OBJECTIVES ................................................................................... 1
1.3
PROJECT JUSTIFICATION............................................................................... 2
1.4
MITIGATION MEASURES ................................................................................. 3
1.5
STUDY METHODOLOGY .................................................................................. 3
1.6
PROJECT ALTERNATIVE................................................................................. 4
1.7
STAKEHOLDERS CONSULTATIONS AND ISSUES RAISED ........................ 4
1.8
SUMMARY OF ANTICIPATED IMPACTS......................................................... 5
1.9
ENVIRONMENTAL AND SOCIAL MANAGEMENT & MONITORING PLAN ... 6
2
INTRODUCTION ....................................................................................................... 1
3
POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK...................................... 2
3.1
LEGISLATION.................................................................................................... 2
3.1.1
Kenya´s Environmental Law........................................................................ 2
3.1.2
Kenya Road Policies ................................................................................... 3
3.1.3
Environmental Impact and Road Policies.................................................... 4
3.1.4
Key Institutions and Agencies in Environmental Management.................... 4
3.1.5
Other Relevant Kenyan Statutes ................................................................. 5
3.2
RELEVANT INTERNATIONAL GUIDELINES ................................................... 7
3.3
AFRICAN DEVELOPMENT BANK´S POLICIES AND GUIDELINES............... 7
3.3.1
AfDB Environmental Policy.......................................................................... 7
3.3.2
AfDB Involuntary Resettlement Policy......................................................... 7
3.3.3
AfDB Environmental and Social Assessment Procedures (ASAP) ............. 8
3.4
KEY INSTITUTIONS AND AGENCIES IN ENVIRONMENTAL MANAGEMENT
9
3.4.1
Kenya Road Board ...................................................................................... 9
3.4.2
Kenya National Highways Authority ............................................................ 9
4
PROJECT DESCRIPTION ...................................................................................... 10
4.1
PROJECT LOCATION ..................................................................................... 10
4.2
REHABILITATION COMPONENTS................................................................. 10
4.3
RAW MATERIAL SITES AND REHABILITATION PROCEDURES................ 12
4.4
WATER AND SAND SOURCES...................................................................... 14
4.5
5
PROJECT JUSTIFICATION ................................................................................ 14
DESCRIPTION OF THE PROJECT ENVIRONMENT............................................. 16
5.1
ENVIRONMENTAL SETTING.......................................................................... 16
5.1.1
Agro ecological Zones and the Project Road ............................................ 20
5.1.2
Physiographic Units and Geology ............................................................. 21
(i)
5.1.3
5.1.4
5.1.5
5.1.6
The Soils within the Project Area............................................................... 23
Rainfall and Hydrology .............................................................................. 27
Climate within the Project Road Area........................................................ 27
Watercourses Traversing the Project Road............................................... 28
Failure to isolate oil storage, e.g. with bund (embankment).......................... 28
5.2
HUMAN ENVIRONMENT AND SOCIOECONOMIC DATA............................. 28
5.2.1
Population Characteristics and Trends...................................................... 28
5.2.2
Settlement Patterns and Population Density ............................................. 29
5.2.3
Social- Economic Indicators ...................................................................... 30
5.2.4
Population Structure and Project Road´s Immediate Areas of Influence .. 31
5.2.5
Project Road and Gender Issues .............................................................. 31
5.2.6
STI, HIV/AIDS and the Project Road......................................................... 31
5.2.7
Land Use Pattern....................................................................................... 32
5.2.8
The Project Road and Road Networks in Uasin Gishu District.................. 32
5.2.9
Raw Material Sites, Borrow Pits and Relevant Environmental Concerns.. 33
6
PROJECT ALTERNATIVES ................................................................................... 36
7
POTENTIAL IMPACTS AND MITIGATION/ENHANCEMENT MEASURES .......... 37
7.1
POSITIVE IMPACTS ........................................................................................ 38
7.2
NEGATIVE IMPACTS ...................................................................................... 39
7.2.1
Water Abstraction ...................................................................................... 39
7.2.2
Workmen´s Camp and Sanitation / Hygiene Issues .................................. 39
7.2.3
Impacts from Bitumen and Asphalt Plant .................................................. 39
7.2.4
Soil Erosion and Depletion of Vegetation Cover ....................................... 40
7.2.5
Impacts Related to Raw Material Sites and Borrow Pits ........................... 40
7.2.6
Dust Pollution ............................................................................................ 41
7.2.7
Social Conflicts .......................................................................................... 41
7.2.8
Pressure on Local Resources ................................................................... 42
7.2.9
Social Pollution .......................................................................................... 42
7.2.10 Waste Pollution.......................................................................................... 42
7.2.11 Noise and Vibrations ................................................................................. 43
7.2.12 Workmen´s Camp...................................................................................... 44
7.2.13 Discharge of Storm Water ......................................................................... 44
7.2.14 Oil Pollution ............................................................................................... 44
7.2.15 Climate Change Impacts ........................................................................... 44
7.2.16 Accidents ................................................................................................... 45
7.2.16 Crime ......................................................................................................... 45
7.2.17 Vendors at Timboroa ................................................................................. 45
8
9
HEALTH AND SANITATION FOR ROAD CONSTRUCTION LABOUR UNIT....... 45
8.1
PREVENTION AND SECURITY MEASURES DURING PROJECT CYCLE... 45
8.2
OH&S MEASURES FOR THE WORKERS AND GENERAL PUBLIC............ 46
8.3
WORKPLACE SAFETY AT ROAD CONSTRUCTION SITES ........................ 46
8.4
SAFETY MEASURES FOR GENERAL PUBLIC DURING CONSTRUCTION 47
8.5
ROAD SAFETY MEASURES DURING OPERATION ..................................... 47
ENVIRONMENTAL SOCIAL MANAGEMENT AND MONITORING PLAN ............ 48
(ii)
10
ENVIRONMENTAL AND SOCIAL MONITORING PROGRAM .......................... 61
10.1 SURVEILLANCE MEASURES ........................................................................ 61
10.1.1 Technical Audits ........................................................................................ 61
10.1.2 Occupational Health / Safety Audits and NEMA Audits............................. 61
10.1.3 Environmental and Social Monitoring and Management Plan................... 61
11.1
RELEVANCE OF CPP ..................................................................................... 65
11.2
CONSULTED PARTICIPANTS........................................................................ 65
11.3
ISSUES OF CONCERN RAISED BY PARTICIPANTS ................................... 66
11.4
ISSUES OF CONCERN RAISED BY ROAD SIDE TRADERS IN TIMBOROA
66
11.5
PUBLIC DISCLOSURE.................................................................................... 67
12
COMPLEMENTARY INITIATIVES ...................................................................... 68
12.1
COMPENSATION ............................................................................................ 68
12.2
HIGHWAY BEAUTIFICATION PROGRAMME................................................ 68
12.3
ROAD SAFETY ................................................................................................ 68
12.4
HIV/AIDS PREVENTION AND AWARENESS................................................. 69
12.5
ENVIRONMENTAL AND SOCIAL UNIT.......................................................... 70
12.6
GENDER .......................................................................................................... 70
13
CONCLUSION ..................................................................................................... 70
14
ANNEXES ............................................................................................................ 72
14.1
LIST OF PROFFESSIONALS AND ORGANISATIONS CONTACTED .......... 72
14.2
REFERENCES ................................................................................................. 72
(iii)
1
EXECUTIVE SUMMARY
1.1
BACKGROUND INFORMATION / INTRODUCTION
This report is a culmination of the Environmental and Social Impact Assessment (ESIA)
of the proposed upgrading of A104 Timboroa-Eldoret road in Uasin Gishu District in the
Rift Valley Province of Kenya. The study was conducted in December 2006 and updated
in June 2010. It constitutes descriptions of possible environmental and socioeconomic
impacts likely to occur during the proposed road rehabilitation project cycle, - design, site
preparation, construction and operation. The report has been divided into 13 Chapters
covering Executive Summary, Introduction, Policy and legal frame work, project
description, project alternative, potential impacts and mitigation measures, health and
sanitation for road construction labour unit, ESMP, public consultations and disclosure,
complementary initiatives and conclusion.
This road traverses the Uasin Gishu District which has been termed as one of the breadbaskets of Kenya for producing the grains of maize, wheat and barley. It is also a
carriageway for pinewood for pulp to the Webuye Panpaper Mills, the only such industry
in Kenya. Although the road is presently bituminized, it is currently heavily rutted and
dilapidated in some of the sections from Timboroa to Eldoret. This is as a result of the
road being heavily trafficked by both passenger and heavy cargo vehicles.
1.2
PROJECT OBJECTIVES
The purpose of this study and its overall objective is to ensure that all the environmental
concerns are integrated in the implementation of the project cycle in order to contribute
to sustainable development of the general project area and areas in close proximity to it.
Potential environmental impacts and socioeconomic conditions will be associated with
the activities for the proposed initiative and therefore the need for assessment of
impacts.
Secondly, the study is intended to propose workable mitigation measures and thirdly to
formulate an environmental management and monitoring plan articulating the mitigation
measures, responsible persons, frequency of monitoring, required resources, time frame
for its implementation and possible costs.
ES-1
The specific objectives are:
•
To identify impacts to the biophysical and human environment.
•
To gain public views, concern and value in regards to the proposed project by
consulting communities living in close proximity to the proposed project sites.
•
To determine the significance levels of the identified impacts.
•
To recommend preventive, and mitigative measures for the significant negative
impacts of the project on human and biophysical environment.
•
To develop an environmental management and monitoring plan.
The most important aim of the report is to ensure that the activities of the project will
comply with the legal statutes and institutional frameworks as stipulated in the Kenya´s
Environmental Management and Coordination Act, EMCA (1998) as well as the
provisions of the project financing agency, African Development Bank´s (AfDB)
environmental policies and guidelines.
1.3
PROJECT JUSTIFICATION
The road is part of the major highway linking the port of Mombasa to Uganda, the
landlocked countries of Rwanda and Burundi, as well as eastern DRC and southern
Sudan. Consequently it is heavily trafficked, with some 4000 vehicles plying it per day, of
which more than one third comprise freight. The adjoining sections of the road, that is
from Mombasa to Nairobi, Nairobi to Nakuru, and Nakuru (Njoro Turnoff) to Timboroa
have been either recently rehabilitated, or substantially completed.
The Eldoret –
Webuye – Malaba Road is also under consideration for rehabilitation by the EU. Thus
the Timboroa-Eldoret section of the Northern Corridor Route is the only section within
Kenya that will not have been rehabilitated.
The design has been based on rehabilitating the existing road, following the existing
alignment. This will entail reconstruction and overlay for the different sections of the
road. The specifications of 7 m carriageway width and 2 m surfaced-dressed shoulders
on each side will be retained. No realignments are necessary and all rehabilitation
measures will be contained within the road reserve.
Currently the first 25 km of the road is in very poor physical condition, with severe wheel
path rutting and eroded shoulders, and the remaining 48 km requires improvement in
ES-2
structural and riding quality. The present condition of the road is associated with
significant loss of economic time, heavy fuel consumption (contributing to air emissions)
as well as social inconveniences.
1.4
MITIGATION MEASURES
Mitigation measures have been proposed for all identified impacts, and an environmental
and social management plan has been prepared. Mitigation measures included in the
Bill of Quantities are drainage, provision of sign boards, road marking, road studs,
guardrails, kerbstones, bumps, gabions, scour checks, river training, mitre and cut-off
drains, re-profiling of side drains, desilting culverts, planting of grass and trees,
HIV/AIDS awareness campaign, rehabilitation of materials sites, compensation for
temporary acquisition of land (eg for deviations and the contractor’s camp), and making
good after construction. Other measures (eg protection of water sources, minimization
of dust) have been specified in the conditions of contract and the technical
specifications.
1.5
STUDY METHODOLOGY
The scope of the study conformed but not limited to the aspects outlined in the project
Terms of Reference (ToRs) issued by MoR, - and AfDB, the anticipated project financing
agency. General guidelines and procedures for ESIA from Kenya´s EMCA were applied.
The ESIA study was carried out using various methodological approaches best to
address the study objectives. A considerable amount of secondary data was kindly
provided by GAUFF INGENIEURE and AfDB which were later reviewed and thereafter
relevant deductions made by the study team. Digital photographic site documentations,
critical project site visits, observations and interviews /consultative meetings with project
affected persons, communities living in close proximity to the project sites and relevant
stakeholders were further methodological approaches to the study. Site data forms were
filled.
Checklists were the study instruments which were later used during the study for
assessing possible environmental impacts during the construction and operation phase
of the proposed upgrading of the trunk road. The checklists were mainly used to facilitate
ES-3
identification, prediction of environmental impacts as well as to give an indication of the
significance of the identified impacts.
1.6
PROJECT ALTERNATIVE
There were two alternatives that were considered. They are:
1. Zero option / Do nothing option;
2. Rehabilitating the entire road from Timboroa to Eldoret
The first option will not achieve the objective of the project since movement of traffic will
still be hindered by poor road condition. Considering that the project road forms an
integral section of the Northern Corridor and a major transit route for traffic to and from
Uganda, Rwanda, Burundi and Southern Sudan, this option will impact negatively to
regional development. Accidents along the dilapidated road will continue to occur, slow
traffic flow will not improve and therefore slow transportation of goods within the regions,
loss of economic time, productivity will continue as well as increased levels of air
pollution, higher fuel consumption and severely hinder access to social services, in
particular health care. This is not a desirable alternative.
The second option will be the desirable alternative. The road alignment already exists
and no new alignment will be required. Also, materials in the current road will be stripped
and recycled, minimizing haulage of road construction material from other sources.
The prevailing condition of the project road and the need to rehabilitate it were therefore
duly considered during the development of design. The current dilapidated and rutted
road is heavily trafficked by both cargo and passenger vehicles. Rehabilitating the trunk
road will therefore be the desirable alternative.
1.7
STAKEHOLDERS CONSULTATIONS AND ISSUES RAISED
Issues raised by participants are listed as follows:
ƒ
Creation of employment, leading to increased incomes;
ƒ
Social pollution, in that of the workforce’s interactions with the local communities will
increase prostitution along the town centres along project road, resulting in an increase
in the incidence of STDs, including HIV/AIDS;
ES-4
ƒ
Businessmen in the trading centres along the Timboroa-Eldoret Road will thrive
regardless of the environmental considerations;
ƒ
Solid waste disposal and sanitation at the camps will be an issue;
ƒ
Water sources may be stressed;
ƒ
Increase in the number of traffic accidents during construction;
ƒ
Increase in noise and dust levels from heavy truck during the operations;
ƒ
Air, dust and noise will be nuisance to the people living within the vicinity of the project
road;
ƒ
Excavation of quarries, borrow pits and sand sources will have negative impacts on
the natural environment;
ƒ
Soil erosion will occur during and after construction works;
ƒ
Rehabilitation related work such as road diversions and clearing the vegetation will
affect the communities and settlements in proximity to the project road.
Issues Raised by Traders in Timboroa
In Timboroa, where the project road starts, it was noted that there are informal road side
kiosks which have encroached upon the project road. The communities accepted to
demolish their kiosks by August 2010 by signing a consent letter.
SUMMARY OF ANTICIPATED IMPACTS
1.8
Positive Impacts
•
Improved transport and communication. After construction, the condition of the
road will improve and transportation of commodities to and from the project
areas. This is a large positive impact;
•
Creation of job opportunities to members of the communities, particularly in
regard to unskilled and semi-skilled as well as skilled person in the community.
Women will also have an opportunity to secure employment
•
It will make travelling on the road easy;
•
improved access to markets;
•
Improved Road Safety and Reduction in road accidents as opposed to the
current situation in which, accidents are quite rampant due to the rutty, rugged
ES-5
nature of the road (many potholes with pools of water), dust, ditches and pools
of water etc;
•
Leading to be better and wider regional connection and development in Uganda,
Rwanda, Burundi and Southern Sudan.
•
Improved road drainage infrastructure and general discharge of storm water from
the road/carriageway.
Negative Impacts
The main negative impacts include
1.9
•
Soil erosion and depletion of vegetation cover
•
Deviations, traffic rerouting and extension of the road reserves
•
Impacts related to raw material sites and borrow pits.
•
Dust pollution
•
Social conflicts
•
Pressure on local resources
•
Social pollution
•
Waste pollution.
ENVIRONMENTAL AND SOCIAL MANAGEMENT & MONITORING PLAN
An Environmental Impact and Social Management and Monitoring Plan with all the
parameters has been prepared and included in the report. The matrix lists the Project
Activities and the possible sources of impacts during the road project cycle. Mitigation
measures and action plans for the identified impacts have also been listed, cost
estimates, targets to achieve, timeframe and monitorial indicators to the identified
impacts have been listed.
ES-6
2
INTRODUCTION
GAUFF INGENIEURE has been contracted by the Kenya National Highways Authority to
carry out the design review for the rehabilitation of the Timboroa-Eldoret road in the
Uasin Gishu District of Kenya. The Government of Kenya has applied for financing for
the project from the AFRICAN DEVELOPMENT BANK (AfDB) (Financing Agency).
For such a project the law in Kenya requires that an EIA Project Report to be written.
Similarly, the project financing agency, AfDB, requires that transportation projects
exceeding 50 km needing major rehabilitation and upgrading, which are classified as
Category 1 by AfDB, they require detailed ESIA investigations before construction work
begins. This study is in fulfillment of these requirements. GAUFF INGENIEURE
contracted UMWELT CONSULTS, Kenya, to carry out the ESIA.
The Timboroa-Eldoret road was identified for improvement as part of the European
Union’s Northern Corridor Backlog Maintenance and Rehabilitation Programme in
2006/7. The project road is 73 km in length, and is located in Rift Valley Province. It
begins at Timboroa Primary School, continues in a north westerly direction, passing
through the trading centres of Timboroa, Nabkoi, Kondoo, Burnt Forest, Cheptiret and
finally Eldoret Municipality, before ending about 1 km north of the Municipality boundary
at Maile Nne. The road is part of the A104, which in turn is part of the Northern Corridor.
The project road forms an integral section of the Northern Corridor and, as such,
functions as a major transit route linking the port of Mombasa to Uganda, the landlocked
countries of Rwanda and Burundi, as well as eastern DRC and southern Sudan. As such,
the road is heavily trafficked by both cargo and passenger vehicles.
This report is a culmination of the Environmental Impact Assessment (EIA) study of the
proposed upgrading of the A104 Trunk road, from Timboroa to Eldoret. The study was
conducted in December 2006. It constitutes descriptions of possible environmental and
socioeconomic impacts likely to occur during the proposed initiatives cycle, - design, site
preparation, construction and operation.
In undertaking the EIA field study, ESIA guidelines from African Development Bank
(AfDB) were referred to. Project ToR, the Kenya Environmental Management and
Coordinating Act (EMCA), requirements and procedures were used. The EIA field study
1
was carried out using various methodological approaches best to address the study
objectives. A considerable amount of secondary data was kindly provided by GAUFF
INGENIEURE, which was later reviewed by the consultants. Critical projects site visits,
observations and interviews (CPP) with communities living in close proximity to the
proposed initiative were further methodological approaches to the study. Site data forms
were filled, site maps were reviewed and site sketches drawn.
Checklists were further study instrument that were be later used in identifying possible
environmental impacts during the road preparation and construction phase. Checklists
were mainly used to facilitate identification and prediction of environmental impacts.
The report has been divided into 13 chapters covering Executive Summary, Introduction,
Policy and legal frame work, project description, project alternative, potential impacts
and mitigation measures, health and sanitation for road construction labour unit, ESMP,
public consultations and disclosure, complementary initiatives and conclusion.
3
POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
The Government of Kenya’s Policy on Road Transport is to provide efficient and reliable
road network to spur social, economic and security improvement.
Kenya’s National Environment Action Plan process culminated in the formulation of the
policy on Environment and Development under Sessional Paper No. 6 of 1999. This
policy presents broad categories of development issues that require a sustainable
approach. Its main objectives are to ensure that environmental considerations are taken
into account in all development policies, programmes and projects, and that independent
EIA reports are prepared for projects before implementation.
3.1
LEGISLATION
3.1.1 Kenya´s Environmental Law
The Environmental Management and Coordination Act (EMCA) 1999 and its subsidiary
legislation, the Environmental (Impact Assessment and Audit) Regulations (2003), is the
main piece of legislation governing environmental management in Kenya. It is a
2
framework law for the coordinated management of the environment in Kenya. EMCA has
provision of EIA studies.
The main objective this Act is to provide for the establishment of an appropriate legal
and institutional framework of the management of the environment in Kenya, including
the establishment of a National Environment Management Authority (NEMA), which
became operational in July 2002.
NEMA has the statutory mandate to coordinate all environmental activities. The Act
makes environmental impact assessment mandatory for activities specified in its Second
Schedule, including the rehabilitation of major roads. The Environmental (Impact
Assessment and Audit) Regulations, 2003, provide the basis for procedures for carrying
out Environmental Impact Assessments (EIAs) and Environmental Audits. Several other
regulations have been issued which have relevance to this project, including the
Environmental Management and Co-ordination (Waste Management) Regulations, 2006
and the Environmental Management and Coordination (Water Quality) Regulations,
2006.
The National Environment Management Authority has the overall responsibility for
approval of environmental assessment studies, enforcement and compliance as well as
monitoring.
The Provincial and District Environment Officers represent NEMA at
provincial and district levels, and are required to inspect and monitor all activities that
may have environmental impacts, and to investigate any complaints and claims that the
public may have with regard to environmental issues caused by any project or activity.
An environmental and social section has recently been set up within the Planning and
Environment Department of KeNHA.
This unit is responsible for overseeing
management of environment and the preparation / implementation of environmental
management plans for all highway projects in the country.
3.1.2 Kenya Road Policies
The objectives of Kenya Road Policies are based on the following criteria:
Integration:
Ensuring that all roads decisions are taken in the context of a coherent,
integrated transport policy covering all modes.
Accessibility: Making it easy to reach the places we wish to get to.
3
Safety: Making travel safer
Economy:
Getting good value for money and supporting sustainable economic
activity in appropriate locations.
Tackling road congestion.
Environmental impact: Both positive and negative, on both the built and the natural
environments, and at the global, regional and local levels.
3.1.3 Environmental Impact and Road Policies
The road policy further emphasises on the following environment relevant issues:
•
All road improvements need to be sustainable. Consequently, short-run gains
from road infrastructure should not obscure wider or long-run damage that may
be associated with it.
•
The aim is to limit and where possible reduce damage at local, regional and
global levels, taking account of all relevant environmental policies such as those
on climate change, local air quality and biodiversity. It is also important to
acknowledge positive environmental benefits that the trunk road system can
bring.
•
Bypasses have their positive and negative sides. They can take noisy, polluting
traffic out of towns and villages and allow the implementation of traffic calming
and other measures to improve the urban environment. They can also reduce
accidents. On the other hand, bypasses intrude on the countryside.
•
Road improvements have a mixed effect on emissions. By easing congestion
they could help reduce emission of some pollutants, but they increase emission
of others.
3.1.4 Key Institutions and Agencies in Environmental Management
Apart from NEMA, there are various key institutions and agencies that play an important
role in environmental management, and specifically relevant to the environmental
management of the project road.
4
3.1.5 Other Relevant Kenyan Statutes
Table 3.1 is a summary of the project activities that would require the contractor to
acquire permission, licences or permits from project concerned authorities.
Table 3.1:
Review of Legal Framework
CONCERNED AUTHORITY & PROVISIONS
PROJECT ACTIVITIES
1
/PERMITS/LICENCES TO BE ACQUIRED
Catchment preparation, water
Water permit from Water Resources Management
abstraction
Authority (WRMA)
2 Quarrying activities
Consents / agreements from land owners
3 Road deviations
4 Disposal of construction debris
Waste transport licence from NEMA in accordance with
NEMA Waste Management Regulations, 2006
NEMA permit in accordance to the Environmental
5 Blasting at quarry sites
Management and Coordination (Noise And Excessive
vibration Pollution Control )Regulation, 2008.
Source: Consultants Team, June 2010.
Other legal instruments applicable to environmental and social management with
respect to this road project include:
•
The Lakes and Rivers Chapter 409 Laws of Kenya: This Act provides for
protection of rivers, lakes and associated flora and fauna. The provisions of this
Act may be applied in the management of the project.
•
Environmental
Management
and
Coordination
(Controlled
Substances)
regulation, 2007,Legal Notice No. 73
•
Environmental Management and Coordination (Waste Management Regulations,
2006, Legal Notice No. 121.
•
The Environmental Management and Coordination (Noise and Excessive
Vibrations Pollution (control) Regulations, 2009. Legal Notice No. 61.
•
Environmental Management and Coordination (wetlands River banks, Lake
shores and Sea Shore management) regulation, 2009, Legal Notice No. 196.
•
Public roads and Roads Act Cap 22 Laws of Kenya- This Act consolidate the law
relating to traffic on all public roads. The Act also prohibits encroachment on and
damage to roads including land reserved for roads.
5
•
Environmental Management and Coordination, Conservation of Biological
Diversity(BD) Regulation 2006-deals with conservation of threatened species etc
•
Environmental Management and Coordination, Fossil Fuel Emission Control
Regulation 2006-deals with internal combustion engine emission standards,
emission inspections etc
•
Environmental Management and Coordination (wetlands River banks, Lake
shores and Sea Shore management) regulation, 2009, Legal Notice No. 19.
•
The Wildlife Conservation and Management Act, Cap 376
Further Acts include:
•
Agriculture Act, Cap. 318;
•
Chief’s Authority Act, Cap.128.
•
Energy Act, 2006 (which has rules to address storage, handling and transport of
petroleum);
•
Environmental Impact (Assessment and Audit) Regulations, 2003
•
Environmental
Management
and
Co-ordination
(Waste
Management)
Regulations 2006.
•
Forest Act, Cap. 385;
•
Land Acquisition Act, Cap 295;
•
Land Planning Act, Cap 265
•
Local Government Act Cap265
•
Occupational Safety and Health Act, 2007 (which incorporates Rules for Building
Operations and Works of Engineering Construction; Health & Safety Committees;
Noise Prevention and Control; Fire Risk Reduction);
•
Public Health Act, Cap 242;
•
Public Roads and Roads of Access Act, Cap 399;
•
Registered Land Act, Cap 300;
•
Town/City Planning By-Law
•
Traffic Act, Cap. 403;
•
Waste and Waste Water Act 2006;
•
Water Act (2002);
•
Way Leave Act, Cap 292;
•
Workmen’s Injury Benefits, 2007.
6
The ESIA has also been guided by, among others, NEMA’s draft EIA Guidelines
(November 2002), and the AfDB’s Integrated Environmental and Social Assessment
Guidelines (October 2003).
3.2
RELEVANT INTERNATIONAL GUIDELINES
They include:
•
The Kyoto Protocol
•
Highway design code.
•
W.H.O Air Quality and Emissions Guidelines.
•
W.H.O Drinking Water Quality Guidelines.
•
AfDB’s Integrated Environmental and Social Assessment Guidelines (October
2003).
3.3
AFRICAN DEVELOPMENT BANK´S POLICIES AND GUIDELINES
African Development Bank (AfDB) integrates environmental considerations into major
transportation projects, i.e. those exceeding 50 km and needing major rehabilitation or
upgrading. They are classified as Category I projects which require detailed ESIA
investigations. The projects must meet the basic goals and objectives of AfDB
environmental policies and guidelines. Further AfDB policies relevant to the project
include:
3.3.1 AfDB Environmental Policy
AfDB policy framework on environment policy has been anchored in the concept of
sustainable development. The policy stresses the anticipatory nature of sustainable
development rather than the reactive responses so predominant in development related
decisions.
This ESIA report for the project road was therefore carried out in consideration of
sustainable development of the road project, while identifying possible negative and
positive impacts on natural and human environment.
3.3.2 AfDB Involuntary Resettlement Policy
The primary goal of the involuntary resettlement policy is to ensure that when people
must be displaced they are treated equitably, and that they share in the benefits of the
project that involves their resettlement.
7
The objectives of the policy are to ensure that the disruption of the livelihood of people in
the project’s area is minimized, ensure that the displaced persons receive resettlement
assistance so as to improve their living standards, provide explicit guidance to Bank staff
and to borrowers, and set up a mechanism for monitoring the performance of the
resettlement programs. Most importantly, the resettlement plan (RP) should be prepared
and based on a development approach that addresses issues of the livelihood and living
standards of the displaced person as well as compensation for loss of assets, using a
participatory approach at all stages of project design and implementation.
Since the project road´s alignment already exists, minor disruption of livelihood will only
be experienced in Timboroa and nowhere else along the project road. To address this
problem, KeNHA officials visited the affected communities in Timboroa in June 2010.
With the help of area local elders, KeNHA officials made agreement on how to address
the issue 1 .
3.3.3 AfDB Environmental and Social Assessment Procedures (ASAP)
The main purpose of the Environmental and Social Assessment Procedures (ESAP) is
to improve decision making and project results in order to ensure that Bank-financed
projects, plans and programs are environmentally and socially sustainable as well as in
line with Bank’s policies and guidelines.
The primary objective of the ESAP is to provide a formal process for the internal and
inter-departmental environmental and social review of Bank-financed projects, programs
and plans. The procedures highlight the various steps that shall be followed to assess
environmental and social risks and benefits along the project cycle.
In addition, the ESAP aim to ensure the integration of environmental and social
dimensions into the public sector project cycle from country programming to postevaluation. An integrated approach allows to take into account interrelations between
environmental and social issues and to favour a multidisciplinary review of key concerns
in a timely manner.
This ESIA project report for the proposed initiative complies with the AfDB ASAP main
purpose and primary objectives. Impact areas and mitigation measures raised in the
1
Refer to page 71 of this report for further details.
8
Environmental and Social Management and Monitoring Plan for the project are
environmentally and socially sustainable, -the main purpose for ESAP.
KEY INSTITUTIONS AND AGENCIES IN ENVIRONMENTAL MANAGEMENT
3.4
3.4.1 Kenya Road Board
Strengthening the institutional framework is one of the strategies the GoK has adopted
to improve the road network in Kenya. The Roads Maintenance Levy Fund manages the
roads in repair and rehabilitation. The Kenya Road Board (1999) Act has the following
major tasks:
•
Coordinate the implementation of all policies relating to maintenance,
rehabilitation and development of network.
•
Coordinate maintenance, rehabilitation and development of road network to
achieve efficiency, cost-effectiveness and safety.
•
Administer funds derived from the fuel levy and any other fund that may accrue
to the board.
•
Determine the financial allocation for road agencies and evaluate the delivery of
works through technical financial and performance audit.
•
Ensure all procurement of works is conducted in accordance with the guidelines
and criteria set by the board.
•
Recommend to the minister responsible for roads the areas for study and
research, the specifications, design standards and classifications for roads,
vehicle types, dimensions for axle – load limits and road safety measures.
3.4.2 Kenya National Highways Authority
KeNHA is an autonomous road agency, responsible for the management, development,
rehabilitation and maintenance of international trunk roads linking centres of international
importance and crossing international boundaries or terminating at international ports
(Class A road), national trunk roads linking internationally important centres (Class B
roads), and primarily roads linking provincially important centres to each other or two
higher-classroads (Class C roads).
9
4
PROJECT DESCRIPTION
4.1
PROJECT LOCATION
The Road Project is situated in Uasin Gishu District in the Rift Valley Province of Kenya.
This project commences at the Timboroa Primary School and continues in a north
westerly direction, passing through the trading centres of Timboroa, Nabkoi, Kondoo,
Burnt Forest, Cheptiret and Eldoret Municipality. The road terminates just after the roadover railway bridge at Maili Nne, approximately one kilometer north of Eldoret Municipal
Council boundary.
Figure 4.1: Location of the Project Road.
Sources: Consultant Team & Philips EA.EP/, 2006.
4.2
REHABILITATION COMPONENTS
The cross section of the existing road comprises of a 7m wide carriageway with
generally 2 m wide surface dressed shoulders on either side. Between Km 64 and Km
67, - the urban road section through Eldoret town, there exists raised kerb separation
and footpaths.
The pavement condition investigations carried out in May 2010 revealed that severe
rutting and surface irregularities are evident between Km 0+000 – Km 25+100, and Km
70+400 - Km 73+200. These sections exhibit rutting with shoving of the bituminous
10
wearing course that would require milling and recycling of the existing pavement for the
sections between Km 0+000 and 12+500, Km 15+000 to 25+100 and km 70+400 to
73+200.
The Pavement rehabilitation for these sections will involve cold milling of existing asphalt
concrete wearing course, dense bitumen macadam and graded crushed stone up to a
depth of 300mm and adding additional aggregate, mix the milled material with moisture
and compact to 98% of AASHTO T-180. Construct a new 150 mm Dense Bitumen
Macadam and a double bitumen surface dressing comprising 10/14 mm aggregate as
first seal and 6/10 mm aggregate as the second seal.
The section between km 12+500 to 15+000 is in a very poor condition and characterised
by deep rutted and shoved pavement materials having a bumpy and rough riding road
surface. This section will require full reconstruction and involves complete replacement
of the existing pavement after preparation and re-compaction of existing natural gravel
subbase material, Constructing 225mm crushed stone base course, 175mm of Dense
Bitumen Macadam and 10/14 mm plus 6/10 mm Double surface dressing.
The following sections of the road are in fair condition and will be rehabilitated by
constructing a 70 mm thick layer of binder course and a 50mm thick layer of Asphalt
Concrete with a single surface dressing (10/14 mm).
Km 25+600 to Km 42+000
6.4 km
Km48+800 to Km59+900
11.1 km
Km66+100 to km70+400
4.3 km
The other sections of the road listed below will receive an overlay of 50 mm of asphalt
concrete with a single surface dressing (10/14mm):
Km25+100 to Km 25+600
0.5 km
Km42+000 to Km48+800
6.8 km
Km59+900 to Km 66+100
6.2 km
Within these proposed rehabilitation measures, it will therefore be noted that various
environmental impacts will arise, namely dust, noise, possible accidents during removal,
heating, compacting and milling procedures of bitumen.
11
Structural road elements for bridges have already been inspected and classified either to
replace or maintain categories. Major structures were deemed to be structurally
adequate and do not require replacement. There will therefore be no negative impacts
on the natural and human environment where these major structures are situated since
no construction work will take place.
There are a number of turn-offs to significant places along the project road. In addition,
there are some minor class “E” roads branching off from the project road. During
construction phase, accidents may occur within the turn off if necessary traffic control
measures are not implemented.. Table 4.1 has the details of the turn-offs.
Table 4.1: Details of Turn-Off along the Project Road.
LOCATION
ROAD CLASS / TURN OFF
Km 3+660 RHS
D325 turn -of to Ainakboi
Km 15+360 LHS
C36 turn -of to Lessos and Kapsabet
Km 22+960 RHS
C53 turn -of to Ainakboi
Km 43+490 LHS
D305 turn -of to Kapsabet
Km 61+647 LHS
C54 turn -of to Kaptagat
Km 64+875 LHS
C51 turn -of to Iten
Km 64+875 LHS
C 39 turn -of to Kapsabet
Source: Gauff Ingenieure, 2006.
Rehabilitation procedures of the Burnt forest service road, which serves as a parking
lane for heavy trucks on stopover, will come along with various impacts to the traders,
lorry drivers and community at Burnt Forest trading center. The negative impacts include
dust, noise, waste and possible accidents when lorries are parked along the roadside
during construction phase of the parking lanes.
4.3
RAW MATERIAL SITES AND REHABILITATION PROCEDURES
Hardstone, gravel, soft stone and sand will be used during the road rehabilitation
procedures. Hardstone (from Ngeria Quarry, Km 48, 2 km LHS) will be used for the
production of chippings for the construction of graded crushed stones, dense bitumen
macadam/binder course and asphalt concrete layer besides surface dressing wearing
course. The graded crushed stones will mainly be utilised for the repair of damaged
shoulders and construction of new subbase between Km 12+500 – Km 15+500 and for
12
the 0.7 Km long Burnt Forest town service road, parking lane at Maili Nne and lanes for
the weighbridge at Eldoret. All these activities will impact negatively to the immediate
environment. Mitigation measures will therefore be relevant.
All the above mentioned materials are available and fairy well distributed throughout the
length of the project road. The extraction of these construction materials will not interfere
in any way with farming activities since the sites are rocky areas which cannot support
crop growth, grass for livestock or any other meaningful economic activities. Table 4.2
has details of the gravel material sources.
Table 4.2: Identified and Existing Gravel/Soft Stone Material Sources.
Mateial
Location
Existing or
Material
Details on Ownership
Source
(Km)
Potential
Description
and Remarks
1
2
3
4
5
6
3+650
2.0 km RHS
10+065
4 km RHS
20+300
0.1 km RHS
22+950
0.25 km RHS
22+950
0.25 km RHS
28+500
1.5 km RHS
Existing
Soft weathered rocks
The sites were used
Existing
Soft weathered rocks
previously during the
construction of the
Existing
Soft weathered rocks
Mixture of soft
Existing
weathere rocks and
lateric gravel
Existing
Soft weathered rocks
existing road. However
the contractor should
seek authorisation,
permit or licence from
concerned authorities
before extracting the raw
materials.
Existing
Soft weathered rocks
Source: Gauff Ingenieure, 2006.
In order to curb any possible negative impacts on the natural environment within the raw
material sites, an agreement between the material site land owner and the contractor
should be signed before haulage of material begins. A certificate of material site
reinstatement should also be issued once the material site has been fully reinstated. The
certificate should be having the following details:
•
Material site details (Location, chainage, acreage, plot owners name and plot
number, ID Number.
•
Details about the contractor and signature of site agent on behalf of the
contractor.
13
•
Certification from the area district environment officer (DEO) that the material site
has been reinstated. The DEO should however visit the site to confirm if the
material site has been reinstated before signing the certificate
•
Certification from the Project Road Resident Engineer clarifying that the material
site has been reinstated. 2
4.4
WATER AND SAND SOURCES
The contractor will seek permit from the Water Resources Management Authority
(WRMA) in order to get water abstraction permit for road construction. However, the
contractor should first consult local authorities within or close to the watercourses
traversing the project road and seek acceptance from the community. The water courses
are namely Sosian near Eldoret town, Kerita and Namu at Chepteret. There is also a
swamp and a watercourse at Ngeria.
Sand will be sourced from Kapsabet, as good quality sand is not readily available within
the project area.
4.5
PROJECT JUSTIFICATION
The road is part of the major highway linking the port of Mombasa to Uganda, the
landlocked countries of Rwanda and Burundi, as well as eastern DRC and southern
Sudan. Consequently it is heavily trafficked, with some 4,000 vehicles plying it per day,
of which more than one third comprise freight. The adjoining sections of the road, that is
from Mombasa to Nairobi, Nairobi to Nakuru, and Nakuru (Njoro Turnoff) to Timboroa
have been either recently rehabilitated, or substantially completed.
The Eldoret –
Webuye – Malaba Road is also under consideration for rehabilitation by the EU. Thus
the Timboroa-Eldoret section of the Northern Corridor Route is the only section within
Kenya that will not have been rehabilitated.
Currently the first 25 km of the road is in very poor physical condition, with severe wheel
path rutting and eroded shoulders, and the remaining 48 km requires improvement in
structural and riding quality. The present condition of the road is associated with
significant loss of economic time, heavy fuel consumption (contributing to air emissions)
as well as social inconveniences.
2
See a copy of a certificate of material site reinstatement in the appendix.
14
Therefore the main objective of the project is to rehabilitate the Timboroa-Eldoret section
of the A104, with respect to pavement adequacy, drainage, road safety and
environmental and social considerations, for a design period of 15 years.
The design has been based on rehabilitating the existing road, following the existing
alignment. This will entail reconstruction and overlay for the different sections of the
road. The specifications of 7 m carriageway width and 2 m surfaced-dressed shoulders
on each side will be retained. No realignments are necessary, and where minor
improvements to the horizontal alignment are required, these will be contained within the
road reserve. According the MOR Design Standards, the desirable road reserve is set at
60 m, but can be reduced to 40 m.
Provision has been made for maintenance of
existing bridges, improvement of drainage structures, accommodation for stormwater
flow in Eldoret Municipality, road safety devices, and truck lay-bys.
15
5
DESCRIPTION OF THE PROJECT ENVIRONMENT
5.1
ENVIRONMENTAL SETTING
The project road traverses two major physical features: the undulating Tinderet
Highlands that extend from Timboroa to Burnt Forest and the Uasin Gishu Plateau that
stretches from Burnt Forest to the end of the road and beyond. Within the Tinderet
Highlands, the altitude along the road drops from 2,750 m asl to 2,440 m asl, after which
the road traverses through rolling terrain in the Uasin Gishu Plateau, where altitude
ranges from 2,440 m asl to 1,990 m asl.
The climate of the project area is largely influenced by altitude. Temperatures range
from an average maximum of 26oC to an average minimum of 8oC during the wetter
months of July and August. Mean annual rainfall is between 995 and 1,340 mm in the
project area. Rainfall is well distributed throughout the year, peaking in July and August.
The geology of the Tinderet Highlands originates from ancient basement systems that
were overlain with more recent volcanic flows. The rock in the area is predominantly
agglomerates and phonolites. The Uasin Gishu Plateau was formed by the slow cooling
volcanic flwos over the original basement system, and as a result in phonolites,
pyroclasts, tuffs and volcanic rock outcrops are found within the Plateau area.
Soils between in the Tinderet Highlands are predominantly nitisols, rich in organic matter
and friable, and therefore susceptible to erosion. Then road then goes through an area
with predominantly poorly drained gleysols till just past Cheptiret. Thereafter, until just
before Eldoret, the main soil type is ferrasols – well drained, reddish brown soils. As the
road approaches Eldoret town, the soils become shallow excessively-drained leptosols,
these being impervious, hard and stable.
The project area lies within the Lake Victoria Drainage Basin, and therefore the major
rivers flow westwards towards the lake. Three major rivers cross the project road: the
Sosian, Kerita and Namu Rivers, and the Ngeria Swamp. The high rainfall experienced
in the project area contributes to high river flows in the lower reaches.
Between Timboroa and Burnt Forest, the main vegetation is plantation forest,
predominantly pine and cypress.
Beyond Burnt Forest, the land is substantially
cultivated, although between Ngeria and Sosian, wattle (Acacia mearnsii) plantations
16
have been established (for the production of tannin). There is no significant wildlife in
the project area, due to the natural vegetation being significantly altered (plantation
forest has replaced natural forest, and grasslands have been converted for agriculture).
The Natural environment of the project area can be classified into various agro
ecological zones 3 which have different characteristics.
Potential Crop and Livestock Production
The potential crop and livestock production are determined using Agroclimatic zones
and Agroecological zones. The Agroecological are worked out using the ratio
percentage of rainfall (R mm) to annual potential evaporation (Eo mm) as given by
Sombroek, et al (1982). The Agroecological are based on altitudinal zones (upper
highlands, lower highlands upper midlands. These zones are characterised by suited
crop and/or livestock combination or both after which they are named.
From the Agroecological point of view, the study area has the potential to produce grains
(maize, wheat and barley), beverage (tea), oil crop (sunflower) and insecticidal plant
pyrethrum (Table 2.5.). The livestock animals that can potentially be reared in the area
include sheep and dairy cattle.
Growing of Crops
A checklist was used to record the crops currently growing along the Timboroa-Eldoret
road and taking into consideration those given in the Agroecological zone (Table 2.5,
2.6). Of the grains, maize is the most widely grown crop being found around most of the
observation sites except; Timboroa and Nabkoi (forest reserves) and Eldoret (urban
area). Timboroa and Nabkoi might also be too cold and wet for maize production. Other
grains include wheat and barley which were found in the Upper Wheat-Barley
Agroecological zone around Burnt Forest and Kerita.
The area also has the potential of producing industrial crops as indicated below. First, up
to the 1980’s pyrethrum used to be grown in the area between Timboroa and Burnt. This
crop was not sited during this study owing to the fact that in another study pyrethrum
was found to have had marketing problems hence production was abandoned
(Wamicha, 2004). Secondly, the sunflower was not recorded around any of the
observation sites possibly due the fact that the Maize-Sunflower zone is far from the
road. Thirdly, small scale flower gardens are found in the townships (Timboroa, Burnt
3
Refer to Sombroek, et al (1982).
17
Forest, Weighbridge and Maili Nne) and in the Eldoret municipality mainly for decoration
and landscaping purposes.
Although the road traverses through previously natural forests, but now mainly planted
forests, the road will not pose threat to the forests since the existing road alignment will
be followed.
18
Table 5.1: Crop Checklist
Station
Cover (%)
Maize
Wheat
Barley
Pyreth
Flowers
Potatoes
Peas
Carrots
Napier
1
Timb
1
X
X
X
X
X
X
X
X
X
2
Timb
2
P
X
X
X
P
P
P
P
X
3
4
Matharu
Nabkoi
P
X
X
X
X
P
P
P
p
X
X
X
X
X
X
X
X
X
5
Burnt
B1
P
P
P
X
P
X
X
X
p
6
Burnt
B2
X
X
X
X
P
X
X
X
x
7
8
9
Kerita
Chepterit
Ngeria
P
P
X
X
X
X
X
X
P
P
X
X
X
X
X
X
X
X
P
X
X
X
X
X
X
X
X
6
Burnt
B2
10
0
05
30
7
Kerita
8
Chepterit
9
Ngeria
05
05
10
80
05
05
05
85
05
05
15
75
55
-
-
6
Burnt
B2
20
05
70
7
Kerita
8
Chepterit
9
Ngeria
05
05
85
5
Burnt
B1
0
05
80
20
10
65
15
05
75
05
15
05
05
05
10
Ngeria
Quarry
P
X
X
X
X
X
X
X
X
11
Sosian
P
X
X
X
P
X
X
X
X
12
Eldoret-Iten
Road
X
X
X
X
P
X
X
X
X
13
Weigh
bridge
P
X
X
X
P
X
X
X
X
14
Maili
Ine
P
X
X
X
P
X
X
X
X
13
Weigh
bridge
10
05
10
20
14
Maili
Ine
05
05
10
15
Table 5.2: Regional Vegetation Cover
Station
Cover (%)
Trees
Shrubs
Herbs
Grass
Built/Bare
Ground
1
Timb
1
80
05
05
10
2
Timb
2
40
10
10
10
3
Matharu
4
Nabkoi
50
05
05
35
20
05
05
60
5
Burnt
B1
15
05
15
45
-
30
05
10
20
10
Ngeria
Quarry
05
10
10
30
11
Sosian
75
05
05
10
12
Eldoret-Iten
Road
05
05
05
15
45
15
65
55
65
11
Sosian
10
05
55
10
Ngeria
Quarry
05
05
40
05
05
40
12
Eldoret-Iten
Road
Paved
Paved
Paved
13
Weigh
bridge
0
05
45
14
Maili
Ine
0
05
35
30
50
50
Paved
50
60
Table 5.3: Road Drainageway Vegetation Cover
Station
Cover (%)
1
Timb
1
05
25
70
2
Timb
1
05
15
30
3
Matharu
Shrubs
05
Herbs
05
Grass
60
Built/Bare
40
30
Ground
Source: Consultants Team, 2006.
19
4
Nabkoi
5.1.1 Agro ecological Zones and the Project Road
The Agro ecological areas are worked out using the ratio percentage of rainfall to annual
potential evaporation. Sombroek, et al (1982). The Agro ecological are based on altitudinal
zones, Upper (U) Highlands ((H), Lower Highlands (LH) and Upper Midlands (UM). The project
road lies within Upper Highlands and Low highlands.
During construction and operation of the of the project road, sections of the road traversing from
highlands to lowland zone will be associated with various impacts, which include soil erosion,
road accidents, air pollution, especially from heavy commercial vehicles, among others. Listed
below are the zones and associated impacts, positive and negative.
(i)
UH1 and UH2: Timboroa to Matharu and Matharu to Nakboi
The Upper Highland zone within this area have long cropping seasons and intermediate rains.
The area has good yield crops potential, and Sheep rearing.
(ii)
UH3: Burnt Forest Area.
The wheat – barley zone has a long cropping season. And good crop potential. Pastures and
forage consists of mixed grasses, suitable for grade beef cattle, dairy cows.
(iii)
LH3: Burnt Forest to Eldoret.
This is a lower highland zone, where wheat, maize and barley are the predominant crops. The
zone has long cropping season, which can be divided into two variable seasons. It has a good
crops yield potential.
It can be noted that, all the agro ecological zones within where the project road traverses have
good crop yield potential and keeping of dairy cows and sheep. The rehabilitation of the project
road will therefore improve farming activities, especially during transportation of farm products
along the project road to various markets.
20
Plate 5.1: Agro-ecological Zones
5.1.2 Physiographic Units and Geology
Hills (H)
As a physiographic unit the symbol (H) represents hills and minor scarps with slopes of more
than 12% (Sombroek, et al, 1982). In the study area such minor scarps are found near the
Kipchoge Keino Stadium then to east of the study road running from the Rai Ply wood Factory
all the way to the to Weighbridge station area. The rocks in the area are mixed metamorphic
gneisses and volcanic lavas (Jaetzhold and Schmidt, 1983. For construction purposes, such
minor scarps have to be deeply excavated in order to reduce the slope. The volcanic rocks
which are lavas (basalts and phonolites) are usually very hard and can be crushed as source of
ballast.
21
Plate 5.2: Physiographic Units within the Project Environment
Southern Upland
In the southern part of the study area, with altitudes of more than 2200m ASL, the
physiographic unit constitutes upper level uplands (Uu) as defined by Sombroek et al (1982). As
one descends from Timboroa to Burnt Forest the slope classes change as follows: Timboroa to
Matharu (8 to 12%) which gives a rolling topography, Matharu to Nabkoi (6 to 8) which is
undulating and Nabkoi to Burnt Forest (4 to 7) which gently undulating to undulating.
These southern uplands are underlain by volcanic lavas (basalts and phonolites) which are
tertiary in age (Jetzhold and Schmidt, 1983; Ministry of Energy, 1987).These lavas are believed
to have been covered by volcanic ashes originating from the Rift Valley complex of volcanoes
(Ministry of Energy, 1987). Both the lavas and volcanic ash have weathered to form very deep
soils (See plate above).
Northern Uplands (U2)
In the northern part of the study area, with altitudes of about 1600m ASL, the physiographic unit
constitutes upper middle level uplands (Uh) as defined by Sombroek et al (1982). The northern
22
uplands are characterised by slopes of 4 to 6%, hence a topography which is gently undulating
to undulating. This area is underlain by metamorphic gneisses of the Mozambique Belt which
are about 3000 million years old (Ministry of Energy, 1987). Such gneisses are rich in the
mineral quartz which during weathering releases a lot of sand that can be used for construction.
Uasin Gishu Plateau
This is part of a stepped plateau since together with the southern uplands suffered up-throws
during the formation of the Rift Valley formation (Sombroek et al, 1982). However the
topography of the uplands was further modified by the additions of volcanic ashes that never
reached the plateau and/or were eroded away. This plateau has slopes ranging from 2% to 4%,
hence it is gently undulating.
Such volcanic phonolites which originated from the Rift Valley zone and spread over large areas
of Kenya were dated as being of Upper Miocene age (Ministry of Energy, 1987; Wamicha,
1991). The phonolite generally has dark grey to black matrix with large (2 to 5cm) phenocrysts
of greenish grey waxy nepheline and smaller glassy sanidine crystals Since phonolites are very
hard, they are normally used for ballast for construction.
Bottomlands
Bottomlands are normally found in the lower parts of a given topography (Sombroek, et al,
1982), in this case the Uasin Gishu Plateau. Hence bottomlands are recipients of water from
higher lying surrounding areas but are characterised by limited outlets (Wamicha, 1991). In the
study area the bottomlands are characterised by slopes of 0% to 3%, a topography that is flat to
very gently undulating and poor drainage. These bottomlands also fit as wetlands using the
definition given by Ramsar Convention (2000) as follows: “Wetlands include a wide variety of
habitats such as marshes, peatlands, floodplains, rivers and lakes with water that is no deeper
than 6m”.
5.1.3 The Soils within the Project Area
Shallow Leptosols
These shallow soils are mainly found first on the Hills (H) to the east of the study road from
Kipchoge Keino Stadium northwards all the way to the Weighbridge (Fig 2.2). Secondly they are
also found along the Sosian River from East of Eldoret to the edge of the study area. Up to
1988 these soils were classified as Lithosols, “Litho” indicating that they are shallow and
overlying a rock (FAO-UNESCO, 1974, 1988: Jaetzhold and Schmidt, 1983).
23
Excavation costs on shallow soils are usually minimal for construction purposes due the thin
overburden. Since the phonolites which underlie the Leptosols are impervious and hard, the
road sections on these soils are expected to be stable. However, additions of soils and manures
are required where landscaping with plants is required since Leptosols are of low chemical
fertility (Wamicha, 1991, 2004).
Moderately Deep to Deep Ferralsols
In the study area Ferralsols are found in the Northern Uplands (U2) and the Uasin Gishu
plateau. The word Ferralsols is derived from ferrum and alumen connotative of the fact that
these soils are rich in these metals. In the study area these soils are reddish (Rhodic) to brown
due to the presence of high amounts of Fe, Mn and Al oxides. Hence in the American system of
classification they are referred to as Oxisols (USDA, 1975; 1994). These colours also indicate
that these are highly weathered soils with low chemical fertility; therefore for landscaping with
planting they require additions of manures.
Various inherent physical characteristics of the Ferralsols make them suited for construction
purposes. Aggregates of clay particles and the oxides usually make these soils highly porous
hence they are well drained. Wet Ferralsols when compacted and dried become very hard and
impervious; therefore they are used for road making (Wamicha, 2005).
Poorly Drained Gleysols
In the study area, Gleysols are mainly found in the Bottomlands (B) of the Uasin Gishu Plateau
(Fig. 2.1, 2.2). Poor drainage occurs due to the fact that bottomlands receive flood waters but
they have insufficient outlets to drain the area. Due to anaerobic conditions, the Gleysols also
accumulate high amounts of organic matter.
The hydromorphic conditions of these Gleysols present various challenges to constructors. First
if the wetland soils are drained, they become; very hard, deep cracking and sometimes acidic
(Wamicha, 1991; Wamicha and D’Costa, 1993). Secondly, due to the smectite clay content
these soils become very sticky/ plastic when wet and very hard/ cracking when dry. These
Gleysols are therefore difficulty to work at all soil moisture levels. Finally, since they flow when
wet (plastic), they form very unstable foundations.
Extremely Deep Nitisols
In the study area Nitisols are found in the Southern Uplands (U1). Nitidus is a Latin word for
shiny, connotative of shiny ped surfaces in the subsoil (B-horizons) of Nitisols. Washing out of
24
clay minerals and oxides (Al, Mn and Fe) takes place in the topsoil (A-horizon) and deposition in
the B-horizons.
As with the Ferralsols, aggregates of clay particles and the oxides usually make these soils
highly porous hence they are well drained. The active metallic oxides impart the following
properties to the Nitisols; moderately strong to strong blocky structure, high effective soil
moisture storage and favourable phosphate sorption-desorption properties. In the study area
Nitisols are associated with forested areas and/or former forests; hence they are rich in organic
matter (Humic Nitisols) which release plant nutrients during decomposition. In the study area
therefore, Nitisols are rich both chemically and physically. Due to the illuviation of clay and oxide
(Al, Mn, and Fe), the B-horizons are less porous and therefore tend to erode very fast when
exposed on road cuts. In the study area, Matharu section is affected by such soil erosion. As
with the Ferralsols, compacted and dried Nitisols can be are used for road making.
25
Plate 5.3 :
26
Soil Classification Units
Plate 5.4: Soil Drainage Classes
5.1.4 Rainfall and Hydrology
Rainfall in the area is substantially high, the mean annual rainfall ranges between 1, 000 –
1,500 mm. The rain is generally distributed throughout the year, although peak monthly rainfall
of 150 – 200 mm is experienced during the months of July – August period. Long term mean
annual rainfall was observed to decrease as altitude decreased from 2,743m to 2,286m hence;
Timboroa (1,340mm), Nabkoi (1,154mm) and Eldoret (995mm). The influence of relief on
rainfall has also been documented in other areas with similar environmental conditions
(Chemilil, 1995; Wamicha, 2004).
5.1.5 Climate within the Project Road Area
Due to the relatively high altitude, the project region experiences warm to cool climate
conditions. January is the hottest month and the average maximum temperature is 26OC.
dropping down to an overnight minimum temperature of 8 OC.
27
5.1.6 Watercourses Traversing the Project Road
There are three watercourses traversing the project road, namely Sosian near Eldoret town,
Kerita and Namu at Chepteret. There is also a swamp and a watercourse at Ngeria.
During the construction phase, interference with the watercourses can lead health hazards and
pollution which will arise in case precautionary measures will not be implemented to avoid
possible impacts. Health hazards and pollution may result from some of the following activities.
5.2
•
During excavation and /or fill
•
Impounding water
•
Pushing the excavated earth into river, swamp, stream banks, of flood plains.
•
Discharging solid wastes, fuels, oils into rivers and streams.
•
Failure to isolate oil storage, e.g. with bund (embankment).
•
Excavators encroaching upon streams and stream banks.
HUMAN ENVIRONMENT AND SOCIOECONOMIC DATA
The socioeconomic baseline data review for the study area include: settlement patterns,
demographic and population profiles, population density, selected socioeconomic indicators
and transport facilities. The review covers divisions traversed by the project road. The socioeconomic baseline data will characterise possible impacts of the different target groups along
the roads.
5.2.1 Population Characteristics and Trends
The annual population growth rate within Uasin Gichu district where the project road traverses
had been 3.35% (1999 census). By the end of 2008, it was projected to increase to 834,250
people. The population structure for the district shows a very high population of young people.
(UG DDP, 2002 – 2008).
The population structure of the district shows that the district has more males than female. In
the 1999 census, there were 315,932 males compared to 306,773 females. This may be
attributed to the high job immigration among the males from outside regions, in search of
employment in urban centres.
Uasin Gishu districts has a labour force (or active population) of 52.8% (GoK, DDP, Uasin
Gishu 2002 – 2008) (Table 5.4). Considering that the active population comprises the sum of
persons in employment and unemployed persons seeking employment, the active population is
therefore quite low.
28
The districts have very high dependency ratios (100:89). The percentages of population of
people who are too young or too old to work, aged below 15 and above 64, creates strains to
the active population (aged 15 to 64).
One of the remedy of addressing the above named negatively developed demographic and
population profiles in the districts is by developing the infrastructure. Rehabilitation of the project
road will stimulate development within the district. Poor infrastructure is one of the causes of
poverty, which is very high in the district.
Table 5.4
Demographic and Population Profile
DEMOGRAPHIC AND POPULATION
UASIN GISHU DISTRICT TRAVERSED BY
PROFILE
PROJECT ROAD
Population size (2002)
682, 342
Population growth rate
3.35%
Dependency ratio
100: 89
Total Labour force
360,371
5.2.2 Settlement Patterns and Population Density
Land use and settlement patterns in Anaibkoi and Kesses divisions, both traversed by the
project road, are based on various factors. Agro-ecological zones have influence people to
settle within areas which receive moderately rainfall and thus having great agriculture potential.
The influence of upcoming town centres, e.g. Timboroa, is another factor. Eldoret town is the
main urban centre in the district which attracts people seeking employment.
Considering that 62.8% of the rural population in the districts work in the agriculture 35%, the
planned road will therefore have positive impact by boosting development, especially in
transportation of their farm products.
Table 5.5
Settlement Patterns and Population Density
POPULATION DENSITY- 2002
(with 2008 projections)
Rural Population
UASIN GISHU DISTRICT
396,054 (58%)
485,021
Urban Population
285,635
No projections
Divisions traversed by Project Road and Population
Density
Source: Data adopted from DDP 2002 – 2008.
29
Anaibkoi and Kesses
Moderate
5.2.3 Social- Economic Indicators
An evaluation of selected social economic indicators (Table 5.6) shows that the wages and
agriculture are the main sectoral contributors to household income, 55.9% and 35.3%
respectively. However, there are high rates of absolute poverty level, at 42.2%. This can be
attributed to high dependency ratios in the district and the household size, among other
factors.
Considering that a big percentage of the population in the district traversed by the project road
work in the agriculture or earn wages in upcoming urban centres, rehabilitation of the planned
road will stimulate growth in the sectors. Stimulation of regional development during the road
project cycle will come through forward and backward development linkages. The former
linkage is when the development of transportation system within the areas traversed by the
project road leads to the growth of other developments while the latter is when the planned road
development benefits the communities in close proximity to the project road
Table 5.6:
Socioeconomic Indicators
SOCIAL ECONOMIC INDICATORS
Total Number of Households (1999)
INDICATORS IN THE DISTRICT
134,490
Average Household size
4.6
Rural Self Employment
62.8%
Urban Self Employment
37.1%
Wage Employment
55.9%
Number of Unemployed
30%
Population working in the Agriculture sector
35.3%
Absolute Poverty (Rural / Urban)
42.2%
Population Size
682, 342
Source: Data adopted from DDP 2002 – 2008.
The road passes through high potential agricultural areas, and agriculture is therefore the main
economic activity in the project area. The major cash crops grown in the project area are
wheat, barley and maize, and food crops include carrots and potatoes. Dairy farming is also
common. Average landholdings range from 10 to 20 hectares.
The road passes through the trading centers of Timboroa, Nabkoi, Kondoo, Matharu, Burnt
Forest, Chepterit, Ngeria and Eldoret Municipality where a number of commercial activities
comprising of retail, wholesale shops, bars and restaurants are found. Eldoret town and Burnt
Forest are the main commercial centres.
30
Once rehabilitated, the project road will boost socioeconomic activities within the urban and
rural centres where it traverses.
5.2.4 Population Structure and Project Road´s Immediate Areas of Influence
The project road traverses mainly two divisions, Anaibkoi and Kasses. The table below has
details on population densities within the divisions. From 1999 to date, the population within the
division has been increasing gradually in both division.
Table 5.7: Population Densities within Divisions Traversed by the Project Road.
DIVISION
AREA
1999
2002
2004
2008
Anaibkoi
472.5
163
180.1
192.2
220.3
Kesses
692.1
123
136
145.4
166
Source: Consultants Team, 2010. Data from UG DDP, 2002 - 2008
5.2.5 Project Road and Gender Issues
One of the guiding principles of the AfDB’s gender policy, as stated in its mandate, is to
"contribute to the economic development and social progress of its regional members individually and jointly. Attention will be paid to the co-operative relations between women and
men". (AfDB Gender Policy, 2001). The goal of the AfDB’s Gender Policy is to promote gender
equality and sustainable human and economic development.
Priority should however be given to communities and individuals living in close proximity to the
project road as opposed to the contractor coming with his own employees from elsewhere.
The contractor should however be gender sensitive, especially when incorporating women into
the road rehabilitation activities. Women might be more interested in carrying out farm activities
as compared to strenuous road construction chores.
5.2.6 STI, HIV/AIDS and the Project Road
Uasin Gishu District has 12.1% prevalence of HIV/AIDS (UG DDP, 2002 – 2008). An accurate
prevalence of the rural setting of the prevalence indicated 6.8% after sentinel studies. Both male
and female are affected in equal proportions of 1:1. and this is attributed to the fact that
transmission is mainly through heterosexual contact. Majority of those affected are people in the
productive age.
During construction phase of the project road, increase of people in search for jobs along the
project road is likely to generate a high risk of increased spread of HIV/AIDS and STIs in the
project area. Also influx of sex workers within the shoping centres along the project road will
contribute to the spread of the disease.
This will be mitigated through HIV/AIDS/STI intervention programmes which should be put in
place and effectively implemented and monitored. Voluntary Counseling and Testing (VCT) will
31
be encouraged for the road contractors through, among others, District Aids Committee, who
will raise awareness through Information, Education and Communication programmes (I.E.C).
5.2.7 Land Use Pattern
Review of land cover types is important in EISA Factors to be considered during the road
project. During the road project cycle, there are direct and indirect impacts which will result due
to deviations of drainage outside the road, economic activities along the road and animals
whose movements can damage the road.
Historical Background of the Land Holdings within the Project Road Area
During the colonial period (1900 to 1963) the study area was part of the “White Highlands”
where the two main land use types were large scale production of grains and livestock
(Agriculture) together with Forestry. Between 1963 and 1975 the large farms were purchased by
land buying companies and subdivided into smaller units which were on average 50 ha. Each
unit was owned by an individual household comprising of between 4 to 6 persons (Wamicha,
2004). In the twenty five years (1975 to 2000) Uasin Gishu District experienced a gradual
change in terms of the land parcel sizes. The average parcel size during this study ranged from
10ha to 20ha.
5.2.8 The Project Road and Road Networks in Uasin Gishu District
The Project road is a major driving force for industrialization in Uasin Gishu District. It links the
district to the domestic and external market (UG DDP, 1997 – 2001). The goods produced in the
district and elsewhere are transported easily to their respective market and also raw materials
brought in easily.
Once the project road has been rehabilitated, trade between Uasin Gishu, neighbouring districts
and countries will be promoted.
32
Fig. 5.1: Road Network in UASIN GISHU DISTRICT
Source: UG DDP, 1997 - 2001
5.2.9 Raw Material Sites, Borrow Pits and Relevant Environmental Concerns
Hardstone, gravel, soft stone and sand will be used during the road rehabilitation procedures.
Hardstone (from Ngeria Quarry, Km 48, 2 km LHS) will be used for the production of chippings
for the construction of graded crushed stones, dense bitumen macadam/binder course and
asphalt concrete layer besides surface dressing wearing course. The graded crashed stones
will mainly be utilised for the repair of damaged shoulders and construction of new subbase
between Km 12+500 – Km 15+500 and for the 0.7 Km long Burnt Forest town service road,
33
parking lane at Maili Nne and lanes for the weighbridge at Eldoret. All these activities will impact
negatively to the immediate environment. Mitigation measures will therefore be relevant.
All the above mentioned materials are available and fairy well distributed throughout the length
of the project road. The extraction of these construction materials will not interfere in any way
with farming activities since the sites are rocky areas which cannot support crop growth, grass
for livestock or any other meaningful economic activities. Table 5.8 has details of the gravel
material sources.
Table 5.8: Identified and Existing Gravel/Soft Stone Material Sources.
Mateial
Location
Existing or
Material
Details on Ownership
Source
(Km)
Potential
Description
and Remarks
1
2
3
4
5
6
3+650
2.0 km RHS
10+065
4 km RHS
20+300
0.1 km RHS
22+950
0.25 km RHS
22+950
0.25 km RHS
28+500
1.5 km RHS
Existing
Soft weathered rocks
The sites were used
Existing
Soft weathered rocks
previously during the
construction of the
Existing
Soft weathered rocks
Mixture of soft
Existing
weathere rocks and
lateric gravel
Existing
Soft weathered rocks
existing road. However
the contractor should
seek authorisation,
permit or licence from
concerned authorities
before extracting the raw
materials.
Existing
Soft weathered rocks
Source: Gauff Ingenieure, 2006.
Major concerns relating to the already existing material sites and gravel sites include minor
vegetation clearance, expansion of existing landscape scars, dust and general disturbance
during excavation, and the need to reinstate or landscape the gravel sites when the contractors
have completed excavation works. Haulage routes exists since the sites have been used
before. However the routes should be maintained by watering to minimise the impact of dust.
During rehabilitation works, there will be some direct employment opportunities for both skilled
and unskilled labour on the project road. Furthermore, indirect employment opportunities are
bound to arise from the provision of services to the construction teams.
34
Fig 5.2: IDENTIFIED RAW MATERIAL SITES / BORROW PITS
Source: Gauff Ingenieure, 2006.
35
6
PROJECT ALTERNATIVES
Analysis of the various alternatives in terms of their technical, economic, environment and social
feasibility were considered. However, since the road exists and there is no new road corridor
which will be designed, there were two alternatives that were considered. They are:
3. Zero option / Do nothing option;
4. Rehabilitating the entire road from Timboroa to Eldoret
The first option will not achieve the objective of the project since movement of traffic will still be
hindered by poor road condition. Considering that the project road forms an integral section of
the Northern Corridor and a major transit route for traffic to and from Uganda, Rwanda, Burundi
and Southern Sudan, this option will impact negatively to regional development. Accidents
along the dilapidated road will continue to occur, particularly of heavy trucks, with a possibility of
an increase of the number of injuries and fatalities due to the continued worsening condition of
the road, slow traffic flow will not improve and therefore slow transportation of goods within the
regions, loss of economic time, productivity will continue as well as increased levels of air
pollution, higher fuel consumption and severely hinder access to social services, in particular
health care. This is not a desirable alternative.
The second option will be the desirable alternative. The prevailing condition of the project road
and the need to rehabilitate it were duly considered during the development of design. The
current dilapidated and rutted road is heavily trafficked by both cargo and passenger vehicles.
Rehabilitating the trunk road will therefore be the desirable alternative, and is expected to
improve traffic flow, consequently lowering vehicle operating costs, improving transportation of
agricultural and other goods, and people. Road safety is also expected to improve along this
section of the A104.
36
7
POTENTIAL IMPACTS AND MITIGATION/ENHANCEMENT MEASURES
The proposed road project activities are likely to have potential impacts on natural and human
environment. These impacts can be categorized in various ways. They can be grouped
according to their nature, into positive or negative impacts, random or predictable impacts,
cumulative, local or widespread impacts, temporary or permanent impacts, short- or long-term
impacts or even their level of seriousness
Tab. 7.1: Type of Impacts and Examples
TYPE OF IMPACT
Predictable
Temporary
Permanent
EXAMPLES
Road accidents due to overspeeding
Noise and dust during haulage of raw materials from borrow pits or
quarries.
Change of landscape within areas where new roads are constructed
or if a new road alignment will be followed.
Land consumption, removal of vegetation, and severance of
Direct Impacts
farmland. An example of this is removing gravel material from a
borrow pit for use in surfacing a road.
Indirect Impacts (also
known as secondary,
tertiary, or chain impacts)
Cumulative
Degradation of surface water quality by erosion of land cleared for a
new road, urban growth near a new road, and increased
deforestation of an area stemming from easier (more profitable)
transportation of logs to market or the influx of settlers
Impairing the water regulating and filtering capacity of a wetland
system by constructing a road across it
Source: Consultants Team, 2010. Adopted from Wasike, 2001.
37
CLASSIFICATIONS OF IMPACTS
Predictable
• Land use conflicts
Temporary
•
• Improved land
value.
• Loss or demolition
of houses
• Noise
Occupational
Permanent
•
Redevelopment
Long (l) Short (s) Term
•
Increased formal
hazards
(increased
/informal
•
Noise
housing).
employment (s)
•
Dust
•
Solid waste (-ve)
•
Road site
• Garbage
•
•
•
value
•
Improved
•
Improved
Social ills from
business along
road workers
project road
Change of
landscape (l)
•
housing.
informal business
(kiosks etc).
Improved land
Aesthetic beauty
( -ve or +ve)
•
Change of
existing land use.
•
Improved
provision of
goods and
services.
Source: Consultants Team, 2006.
7.1
POSITIVE IMPACTS
Some of the positive environmental and social impacts include:
•
Improved transport and communication. After construction, the condition of the road will
improve and transportation of commodities to and from the project areas. This is a large
positive impact;
•
Creation of job opportunities to members of the communities, particularly in regard to
unskilled and semi-skilled as well as skilled person in the community. Women will also
have an opportunity to secure employment
•
It will make travelling on the road easy;
•
improved access to markets;
•
Improved Road Safety and Reduction in road accidents as opposed to the current
situation in which, accidents are quite rampant due to the rutty, rugged nature of the
road (many potholes with pools of water), dust, ditches and pools of water etc;
•
Leading to be better and wider regional connection and development in Uganda,
Rwanda, Burundi and Southern Sudan.
•
Improved road drainage infrastructure and general discharge of storm water from the
road/carriageway.
38
The road project comprises the rehabilitation of an existing road; no realignments are
proposed, and any minor improvements of horizontal alignment to improve curvature and
sight distance will be accommodated within the road reserve. Thus, the direct impact on
land use will be negligible, and the requirements for land acquisition are minimal, apart from
those for the establishment of the Contractor’s and workmen’s camps.
NEGATIVE IMPACTS
7.2
7.2.1 Water Abstraction
Water abstraction for road construction, to be possibly obtained from watercourses traversing
the project road can raise conflicts between the road contractor and local communities living
close to the water source. The communities can be affected if the water source is not enough
for road construction.
It will therefore be necessary for the contractor to seek water abstraction permit from Water
Resources Management Authority (WRMA) as well as seeking acceptance for water abstraction
from the local community to avoid possible conflicts.
7.2.2 Workmen´s Camp and Sanitation / Hygiene Issues
Possible negative impacts resulting from the camp include
•
Garbage dump within the camp from the residents of senior and junior staff members.
Such garbage heaps attracts rodents, dogs and scavengers, and it can be a source of
health hazard.
•
Solid waste disposal and health hazards: The camp should have a functional toilet
facilities with a septic tank for disposing off waste.
•
Occupational accidents: The camp should be having at least one community enrolled
First Aider to handle First Aid issues or offering advice on HIV/AIDS issues..
•
Fire related accidents: In case the site agent/contractor does not have functional fire
extinguishers, trained personnel on occupational safety on how to combat fire
outbreaks.
7.2.3
•
Impacts from Bitumen and Asphalt Plant
Decanting of bitumen into the bitumen tank can be associated with spillage, and hence
polluting the nearby environment. The bitumen tank should therefore be located away
from any river course and within a flat area to avoid spillage and possible water
pollution.
•
Dust from the asphalt plant, especially from the stockpiles for ballast chippings will be
associated with dust during haulage procedures. The employees should wear
39
appropriate protective dust masks while unauthorised persons should keep away from
the site.
•
Repeated exposure to hot bitumen or bitumen fumes may cause inflammation of the
skin, acne like lesions, development of horny growths on the skin and sensitization of
the skin to light. Bitumen may cause hair loss, dryness, scaling, and dermatitis.
Once construction is complete, the Contractor’s and workmen’s camp, equipment, excess
materials and oil tank farms will have to be removed or dismantled. All work areas will have to be
rehabilitated (including deviations). The Contractor must prepare a decommissioning plan for
approval by the Supervising Consultant. Special attention must be given to remediation of oil
polluted areas and the relocation of oil tanks.
7.2.4 Soil Erosion and Depletion of Vegetation Cover
Soil erosion will result from earthworks, excavation of material sites and deviations. Improper
drainage of runoff from the road to lower catchments can also cause erosion. Incorporating soil
conservation measures during construction would help to mitigate damage caused by erosion.
Clearing of vegetation from road reserves for access to gravel pits, and excavating gravel from
gravel pits with slopes exceeding 4% could result in an increase in runoff along the slopes and
thus encourage erosion. Soil erosion is likely to be an on-going problem because of the varied
nature of the environment along the road.
This can be addressed through supervision of earthworks, proper design and maintenance of
drainage structures, incorporating soil conservation measures (for example in the drains and
along embankments), ensuring that clearing of vegetation is limited to areas required for
construction works.
7.2.5 Impacts Related to Raw Material Sites and Borrow Pits
Major concerns relating to the existing raw material sites and gravel sites include vegetation
clearance, landscape scars, dust and general disturbance during excavation, and the need to
reinstate or landscape the gravel sites when the contractors have completed excavation works.
The existing haulage routes require to be maintained by watering to minimise the impact of dust
to the road users and nearby communities during materials hauling periods.
The identified raw material borrow sites, if left unattended, will create a badlands type of
landscape with water bodies, scattered boulders and rubble of ballast on the soil surface 4 . This
calls for economic use of these stone resources by the contractor to avoid wastage. The pools
of water that will form during the rainy season, without outflow on the borrow pits shall be
4
See a list material sites chainages in the appendix.
40
suitable habitats for disease vectors of for example; malaria, bilharzias and liver fluke. Further
impacts in case such borrow pits are abandoned, and left without being rehabilitated are:
•
Once the quarry dams are filled with water, their banks can burst hence causing flood
and associated damage within the nearby sites.
•
Unfenced quarry dams will be risky to public (especially children), livestock and wildlife
due to drowning associated deaths, therefore should be fenced off when in use.
•
Illegal excavation of ballast for sale from abandoned quarries will lead to development of
badlands (barren unproductive areas), leading to erosion of topsoil.
Previous quarrying of phonolite stones for ballast at Ngeria left a badlands type of
landscape with deep water bodies, scattered boulders and rubble of ballast on the soil
surface (Plate above). This calls for economic use of these stone resources by the
contractor to avoid wastage. The pools of water also require landscaping because water
bodies without outflow are suitable habitats for disease vectors of for example; malaria,
bilharzias and liver fluke
Plate 7.1: Badland at Ngenia and Water dam from a borrow pit.
7.2.6 Dust Pollution
Dust in road construction areas originates mainly from the scraping of the earth surfaces. Dust
can also originate from the movement of heavy machinery on earth roads especially deviation
routes. Dust will also originate from haulage activities of the ballast chipping. Dust emissions
from earthworks, operating plant and equipment, and from construction traffic can be minimised
by watering of deviations and works sites.
7.2.7 Social Conflicts
Social conflicts may arise if local people don’t get the expected jobs at construction sites as
project proponent will not necessarily employ workers living within the vicinity of the project road
during its construction, operational and decommissioning phases. To ensure local communities
41
benefit from transitory incomes during the rehabilitation phase, contractors and KENHA should
ensure that employment priority for unskilled jobs be given to local communities including
women. Public awareness about the project and available job opportunities should be posted in
a timely manner to ensure both men and women are availed equal opportunities to apply for
various posts. Where feasible on-the-job training should be provided to local people. The project
contractor should aim at procuring locally available materials where feasible and use local
suppliers where appropriate.
7.2.8 Pressure on Local Resources
Increased population associated with road construction workers and vendors may exert
pressure on local resources such as water and land, and may trigger price increases for
commodities and services. Similarly, increased population associated with road construction
workers and job speculators will stress the existing social services such as housing, health
facilities and sanitation.
The contractors should take precaution to ensure rehabilitation work will not adversely affect the
quantity and quality of water resources. Regular monitoring of quality of water resources should
be undertaken.
7.2.9 Social Pollution
Presence of construction workers earning above average incomes and often coming without
their families may threaten the security of women leading to breaking up of marriages, early and
unwanted pregnancies among girls, and the spread of HIV/AIDS and STDs. Potential increase
in HIV/AIDS and STI prevalence will be mitigated through implementation of initiatives which
target knowledge, attitude, behaviour, prevention, treatment and care in collaboration with
Kenya National AIDS Control Council (NACC) at regional and local levels, NGOs and CBOS.
The project will include activities, capacity building for local and grass-root associations in
communities and schools, and provide facilities for testing ad treatment for construction workers
to reduce pressure on local clinics. KeNHA should allocate some money for subsidizing the
local clinics to meet increased demand for medicines for general ailments, antiretroviral and
treatment of general opportunistic diseases associated with HIV/AIDS brought about by project
workers. Interventions should give attention to high risk groups, factors perpetuating risk
behaviours, female headed households, child headed household, orphans, people living with
AIDS, youth, school girls and boys.
7.2.10 Waste Pollution
Construction debris, oil waste, and medical waste, management of cut to spoil and stockpile
materials from wetland areas; etc., present a significant negative impact. The contractors will
42
adhere to the NEMA Waste Management Regulations, 2006. Some of the waste disposal
methods and provisions are described below.
Table 7.2: Solid Waste Management
Solid Waste Management
Waste Management and Disposal Methods / Provisions
Issues
•
Waste from road construction shall be disposed in designated
waste receptacles only.
•
1
Waste generated shall be collected, segregated at the
source and disposed off in designated waste receptacles
Responsibility of waste
only (e.g. excavated materials from the site during site
generators (contractor).
preparation).
•
Waste generators to ensure that waste is transported to a
person who is licensed to transport and dispose off waste in
designated waste facilities.
•
Use the 3R Waste Management Approach, i.e. Reduce,
Reuse and Recycle whereby waste shall be segregated –
plastics, glass, tins, papers, wood, metals etc (later to be re-
2
Segregation of waste by
generators
used or recycled).
•
Licensed private artisan groups (Jua Kali) to provide avenue
for reuse of old and disposable items hence reducing the
volume of the garbage at the site during the whole project
cycle.
Application of Cleaner
3
Production principles
•
(Waste minimization from
Enabling the recovery and re-use of waste where possible
(e.g. plastics bottles etc)
the source)
•
4
Waste Transportation
During the construction and operation of the project, all the
waste transport vehicles from the proposed project shall be
approved by the Authority, NEMA. from Lead Agency.
7.2.11 Noise and Vibrations
Noise generating activities such as blasting at Ngeria hard stone quarry, equipment operations
and the workers themselves will be a public nuisance to the surrounding especially close to
residential areas, health centres and schools. The movement of heavy machines, where
possible, will have to be synchronized with school programs, and the blasting will have to be
preceded with ample notices to communities within the area. Also the workers will be briefed on
the need to maintain order to minimize noise concerns. The construction equipment should be
well maintained to minimize air pollution from carbon fumes.
43
Noise pollution can be mitigated by providing PPE to the workforce where appropriate, and where
blasting may be required, by giving ample notice to those potentially affected as well as the local
authorities.
7.2.12 Workmen´s Camp
7.2.13 Discharge of Storm Water
Discharge of storm water from the road presents a key concern from the communities.
Discharge of roadside drainage presents a very large negative impact especially in the section
through Eldoret Town. Proper drainage flow through side drains and cross culverts will be
constructed to mitigate this.
7.2.14 Oil Pollution
Bitumen tanks, fuel for project road vehicles should be having proper storage to avoid soil and
water contamination and pollution.
To this effect, oil and fuel containers should be stored within a well designed area, preferably
with a concrete floor to avoid contamination.
The contractor should also acquire waste oil transportation license from NEMA and NEMA
registered waste oil dealers in accordance Environmental Management and Co-ordination
(Waste Management) Regulations 2006.
Solid waste (including construction debris), oil and medical wastes should be disposed of in
accordance with NEMA’s Waste Management Regulations.
7.2.15 Climate Change Impacts
Constructing procedures for the project road are some of the human activities that will changes
the environment. Road site clearance, changes in land use pattern, deforestation, agriculture,
will lead to a rise in the emission of carbon dioxide, one of the greenhouse gases. These
climate change effects are due to an increase in greenhouse gases in the atmosphere. The
main gases are carbon dioxide, methane, nitrous oxide and fluorocarbons, principally from the
burning of fossil fuels, forest destruction and agriculture.
The project area may experience high rainfall and flash floods, storm water, which may damage
the road infrastructure itself or cause damage to property and crops and may be exacerbated by
climate change weather patterns.
In order to adapt to the impacts of climate change, the design will have to ensure that drainage
structures are able to accommodate high rainfall and flash floods, and the drainage structures are
regularly maintained by removal of silt. In addition, the Contractor should maintain his plant and
equipment to limit carbon emissions, and should plant trees along the road periphery (10 trees per
km) in order to help absorb carbon emissions from road traffic. The tree planting program will be
44
implemented in collaboration with the local communities and the Kenya Forestry Services who
operate nurseries in the project area to promote planting of indigenous tree species. The Kenya
Wildlife Service requires, however, that any trees that are within the periphery of the road reserve
should not be cut down without their permission or notification.
7.2.16 Accidents
Increased movement of vehicles during construction and operation may lead to increased
accidents among local communities, construction workers and vehicles operators. Educational
campaigns will be mounted in order to reduce the risk of increased road accidents. Authorities
will enhance compliance with road safety measures for both the contractor’s workers and the
communities. The road design includes provisions for bus stops and lay-byes to protect the
pavement and improve road safety.
7.2.16 Crime
The local communities may be subjected to increased crime associated with immigrant
construction workers, and others in search of jobs and business opportunities. To reduce crime
associated with immigration, available local security should be reinforced and community
information network enhanced.
7.2.17 Vendors at Timboroa
At Timboroa, vendors and hawkers (mainly women) sell food and grocery items (potatoes,
vegetable fruits) along the road. A few of these informal business persons have built kiosks and
structures within the right of way. Some of them are aware that they were permitted to operate
their businesses on condition that they would vacate the premises when needed by Ministry of
Roads. The rehabilitation of Timboroa-Eldoret road would displace these small businesses, and
would disrupt their source of income and affect their livelihood. This can be mitigated by
identifying alternative sites to relocate them and improve the environment for vending by
constructing purposeful stalls and sheds.
8
HEALTH AND SANITATION FOR ROAD CONSTRUCTION LABOUR UNIT
8.1
PREVENTION AND SECURITY MEASURES DURING PROJECT CYCLE
During site preparation, construction and operation phases (project cycle) of the proposed road,
the developer, contractor and concerned stakeholders should develop proactive prevention and
security measures with the aim of preventing occupational accidents or health hazards 5 . The
developer, contractor and concerned stakeholders should therefore develop a plan of action
5
For further elaborations, refer to Code of Practice on Occupational and Health Auditing, (2005) Ministry of Labour
and Human Resources Development, Nairobi..
45
which will be adopted or pursued during the project cycle. The plan of action should be in a form
of a policy and include the following:
•
Commitment to continual improvement.
•
Show commitment to comply with applicable OSHA/OH&S regulations.
•
Be communicated to all employees so that they know their individual OH&S obligations.
•
Be reviewed periodically to ensure that it remains relevant.
OH&S MEASURES FOR THE WORKERS AND GENERAL PUBLIC
8.2
During construction phase, accidents, occupational diseases, ill health and damage to property
can occur if precautionary measures are not taken. Some of the precautionary measures are
described below.
Personal Protective Equipment (PPE)
•
Use of appropriate PPE (gloves, protective boots, etc) to be mandatory for all site
workers during construction period.
•
Workers to be trained on proper use of personal protective equipment (PPE) regardless
of their prior working experience elsewhere.
•
Workers to be informed and sensitized on the relevance of using PPE.
•
First Aid Boxes to be provided with necessary medicines and equipment.
•
Construction working team to have at least one trained First Aider.
Noise and Vibrations
During the project cycle, various working operations will emit noise (sound) which can be
measured in terms of the wave lengths, intensities (Decibels) and loudness (Phons). It is the high
noise intensities which have adverse health effects and constant exposure may cause stress,
dizziness, and headaches. Other immediate effects include increased heart pulse rate, high blood
pressure and interference of muscle contractions The permissible noise level of ISO and W.H.O
over a 40 hours working week should not exceeds 85dB (WHO) 6 .
The impact (noise) that will be created by machines and tools during the project cycle is
significant. The contractor should therefore make sure that:
•
Workers near machines producing high noise use ear muffs to deaden noise.
•
Machines, tools or equipment producing excessive vibrations to be noted.
WORKPLACE SAFETY AT ROAD CONSTRUCTION SITES
8.3
Machinery Safety
•
All machines and equipment used should be in good working condition. Safeguards
should be provided for each machine or equipment to be used.
6
Refer to African Newsletter on Occupational Health & Safety, (2006), Vol. 16, No. 2.
46
•
All portable tools and appliances in use should be in good condition.
•
All the safety conditions and instructions issued in regard to machines and equipments
used should be clear to the workers.
SAFETY MEASURES FOR GENERAL PUBLIC DURING CONSTRUCTION
8.4
Road construction sections with running machines should be protected from general public to
avoid accidents or unnecessary interference with the working procedures. Some of the
protective measures that should be taken are:
•
Road sections under construction to be out of bound for unauthorized persons, drivers,
job seekers, food venders, children, idlers, etc.
•
All the waste materials should be put in waste containers before being collected and
disposed.
8.5
ROAD SAFETY MEASURES DURING OPERATION
Accidents of various sorts are likely to occur if specific safety measures are not taken. Accidents
can happen to the drivers and pedestrians and to livestock as well. They can be mitigated
through:
47
•
Vehicles to travel at specified speed limit which should not be exceeded.
•
Clear speed limit signs to be placed at specified places within the road.
9
ENVIRONMENTAL SOCIAL MANAGEMENT AND MONITORING PLAN
The objective of the Environment Management and Monitoring Plan is to bring the project into
compliance with NEMA requirements through outlining the mitigating/enhancing, monitoring,
consultative and institutional measures required to prevent, minimize, mitigate or compensate
for adverse environmental and social impacts, or to enhance the project beneficial impacts.
48
Table 9.1: Environmental Social Management and Monitoring Plan (ESMMP)
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
SITE PREPARATION AND CONSTRUCTION PHASE
•
•
Use explosives magazines as
Continuous & verification
Requirements
Minimize or
Timeframe:
emissions of dust
specified by the Explosive Act
inspections by:
under clause
avoid any
Monitoring and
pollution.
115, during seismic and
• Contractor/Resident
1.15 of the
diverse
inspections to be carried
standard
negative
out within the sites
Noise, aerial
Depletion of
vegetation cover.
• Siting
• Survey
• Seismic and
•
Incidents of
ground vibrations.
• Water pollution.
•
ground stability testing.
Engineer
• Sensitize workforce on the
• Site Agent.
specifications
effects that
preparation phase and
Spontaneous and blitz
for road and
may result
before construction
inspections by:
bridge
from the
begins.
• District Environment
document.
named
relevance of using PPE.
• Inform and sensitize the local
community on the planned
project
Monitorial Indicators
activities.
• Noise levels in dB
ground stability
project, especially dates, time
testing
when seismic ground stability
• Kenya Forest Service.
testing will take place and the
• KeNHA Environmentalist
• Constituents of dust
necessary precautions.
Technical Inspections by:
• Level of water pollution
Officer.
• Projects Resident
Engineer
• Site Agent.
• Air pollution, dust
• Road diversions
• water
abstraction
• Construction of
support
and noise.
• Loss of socially
/economically
useful vegetation/
land components.
• Conflics
• Install erosion control
measures on exposed areas.
• Control /manage excavation
activities, earthworks.
• Install drainage structures
properly
Spontaneous and
Kshs. 3,
Minimal dust
verification inspection by:
000,000 for
and
Monitoring to be carried
• DEO, Uasin Gishu
watering the
accidents on
out during preparation
road diversions
road
period and before
• KeNHA Environmentalist
(twice a day)
diversions.
construction work.
• Kenya Forest Service
and as per bill
District.
Timeframe:
51
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
• MOR.
No. 8.12 of the
Landscaped
Monitorial Indicators
backfill of exposed surfaces
• District Physical Planner
BoQs on soil
road environ
• Soil contaminants.
around the sites.
Technical and planned
erosion,
with minimal
• Amount of soil lost.
Inspections by:
siltation and
soil erosion.
• Land ownership
SITE PREPARATION AND CONSTRUCTION PHASE
• Landscaping, re – vegetation,
infrastructures.
• Planting of grass to be done
within preparation and
•
clearing phase and just
• Inspectorate Officers,
before rains.
Site Engineer
drainage.
documents.
• Water pollution.
Ministry of Water and
• Avoid clearing vegetation
Irrigation.
using herbicides.
• Afforestation
programme
based on indigenous trees to
facilitate
dependence
General Inspections by:
• Site Engineer
community
of
trees
of
economic and cultural value.
• Kenha/Contractor to inform
communities to be affected
about the propopsed initiative
in order to gain acceptance
Hydrology and
drainage.
Continuous verification
As per bill No.
Minimal soil
activities not to encroach on
inspections by:
7 / 8 BoQ and
erosion,
Monitoring to be carried
Water
environmentally
• Contractor
in the
water
out during preparation
pollution
areas such as wetlands.
• Kenya Forest Services
engineering
pollution and
period and before
• Contractor.
estimates.
accidents.
construction work.
•
Soil erosion
•
Accidents
•
• Roads design and related
sensitive
• Replant road reserve with
grass or stabilizing shrubs to
52
Timeframe:
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
SITE PREPARATION AND CONSTRUCTION PHASE
prevent soil erosion.
Spontaneous inspection
Monitorial Indicators
all crossings to accommodate
by:
• Soil contaminants.
peak
• District Environment
• Amount of soil lost.
• Design adequate culverts for
runoff
from
effective
catchments.
Officer.
• Ministry of Water and
• Disposal
of
solid
waste at camp.
• Waste, construction
materials.
• Provide proper solid waste
disposal facilities at camp.
• Provide
proper
sanitation
facilities.
• Setting up of
Irrigation.
General inspection by:
As per bill No.
To avoid
Timeframe:
• Chief Engineer (roads)
7 / 8 BoQ and
negative
During site preparation
• DEO
in the
impacts on
period.
engineering
the project
estimates
natural
Monitorial Indicators
environment.
•
Levels of soil erosion.
•
Extent
(NEMA
officer),
Uasin Gishu
• Inspectorate
and
site camp,
Enforcement
Officers
offices.
from local authorities in
of
lost
vegetation cover.
Uasin Gishu
•
• Fire safety inspectorate
Displacements
section (Local Authority).
• Administration Police.
Excavation,
• Soil erosion.
acquisition work,
• Air pollution
transportation and
• Noise, aerial
storage of raw
materials (gravel
emission of dust.
• Land degradation
• Loss of land value
53
Continuous verification
280, 000.00
To avoid
Timeframe:
borrow pit sites to be
inspections by:
and as per
negative
During site preparation
exhausted, reinstated and
• Contractor
provisions of
impacts on
period.
rehabilitated before opening
• Chief Engineer (Roads).
Bill 7 of BoQ
the project
• Identified quarry sites and
other sections.
• Exhausted quarries to be
natural
Monitorial Indicators
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
SITE PREPARATION AND CONSTRUCTION PHASE
sites, hardstone,
stockpile area etc)
at raw material sites
and stockpile.
• Loss of vegetation.
backfilled.
• Limit earth movements to dry
season.
Spontaneous inspection
by:
inspectorate
rehabilitated.
controlling soil erosion.
Uasin Gishu
• KeNHA Environmentalist
• Traffic police officers
(from project areas).
• Control speed of construction
vehicles and impose speed
• Districts water and
limits for all.
irrigation officers, Ministry
• Prohibit idling of vehicles
• Sensitize workforce.
• Maintain work equipment
and
compliance department.
• Balance cut and fills to avoid
• Use appropriate methods of
of Water and Irrigation.
•
Forests Inspectorate
officers, Kenya Forest
Services.
• OH&S officer, Directorate
of Occupational Health,
Ministry of labour.
54
•
Levels of soil erosion.
•
Extent of lost
• NEMA official from the
• Borrow pits should be
deposition.
environment
vegetation cover.
•
Displacements
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
SITE PREPARATION AND CONSTRUCTION PHASE
• Loss of land
• Loss of crops and
premises.
• Encroachment
upon water
resources
• Disruption of social
• Land
acquisition (for
diversions)
economic activities
Continuous verification
Costs to be
Minimize
Timeframe:
planning to ease traffic
inspections by:
indicated in the
conflicts and
During site preparation
congestion.
• Inspectorate officer,
tender
promote
period.
documents.
cooperation
• Promote neighbourhood
• Incorporate integrated
planning and management.
•
Encourage community
association to promote
neighbourhood management.
Ministry of Lands.
between the
Monitorial Indicators
Kenya Forest Services,
contractor
•
Ministry of Forestry and
and
•
Wildlife.
community
• Inspectorate officer,
• KeNHA Environmentalist
members
• Contractor.
living in
Spontaneous inspection
close
by:
proximity to
• District Environment
the road.
Officer.
• Traffic Police officers.
Technical Inspections by:
• District Road Engineer
• Contractor.
55
Levels of soil erosion.
Extent
of
vegetation cover.
•
Displacements
lost
Project Activities
Environmental
Proposed Mitigation / Action
Monitoring /Inspection
Cost
Targets to
Timeframe and
/ Impact Sources
Impacts.
Plans
Type and Responsibility
Estimates
Achieve
Monitorial Indicators
SITE PREPARATION AND CONSTRUCTION PHASE
River regulation,
• Water pollution.
water acquisition
• Soil erosion
impounding,
• Social conflicts with
abstraction and
use.
communities.
•
Solid waste, fuels, oil should
not be discharged on the land
surface and then into the river.
• Cleaning and maintenance of
equipment and machines to be
done
places.
only
at
designated
Verification inspections
Kshs 200, 000
Timeframe:
by:
for safe water
During site preparation
• Contractor
abstraction
period.
• Water officer, Ministry of
and as
specified in
Monitorial Indicators
• Road Engineer.
engineering
•
• District Water Catchment
estimates and
/ Appropriation Board
as per bill No.
•
officer from Uasin Gishu
7/8 of the
•
• KeNHA Environmentalist
standard
Water and Irrigation.
specifications
for road and
bridge
construction
document.
56
Issues
of
concern
raised by communities
Levels of soil erosion.
Extent
of
vegetation cover.
lost
Project
Activities /
Environmental
Proposed Mitigation / Action
Type of Monitoring /
Impacts.
Plans
Inspection
Impact Sources
Cost Estimates
Targets to
Timeframe and Monitorial
Achieve
Indicators
PROJECT OPERATION AND MAINTENANCE PHASE
•
Developm
ent of badlands.
•
• Decommission
ing and
• Institute Standard Operation
procedures (SOP)
Land
• All materials from stockpile
degradation.
areas to be removed and the
•
Abandone
• All
d borrow pits.
•
area to be landscaped.
Loss of
waste
and
collected and disposed at
of raw material
material sites
designated places and not
sites- quarry
(stockpile and
dumped
and borrow
spoil areas).
reserve.
• Landscaping
of material
stockpile and
spoil areas.
Loss of
vegetation
•
Accidents
at
borrow
quarry sites.
pits,
• Replant
within
the
vegetation
road
on
reserve, diversion route upon
completion
• Quarry pits to be covered with
soil and thus creating farming
land.
• Borrow pits to be fenced and
used as water harvesting
points. Harvested water to
benefit communities nearby
57
verification inspection by:
Suggested monitoring and
• DEO, Murang´a
inspection to be carried out
• Inspectorate Department,
during operation phase and
immediately after completion.
Wildlife,
materials at spoil areas to be
land value around
•
Timeframe:
Ministry of Forestry &
surplus
rehabilitation
pits.
Spontaneous and
Monitorial Indicators:
Technical Inspections by:
Costs to be
Minimal
• Contractor
guided by the
negative
members/ complaints after
• Road Engineer
annual roads
impacts on
project monitoring.
• District Road Engineer.
maintenance
the natural
• Road site Engineer
budgetary
and human
parameters and their impact
allocation.
environment.
levels (such as, pH, BOD,
•
•
Feedbacks from community
Review of the analyzed
COD, Silica, Oils, Metals etc).
Project
Activities /
Impact Sources
Environmental
Proposed Mitigation / Action
Type of Monitoring /
Impacts.
Plans
Inspection
Cost Estimates
Targets to
Timeframe and Monitorial
Achieve
Indicators
PROJECT OPERATION AND MAINTENANCE PHASE
(alternative)
• Plant trees
at appropriate
places to serve as pollution
screen.
• Generated
Waste
Management
•
waste resulting
from various
Provide appropriate options
for waste management.
•
operations.
Assess
reducing
• Oil pollution.
opportunities
solid
generation
in
hazardous
and
for
waste
particular
of
undesirable
materials (oils and grease).
•
Dumping of oil residuals and
any other waste to be done in
designated areas only.
•
Encourage segregation of
waste from the source and
58
Spontaneous and general
Kshs. 200,000
Minimal
Timeframe:
inspection by:
for solid waste
negative
Monitoring and inspection to be
• Public Health Officers in
collection,
impacts on
carried out during construction
storage and final
the natural
and decommissioning phase.
• DEO, Uasin Gishu District
disposal (central
and human
• Traffic Police
bin for each
environment
• Contractor
waste generation
Monitorial Indicators:
point) and as per
• Constituents of generated
Uasin Gishu..
provisions of Bill
waste.
1.17 of the
•
Public complaints.
standard
•
Status of machinery, tools and
Project
Activities /
Impact Sources
Environmental
Proposed Mitigation / Action
Type of Monitoring /
Impacts.
Plans
Inspection
Cost Estimates
Targets to
Timeframe and Monitorial
Achieve
Indicators
PROJECT OPERATION AND MAINTENANCE PHASE
use
the
3R
management
specifications.
waste
vehicles used for the project..
•
approach:
quantities inventory.
Reduce, Reuse and Recycle.
•
Design
provisional
Analysis of type of waste and
• Housekeeping status of
waste
material storage for the sorted
stockpile areas and spoil
out waste at the site (e.g. spoil
areas.
area).
•
Dispose
all
structures,
unused
unwanted
wastes
and
materials
in
accordance to NEMA Waste
Management Regulations.
•
Undertake an inventory of
the
type
of
waste
and
quantities.
•
Health, safety
and security
•
issues.
Increase of
and operation)
•
Maintain provisions for road
Costs provided
High level of
Timeframe:
under the road
safety
Monitoring and inspection to be
maintenance
awareness
carried out during construction
budgetary
with respect
and decommissioning phase.
allocation.
to the road
road and related
safety e.g. through installing
accidents.
signage
• Public Health Officers,
and
awareness
information on road condition
Occupatio
such as black spots etc.
•
reserve to be avoided.
•
Provide
facilities
risk.
Uasin Gishu District DEO,
• Traffic Police
Encroachments upon road
for
accidental spillages to combat
59
Spontaneous and general
inspection by:
nal injuries.
(Construction
•
• Contractor
users
• Road Engineer
(drivers and
Monitorial Indicators:
pedestrians)
•
Frequency of accidents
•
Time and the areas
Project
Activities /
Impact Sources
Environmental
Proposed Mitigation / Action
Type of Monitoring /
Impacts.
Plans
Inspection
Cost Estimates
Targets to
Timeframe and Monitorial
Achieve
Indicators
PROJECT OPERATION AND MAINTENANCE PHASE
•
where accidents occur
Use secure storage facilities
for toxic materials.
•
Employees to be provided
with
appropriate
•
Public complaints
•
Identifiable causes of
personal
accidents.
protective equipment (PPE).
•
Workers to be sensitized on
the consequences of social ills
and promiscuous behaviours
(over consumption of alcohol,
STDs, HIV /AIDS etc).
•
Hazards due to
heavy
manual
lifting of tools and
Ergonomic risks
•
equipment.
• Accidents due
Spontaneous inspection
Costs provided
To avoid and
Timeframe:
by:
under the road
discourage
Monitoring and inspection to be
on
• Contractor
maintenance
any noted
carried out during construction
of
• Public Health Officers,
budgetary
substandard
and operation phase.
allocation.
working
Provide working equipment
such as pallets, PPE etc.
•
Train
workers
appropriate
manual
methods
lifting
of
heavy
to improper
equipment and materials to
construction and
handling of tools /
avoid
operation.
equipment.
complaints
during
occupational
such
health
as
musculoskeletal disorders of
the back which can lead to the
• Traffic Police
practice with
Monitorial Indicators:
• OH& S inspectors,
the objective
•
Ministry of Labour.
of protecting
•
the workers
damaging the spinal cord,
and road
among other negative health
users.
impacts.
60
Uasin Gishu District DEO,
Frequency of accidents
Equipment, tools and
machines causing accidents.
•
Areas where
occupational accidents
frequently occur.
10
ENVIRONMENTAL AND SOCIAL MONITORING PROGRAM
Monitoring activities aim to assess the real effects of the proposed project and
identify effects that may not have been predicted at the planning stage. Items to be
monitored will include potentially significant environmental effects, sensitive
components of the biophysical and human environment. Determining the degree at
which the EMP for project has been executed forms the principal objective of
monitoring.
During construction period, the Quality Assurance Department (QAD) of the Ministry
of Roads and KeNHA will be in charge of monitoring duties of the various operations
of road rehabilitation.
10.1
SURVEILLANCE MEASURES
10.1.1 Technical Audits
One of the methods that will be used in monitoring will be through formal
environmental Technical Audits (TA), The Audits will be carried out by contracted
road design engineer, environmentalist, road Supervision engineers in collaboration
with the contractor. NEMA´s DEO, KeNHA environment officials, relevant NGOs and
CBOs will also be involved during and after construction to ensure sustainability of
measures put in place.
The financing agency (AfDB) will periodically monitor the implementation of the
project including its general compliance with the environmental and social conditions
of the project as detailed in the ESMP.
10.1.2 Occupational Health / Safety Audits and NEMA Audits
The audits should be carried out in accordance as a legal requirement of the
Directorate of Occupational Health and Safety. NEMA´s Initial and follow up audits
(Self Audits) should be carried out within raw material borrow sites such as quarries
and borrow pits.
10.1.3 Environmental and Social Monitoring and Management Plan
The ESIA study contains an Environmental and Social Management Plan (ESMP)
which describes the proposed implementation arrangements for mitigation measures,
environmental and social monitoring and reporting.
KeNHA, through its Environmental and Social Unit, is responsible for all coordination
activities and inter-departmental liaisons, in regard to environmental and social
issues. The Regional Manager, who is the KeNHA’s representative on the ground,
can assist in ensuring that the Contactor implements all environmental and social
61
mitigation measures. The Supervising Consultant’s Environmental/Social Expert, will
coordinate between the Contactor, the community and KeNHA, and liaise with
representatives
from
the
local
authorities
(particularly
NEMA,
the
District
Environment Officers, District Water Officers and the District Planning Officers) with
regard to environmental and social matters. The Contactor’s Project Manager will be
responsible for ensuring that environmental and social aspects are considered, and
that the ESMP is properly implemented. The National Environmental Management
Authority, through its District Environment Officer(s), will be overall responsible for
monitoring environmental and social aspects of the project implementation and
operation. Their concerns will be communicated through the Supervising Consultant
and/or his Environmental/Social Expert.
The Project’s Bills of Quantities includes the cost of standard construction mitigation
measures, including drainage, topsoiling and stockpiling, scarifying, signage, road
furniture (signage, markers, etc), speed bumps.
The total project cost for
environmental mitigation and monitoring, the HIV/AIDS awareness/prevention and
Road Safety awareness campaigns is estimated at KSHS 209,117,588 and is broken
down as follows:
Table 10.1: Impacts and Related Costs
Impact issues to be Addressed
Mitigation costs
Costs included in BOQ
(KSHS)
(KSHS)
HIV/AIDS awareness/prevention campaign
3,000,000
Road furniture / safety measures
167,539,658
Road safety campaign
1,200,000
River training
1,108,000
Land acquisition (contractor’s camp,
6,000,000
deviations, etc)
Tree planting
2,277,600
Reinstatement of deviations, gravel pits
12,367,500
Water acquisition
200,000
Waste management
200,000
Environmental mitigation measures
12,624,830
Environmental monitoring
2,600,000
TOTAL ENVIRONMENTAL AND SOCIAL
MITIGATION, MANAGEMENT AND
MONITORING COSTS
62
16,824,830
192,292,758
In addition, under Section 13 below on Complementary Initiatives, a number of
activities are discussed which will contribute to mitigation, particularly with regard to
compensation, road safety, HIV/AIDS awareness and prevention, strengthening the
Environmental and Social Unit within KeNHA, and mainstreaming gender into
KeNHA’s projects.
Monitoring Program
The environmental and social monitoring program will have to be implemented during
construction and operation. A monitoring plan is provided in the ESIA Report. The
following aspects will need to be monitored:
Table 10.2 Monitoring Program
The environmental and social monitoring program will have to be implemented during
construction and operation. A monitoring plan is provided in the ESIA Report. The
following aspects will need to be monitored:
Table 10.2: Monitoring Programme
Aspects for
Measurable Indicators
Monitoring
•
Number of drainage structures
•
Number of drainage structures fully functioning
Environmental hazards
•
Number of oil spills
– oils spills and fire
•
Number of fires
•
Number of materials sites rehabilitated, and number of
Provision for drainage
Rehabilitation of
materials sites that have achieved restoration to original
materials sites
Impacts on road safety
Changes in socio-
state.
•
Number of road accidents
•
Number of fatalities due to road accidents
•
% change in number of population involved in particular
socio-economic activities: agriculture, quarrying,
economic activities
manufacturing, “jua kali” sector, transportation, raw food
along the project road
Traffic patterns
Impacts on
STI/HIV/AIDS
sales, restaurants/hotels, trade and commerce.
•
% change in traffic volume in each category of vehicle
•
% change in origin/destination routes
•
% change in incidence rate
The monitoring of mitigation measures during design, construction and defects
liability period will be carried out by the Contractor’s Project Manager, who will
provide regular reports to the Supervising Consultant.
63
After construction, the
responsibility for monitoring will lie with the KeNHA’s Environmental and Social Unit
as well as NEMA.
64
11
PUBLIC CONSULTATIONS AND PUBLIC DISCLOSURE
11.1
RELEVANCE OF CPP
The purpose of public participation in this ESIA study was mainly to create awareness
on the project, and involve and facilitate those likely to be affected positively or
negatively, other stakeholders by giving them an opportunity to raise their views,
concerns, perceived impacts and ways mitigating/enhancing project effects. This
intended to create a sense of commitment in implementing the ESMP.
To get of information about community concerns on the road project, the consultants
interviewed community leaders and the general public along the project road.
Standard questionnaires, observations and discussions were the main techniques
used to gather the required information (Schnell, R; Hill, B et al 1999). Focus Group
discussion with small discussion groups within shopping centres along the project
road was also another technique used by the consultants to involve the public.
Various participants living in close proximity to the project road wrote down their
concerns or views regarding road project.
11.2
CONSULTED PARTICIPANTS 7
The consultants held various pubic meetings along the project road as well as
impromptu interviews and discussions. The participants were communities and
individuals living in close proximity to the project road, relevant stakeholders (Ministry
of Road, Kenya National Highways Authority Kenya, Forest Service, Ministry of
Education, among others. Local elders (chiefs, sub-chiefs), vehicle drivers, business
people youngsters, among others With due consideration to gender, meetings were
held mainly within shopping centres along the road as well as establishments close
to project road (school, churches). They were: Timboroa, Matharu, Nakboi, Burnt
Forest, Chepteret, Ngeria and Eldoret Town.
Feed back was received both orally and in writing. The study was able to assess the
perceptions of impacts from the proposed rehabilitation project during its
construction,
operational,
and
decommissioning
phases.
This
included
the
identification of the positive and negative socio-economic impacts of the development
on the human environment and the possible mitigation/enhancement measures to
address the potential effect during the project cycle.
7
The listed informants participated in detailed interviews during the CPP procedures. Further EIA
participants are listed in the appendix. Their telephone numbers or ID numbers have been included in
the lists.
65
11.3
ISSUES OF CONCERN RAISED BY PARTICIPANTS
Issues raised by participants are listed as follows:
ƒ
Creation of employment, leading to increased incomes;
ƒ
Social pollution, in that of the workforce’s interactions with the local communities
will increase prostitution along the town centres along project road, resulting in an
increase in the incidence of STDs, including HIV/AIDS;
ƒ
Businessmen in the trading centres along the Timboroa-Eldoret Road will thrive
regardless of the environmental considerations;
ƒ
Solid waste disposal and sanitation at the camps will be an issue;
ƒ
Water sources may be stressed;
ƒ
Increase in the number of traffic accidents during construction;
ƒ
Increase in noise and dust levels from heavy truck during the operations;
ƒ
Air, dust and noise will be nuisance to the people living within the vicinity of the
project road;
ƒ
Excavation of quarries, borrow pits and sand sources will have negative impacts on
the natural environment;
ƒ
Soil erosion will occur during and after construction works;
ƒ
Rehabilitation related work such as road diversions and clearing the vegetation will
affect the communities and settlements in proximity to the project road.
11.4
ISSUES OF CONCERN RAISED BY ROAD SIDE TRADERS IN TIMBOROA
In Timboroa, where the project road starts, it was noted that there are informal road
side kiosks which have encroached upon the project road. During construction, the
traders, and informal business establishments will be disrupted. To this effect, the
KeNHA environmentalist and area local elders held consultative meeting with the
affected communities and clarified to them about the proposed project 8 .
The communities accepted to demolish their kiosks by August 2010 by signing a
consent letter. The government should however consider constructing alternative
trading area, slightly away from the project road, use compacted gravels at the kiosk
site and the kiosk design to have a uniform design to avoid negative visual intrusion
to the road users.
8
See a list of the participants in the appendix.
66
11.5
PUBLIC DISCLOSURE
Once the final ESIA report is ready it will be submitted to NEMA for approval and
disclosure. NEMA is required to disseminate the ESIA report to lead agencies,
including local authorities in the affected areas. The public at large will be notified
through daily papers and asked to respond within a specified time frame. If need be,
NEMA may organize public hearing(s) at a particular date and location(s). Following
the approval of the ESIA report, KeNHA will post the full ESIA report on its website.
On its part the Bank will post on its website the ESIA Summary at least 120 days
prior to Board presentation. The Summary will also be made available at the Public
Information Center (PIC) and at its Kenya Field Office (KEFO) in Nairobi.
67
12
COMPLEMENTARY INITIATIVES
12.1
COMPENSATION
Consultations have been carried out with the affected persons with regard to
encroachment on the road reserve. The meeting was attended by 50 representatives
of the community, the Chief and the District Officer. An agreement was reached
between the local authorities and all 24 operators and communities selling
vegetables by the roadside, to vacate the road reserve voluntarily by end August
2010. The local authority will seek alternative place to relocate the affected person.
The local authority in collaboration with the KeNHA evaluation and monitoring unit
should ensure that the right of way is free from encroachment prior and after
construction.
12.2
HIGHWAY BEAUTIFICATION PROGRAMME
KeNHA has begun to plant trees along all its roads and highways, which they hope
will help to reduce dust and noise levels, improve aesthetics and contribute to
sequestering carbon emissions from road traffic. In line with this initiative, a tree
planting programme has been included in the Bills of Quantities to allow the
Contractor to plant 10 trees per km along the project road. During road construction
the Contractor will be responsible for caring for the trees, but after the defects liability
period, KeNHA in collaboration with the Kenya Forest Service and/or the local
administrations (eg. Eldoret Municipality) will ensure that the trees survive.
12.3
ROAD SAFETY
The project road is a heavily utilized regional corridor traversing several towns and
villages, which makes it prone to accidents. Available data shows that most accidents
on this road stretch have been firstly as result of human error, and then road
condition. Approximately 36 deaths were reported in 2006 with another 65 people
seriously injured. The project has included in its design some specific measures to
reduce the accident rates which are consistent with the Multilateral Development
Banks’ Joint Statement on “A Harmonized Approach to Managing Road Infrastructure
Safety” signed in October 2009. These include: improved traffic signs, installation of
guardrails, speed control measures such as humps, and rumble strips, increased
skid resistance, reflective edge marker posts and road studs, clear marking for
pedestrian crossing and installation of signs in Eldoret, and the future consideration
of a bypass around the town. In addition the design will provide sealed shoulders,
construction of parking areas (heavy vehicles and bus stops); creation of space for
68
road-side markets; and allow for widening at major junctions to improve movement
and safety of traffic (for example at Timboroa and Cheptiret).
The project has included intense road safety awareness and education campaigns
aimed at the youth (in- and out-of-school), marketers especially women, cyclists,
passenger bus operators and communities at village level on the proper use of the
road and the importance of safeguarding road signs both during construction and
there-after.
Under the auspices of the Ministry of Transport, the Government of
Kenya has constituted the National Road Safety Council (NRSC), comprising a cross
section of membership. The NRSC has prepared a National Road Safety Action
Plan for 2009 – 2014. It is anticipated that the Road Safety Secretariat will be
operational in the immediate future which will be charged with the responsibility of
implementing the Action Plan.
12.4
HIV/AIDS PREVENTION AND AWARENESS
The National Aids Control Council (NACC) has earmarked A104 international trunk
route from Mombasa to Malaba as a high risk route for HIV/AIDS transmission due
presence of mobile groups such as longs distance truck drivers, public bus drivers,
and traders from bordering countries and within other regions within Kenya. The
HIV/AIDS situation will be aggravated by presence of project workers and job
speculators and traders during the road construction. Such risks are likely to continue
after the decommissioning of the project and hence there is a need for sustainable
HIV/AIDS interventions.
NACC is willing to collaborate and support KeNHA and
Contractor to mainstream HIV/AIDS interventions at all levels on the Timboroa –
Eldoret road. Therefore, KenHA should formally request NACC to avail their
personnel and expertise to build capacity of their organization in mainstreaming of
HIV/AIDS intervention into road projects. The project budget has funds allocated for
HIV/AIDS initiatives. This will enable the project implementers to outsource services
from existing personnel under the NACC structure which extends all the way from
national, provincial, districts, constituency levels and which works in collaboration
with existing NGOs, local authorities and various groups at the grass-root level.
Activities should target men, women, youth, school boys and girls within the local
communities resident along the project road, as well as high risk groups such as
sexual workers, long distance truck/bus drivers, traders and their assistants, vendors,
and construction workers. Activities should focus on advocacy and awareness raising
69
prevention campaigns, distribution of condoms, school education programmes, peer
education, care and treatment in VCT centres, and STD clinics.
KeNHA should ensure that the Contractor and Supervising Consultant develop and
implement a workplace HIV/AIDS staff policy to protect their workers and prevent
further transmission of the disease to communities in the project area. The
Contractor and Supervising Consultant should allocate a budget to hire a
HIV/AIDS/Gender Specialist to be located at the project site. The hired staff will
coordinate
implementation
HIV/AIDS
interventions
and
ensure
appropriate
mainstreaming of HIV/AIDS into road projects.
12.5
ENVIRONMENTAL AND SOCIAL UNIT
KeNHA was recently been instituted, and is still in the process of staffing its various
departments. The Environmental and Social Unit is situated within the Planning and
Environment Section of KeNHA. This unit currently has only one environmentalist.
In order to be able to undertake its environmental and social management
responsibilities fully with regard to supervision, auditing, monitoring and evaluation of
road projects, the unit will have to be strengthened considerably by hiring a multidisciplinary team (eg a sociologist/gender specialist, ecologist, economist). Even so,
it will not be possible for this unit to monitor all rehabilitation, improvement and
maintenance projects that are going on at any one time within KeNHA. Therefore, it
is recommended that capacity at KeNHA’s regional offices be enhanced so that the
regional officers are able to support the Environmental and Social Unit.
12.6
GENDER
KeNHA, the Contractor and Supervising Consultant should mainstream gender
issues into the road design, rehabilitation and operation of the road projects by
allocating a budget for a gender expertise. The Ministry for Gender and Children’s
Affairs is willing to work with KeNHA, its contractors and supervising consultants to
build their capacity on mainstreaming gender issues into the design, construction and
operations. The Ministry should exploit this opportunity by creating working
modalities to utilize the expertise it has available for gender mainstreaming at the
national, regional and district levels.
13
CONCLUSION
The existing road has suffered degradation in terms of excessive rutting and uneven
surface on the carriageway.
70
The rehabilitation of the Timboroa-Eldoret road is expected to improve the road
transport service along the Northern Corridor by reducing travel time and facilitating
regional movement to and from Uganda, Rwanda and Burundi, eastern DRC and
Southern Sudan.
The road is part of an existing major highway. Rehabilitation works will be confined
to the existing alignment, and no new alignments will be constructed. Consequently
the main environmental issues will result from construction activities, (rather than
during operation), particularly dust and air emissions, noise and vibration, clearing of
vegetation, soil erosion due to excavation and earthworks, pollution of soil and water
sources from spillage/leakage of oil and oil products and sediment loading. Other
environmental impacts include those due to the disposal of solid and liquid wastes,
and sources and use of water. GHG emissions during the operation phase of the
project have not been calculated, but it is expected that there will be little change
from present values. The main social impacts relate to the spread of STDs/HIV/AIDS
due to interactions between the workforce and the local communities, road safety,
the need to provide employment opportunities to members of the local communities
(particularly promoting youth and women) and insecurity.
Mitigation measures have been proposed for all identified impacts, and an
environmental and social management plan has been prepared.
Mitigation
measures included in the Bill of Quantities are drainage, provision of sign boards,
road marking, road studs, guardrails, kerbstones, bumps, gabions, scour checks,
river training, mitre and cut-off drains, re-profiling of side drains, desilting culverts,
planting of grass and trees, HIV/AIDS awareness campaign, rehabilitation of
materials sites, compensation for temporary acquisition of land (eg for deviations and
the contractor’s camp), and making good after construction. Other measures (eg
protection of water sources, minimization of dust) have been specified in the
conditions of contract and the technical specifications.
71
14
ANNEXES
14.1
LIST OF PROFFESSIONALS AND ORGANISATIONS CONTACTED
Ministry of Roads
Transcom House, Ngong Road
PO Box 30260, Nairobi, Tel : +254 20 272 3101.
www.roads.go.ke
Kenya National Highway Authority (Kenha)
Blue Sheild Building, Hospital Road,
P.O. Box 49712 - 00100 Nairobi. Kenya.
Tel: +254 020 8013842.
www.kenha.co.ke
National Environmental Management Authority (NEMA)
Popo Road, South B,
P. O. BOX 67839 – 00200, Nairobi.
tel : +254 20 6005522/26
www.nema.go.ke.
14.2
REFERENCES
AFRICAN DEVELOPMENT BANK (2003). AfDB’s Integrated Environmental and
Social Assessment Guidelines.
AFRICAN DEVELOPMENT BANK (2001)(Ed): Gender Policy.
AFRICAN NEWSLETTER ON OCCUPATIONAL HEALTH & SAFETY (2006)
ANYONA, A; NJAGI, K; SIRENGE, S. (2004): Environmental Impact Assessment of
Rungiri –Gitaru (Kikuyu) Abandoned Quarry. Mines and Geology Dept, Nairobi.
GoK (1997) (Ed): Uasin Gishu District Development Plans, 1997 – 2001. 2002 -2008.
Government Printer, Nairobi.
GAUFF INGENIEURE (February 2007): Northern Corridor Backlog Maintenance and
Rehabilitation Programme; Lot 2: Formulation and Design Study for the
Rehabilitation of the Timboroa-Eldoret Road.
JÄTZHOLD, R; SCHMIDT, H. (1982): Uasin Gichu District. In: Farm Management Hand
Book of Kenya.. Ministry of Agriculture and German GTZ Agricultural Team, Nairobi.
MINISTRY OF TRANSPORT AND COMMUNICATION (1986): Standard Specifications
for Road and Bridge Construction. Nairobi.
MINISTRY OF LABOUR AND HUMAN RESOURCES DEVELOPMENT. (2005) Code
of Practice on Occupational and Health Auditing, Nairobi..
72
NDUNG’U, J, (2009): Project Report for the proposed construction of Road C14, Kilgoris – Gorgor, Rift Valley Province, Kenya.
NEMA Draft EIA Guidelines, November 2002
REPUBLIC OF KENYA, (1999): Environmental Management and Coordination Act
(EMCA). Government Printer, Nairobi, Kenya
WASIKE, WILSON. (2001): Road Infrastructure Policies in Kenya: Historical Trends
and Current Challenges. In: KIPPRA, Working Paper No. 1.
UASIN GISHU District Development Plan 2002-2008
73
14.3
74
RECORDS OF CONSULTATION MEETINGS
75
76
77
78
Sample Certificate of Material Site Reinstatement (Stamped by NEMA´s)
79
80