E2212 v3
LAGOS METROPOLITAN AREA TRANSPORT AUTHORITY Public Disclosure Authorized (LAMATA) Public Disclosure Authorized
ENVIRONMENTAL AND SOCIAL MANAGEMENT FRAMEWORK (ESMF) Public Disclosure Authorized Public Disclosure Authorized
1.1 INTRODUCTION
Lagos Metropolitan Area Transport Authority (LAMATA) seeks to improve the efficiency and competitiveness of the main transport corridors in metropolitan Lagos in order to boost free movement of goods and personnel, a key factor of growth and contributor to poverty reduction.
The expansion of the Bus Rapid Transit (BRT) to other corridors, the facilitation ofthe Lagos Rail Transit (LRT) and improvements in selected road networks in the ever expanding city of Lagos would dominate the LUTP 2 programme of works.
The Lagos Metropolitan Area Transport Authority prepared an Environmental Management Framework (EMF) for the implementation of Lagos Urban Transport Project 1. The EMF was approved by the World Bank in 2002. The LUTP 1 will come to its closure and be replaced by LUTP 2 by August 2010. This implies all new projects under preparation will be executed under the LUTP 2.
Therefore, as part of the preparation of the LUTP 2, the present EMF will be updated. The updated version will serve as the environmental and social safeguards instrument of reference for the LUTP 2. Thus towards updating this EMF, LAMATA commissioned Multiple Development Services Limited to develop this ESMF for LUTP 2, with a view to making more informed decisions about planning and delivery ofthe transport systems for Lagos.
1.2 ENVIRONMENT AND SOCIAL CONTEXT OF TRANSPORT DEVELOPMENT Transport development aims to improve the quality of life. For instance, a wide range of environmental and social impacts will ultimately arise as a result of transport development or transport improvement interventions. These may include economic benefits, employment generation, social services, poverty reduction, enhanced gender opportunities, fuel economy and reduced pollution. However, this development unfortunately, also exerts adverse effects on the social and physical environment within which they are executed. The negative impacts may include: air and water resources quality deterioration, noise and vibration, soil erosion and sedimentation, public health impacts, disruption in public utilities and pedestrian-vehicular conflicts, landscape and habitat modification, resettlement of people, etc during construction and operation phases.
Many of these impacts can be avoided or minimized by choosing right project locations or alignments, by selecting environmentally sound technologies and equipment and installing mitigation measures to meet prescribed standards.
In order to ensure that such considerations are made and put into practice, an Environmental and Social Management Framework (ESMF) has become a very vital tool to use.
The ESMF describes the procedures and arrangements for addressing safeguard issues (adverse environmental and social impacts that need to be anticipated, avoided and mitigated to the extent possible).
LAAIATA Environmental and Social Management Framework/or LuTP 2 prepared by Multiple Development Service.• Ltd 1 It does assist in considering alternatives, deviations and modifications to sub-project ac during planning, design as well as during implementation to mitigate adverse envinn aspects.
As part of the credit agreement with the World Bank, the World Bank's environmelll i social safeguards policies (OP 4.01, Environmental Assessment and OP 4.12, Invol ' Resettlement) must be applied to any project which has adverse environmental and (r ~ impacts. The Environmental and Social Management Frameworks (ESMF); is used in } of operations with multiple subprojects.
It spells out corporate environmental and social safeguard policy frameworks, instit' arrangements and capacity available to identify and mitigate potential environm er t ' social safeguards issues and impacts of each subproject.
1.3 PURPOSE AND OBJECTIVES OF THE ESMF The Environmental Impact Assessment Act No. 86 of 1992 gives specific powen Federal Ministry of Environment to mandate an EIA on every development project, wre ! the private or public sector ofthe economy (including the transport sector).
Some Development Partners (DPs) and funding institutions, including the World Ba ' have their EA requirements, which should be followed as a key conditionality to fund rr
The ESMF shall be used for multiple sub-projects of the LUTP 2 across all phases ant over the entire duration ofthe project execution.
This updated ESMF for LAMA T A spells out the corporate environmental and social sa ft.: policy frameworks, institutional arrangements and capacity available to identify ancl Itl ' potential safeguard concerns and impacts of each sub-project. This wil1 ensure that th projects meet the national and local environmental and social requirements and consistt'r OP 4.01 and OP 4.12 and other applicable safeguard provisions of the Bank.
The overall objective of producing the ESMF is to depict the general procedu( methodologies as a framework for the environmental and social impact consideratilll ' management ofthe LUTP 2.
Specifically, the key objectives ofthe ESMF include the following: Identification and assessment of potentially adverse environmental impacts and r " the projects intervention zone; Indication of the ways in which potentially adverse environmental and social r will be avoided, minimizes and mitigated; - Establishment of clear procedures and methodologies for environmental a:l( planning, review, approval and implementation of subprojects to be financed.1f ( LUTP2. Development of screening tool i.e. checklists and guidelines to be used '( selection. Specification of appropriate roles and responsibilities, and outlining the ne: reporting procedures, for managing and monitoring environmental and social Ci v . related to subprojects.
LAMArA Environmental and Social Management Frameworkfor LL'TP '} prepared by Multiple Develnpment Services Lui Detennination of the training, capacity building and technical assistance needed to successfully implement the provisions of the ESMF; Provision of practical infonnation resources for implementing the ESMF. - Development of an environmental monitoring plan under the projects to ensure that environmental and social issues will be managed effectively.
1.4 THE SCOPE AND RATIONALE FOR THE ESMF PREPARATION This ESMF will be used for the Lagos Urban Transport Programme (LUTP 2), with specific focus on the expansion of the Bus Rapid Transit (BRT) to other corridors, the facilitation of the Lagos Rail Transit (LRT) and improvements in selected road networks in Lagos.
The rationale for preparing this ESMF is as follows: • The detailed designs of project operations (expansion of the Bus Rapid Transit (BRT) to other corridors, the facilitation of the Lagos Rail Transit (LRT) and improvements in selected road networks in Lagos) are yet to be carried out. • The bulk detailed project activities to be financed under the LUTP 2 are yet to be identified. • Also the specific sites for each sub-project activities pertaining to LUTP 2 are not known.
Thus this document did not attempt to address impacts related to individual undertakings (in any specific fonn).
Nevertheless, LAMA TA saw it vital to develop a policy document of this nature that provides a framework for the integration and management of social and environmental aspects of the sub-project components at all stages of the project planning, design, execution and operation of the LUTP 2. The document which will be shared with the various stakeholders in the transport sector, establishes the principles and procedures that will govern the mitigation of adverse environmental and social impacts that would be induced by the proposed project activities
1.5 MEmODOLOGY FOR THE ESMF PREPARATION The main approach/activity for preparing the proposed Environmental and Social Management Framework (ESMF) which took into congnisance the main tasks as itemized in the TOR are highlighted in Fig 1.1 Key stakeholders consulted included the Federal Ministry of Environment who reviewed the document, MOT, LASTMA, LASEPA, FERMA, Ministry of Works, e.t.c.
It is important to note that in the preparation of this ESMF, the methodology reviewed and drew infonnation from documents such as: • Nigeria's National laws and/or regulations on environmental assessments and safety • World Bank Operational Policies • Environmental Management Framework (EMF) for LUTP 1 • ESMF for the Transport Sector Development Programme in Ghana. • Sectoral Environmental and Social Assessment ofthe Lagos Urban TransportProject • Etc. REVIEW OF RElEVANT
PREVIOUS OOCUMEN TS
ENVIRONMENTAlISOOAL
DATACOllECTlON
FiElD VISIT CONSULTATION IMTHKEV STAKEHOLDERS
ENVIRONMENTALANOSOCIALI.DENTlFICATION -SCREENING
FORMULATION OF SAFEGUARD MEASURES I
I PREPARATION Of ESMF I
Fig 1.1: LUTP 2 ESMF Design and Implementation Plan
LAMATA Environmental and Social J1anagewumt Framf!workjor LurP 2 prepared by Jfuitiple Deveiopr:nenl SeJ"'\!ices Ltd 2.0 EXISTING POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORKS
This section covers Nigeria's legislative requirements for environmental protection. Specifically, the requirements for Environmental Assessment were outlined as well as those of the World Bank. There are no substantial differences in principle between the two sets of policies and operational procedures applicable to the environmental and social areas of development actions.
2.1 NATIONAL LEGAL AND ADMINISTRATIVE INSTRUMENTS Within Nigeria, environmental legislation is in a continuing process of development. There is a wide variety of legislation relating to the environment, which are of potential importance for this project.
2.1.1 FEDERAL MINISTRY OF ENVIRONMENT In Nigeria, the Federal Ministry of Environment (FMENV) is the nation's regulatory authority for the environment. Act No. 58 of 1988 established the Federal Environmental Protection Agency (FEPA) now defunct - as the chief regulatory body for environmental protection in Nigeria. The Federal Ministry of Environment (FMENV) created in June 1999 now oversees the functions ofdefunct FEPA. The act establishing the Ministry places on it the responsibility of ensuring that all development and industry activity, operations and emissions are within the limits prescribed in the National Guidelines and Standards, and comply with relevant regulations for environmental pollution management in Nigeria as may be released by the Ministry. Some ofthese regulations are listed in Box 1.
Of particular note amongst these instruments in ensuring that environmental and social issues are mainstreamed into development projects is the Environmental Impact Assessment (EIA) Act No. 86 of 1992. With this Act, the FMENV prohibits public and private sectors from embarking on major prospects or activities without due consideration, at early stages, of environmental and social impacts. The act makes an EIA mandatory for any development project, and prescribes the procedures for conducting and reporting EIA studies.
As part of the effective utilization of the EIA tool, the Ministry has produced Sectoral guidelines detailing the necessary requirements of the EIA process from each Sector. One of these Sectoral Guidelines that apply to the proposed project is the 'Sectoral Guidelines on Infrastructure Development.'
Procedurally, in Nigeria, it is worthy to note that before commencement of an EIA, the FMENV issues a letter of intent on notification by the proponent, approve the terms of reference, ensure public participation, review and mediate. However, the categorisation of the project into I, II and III determines the level of this latter part. The Federal Ministry of Environment EIA procedures are illustrated in Fig. 2.1.
The possible technical activities expected for a proposed project include screening, full or partial EIA Study, Review, Decision-making, Monitoring Auditing and DecommissioninglRemediation post-closure.
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LAMATA Em,ironmenla/ and Social ft:fanqgemen! Framework/or LUTP 2 prepared by l\fultiple Development Services Ltd PROPONENT
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Fig. 2.1: FMENV EIA Procedure
7LA~M~AT.~A~&~vi-ron-m-en-M~~~d~&~cia~IM~a-na-g~-~~t~ff-a~-w-v~~fi7or~L~W~p72p-~-pa-n7db~yM~u7m~~~~~v~ew=pm=e=nt~S~=i=~~L~td------7 2.1.2 FORESTRY LAW CAP 55,1994 The Forestry Act 1958 which was amended as the Forestry Law CAP 55 (1994) proh I ' any act that may lead to the destruction of or cause injury to any forest produce. fCIT ' growth or forestry property in Nigeria. The law prescribes the administrative framc\ Ii for the management, utilization and protection offorestry resources in Nigeria.
2.1.3 LAND USE ACT OF 1978 The land-use Act of 1978 states that' it is "in the publjc interest that the rights o· Nigerians to use and enjoy land in Nigeria in sufficient quality ... to enable them to pro I for the sustenance of themselves and their families" through assured, protected , preserved environmental amenities.
2.2 STATE MINISTRIESIENVIRONMENTAL PROTECTION AGENCY In Part III of the FEPA ACT, the State Governments in Nigeria are encouraged to set u) own Environmental Protection Bodies for the purpose of maintaining good envir~l I quality in the areas under their control."
In consonance with this and the need to protect public health and safety, restore and (r ' environmental quality, and sustain economic vitality through effective and ef implementation of environmental programmes in the various States, the Lago: Government established the Ministry of Environment and its Parastatals, Lago ; Environmental Protection Agency.
Inter alia, the Ministries are empowered to give direction to all issues concermr environment, monitor and control pollution and the disposal of solid, gaseous and wastes generated by various facilities in the states.
Some ofthe functions ofthe State Ministry ofEnvironment include: (i) Liaising with the Federal Ministry of Environment, FMENV to ad i healthy or better management of the environment via development of 1\ a Policy on Environment (ii) Co-operating with FMENV and other National Directorates/Agencies performance of environmental functions including enviror, n education/awareness to the citizenry (iii) Responsibility for monitoring waste management standards, (iv) Responsibility for general environmental matters in the State, and (v) Monitoring the implementation ofElA studies and other environmental ~. for aU development projects in the State.
2.3 INTERNATIONAL LEGAL AND ADMINISTRATIVE INSTRUMENTS Nigeria subscribes to a number of International Regulations and Conventions re'a i Environmental Protection. International Development Partners/Agencies such as World ,. and other financial organizations interested in development projects have S!l· environmental categorizations, assessments and management standards, which 111 I . complied with by project proponents before these institutions invest in them. Thus since the LUPT 2 is co-sponsored by the World Bank, it is of paramount impOlt, r . consider the World Bank Requirements on Environmental and Social issues relating t . LUPT2.
LAMArA Environmental and Social Management Framework/or LlJ7'P 2 prepared by .\1ultiple Development Services Ltd 2.3.1 THE BANK'S SAFEGUARD POLICIES The World Bank's Operational Policies (OP) includes guidance on Environmental Assessment requirements. The Bank's Safeguard Policies, ten of them, is meant to ensure that operations of the Bank do not lead to adverse impacts or cause any harm.
The Safeguard Policies are lumped into Environment, Rural Development, Social Development and International Law.
The following four out ofthe ten whose main elements are summarized in Table I are relevant for considerations under the ESMF. These are: • Environmental Assessment (OP 4.01); • Involuntary Resettlement (OP/BP 4.12); • Forestry (OP/BP 4.36); and • Management of Cultural Property (OPN 11.03).
Environmental Assessment (OP 4.01) The OP 4.01 requires among others that screening for potential impacts is carried out early, in order to determine the level of EA to assess and mitigate potential adverse impacts. The Bank's project screening criteria group projects into three categories: • Category A Detailed Environmental Assessment; • Category B - Initial Environmental Examination and • Category C - Environmentally friendly
The EA ensures that appropriate levels of environmental and social assessment are carried out as part of project design, including public consultation process, especially for Category A and B projects. The OP 4.01 is applicable to all components of Bank financed projects, even for co-financed components.
Involuntary Resettlement (OPIBP 4.12) The Policy on Involuntary Resettlement is intended to assist displaced people arising from development projects, in order not to impoverish any affected people within the area of influence of projects. An action plan that at least restores the standard of living must be instituted, in cases where resettlement is inevitable or loss of assets and impacts on livelfhood occurs. Public consultation of "re-settlers" as well as the host communities is significant for the successful resettlement process and implementation of the action plan, in order to incorporate appropriate choices.
Forestry (OPIBP 4.36) The OPIBP 4.36 aims at enhancing the environmental and social contribution of forested areas, and the need to reduce deforestation. The protection of forests through the control of forest-related impact of all investment operations is a concern of the policy. It promotes the restriction of operations affecting critical forest and conservation areas, while requiring that the sector and other relevant stakeholders should be consulted as appropriate.
Management ofCultural Property (OPN 11.03) The policy is premised on the need to investigate and take inventory of cultural resources likely to be affected. Mitigations are provided for in cases of adverse impacts on physical cultural resources. Mitigation measures should be undertaken in conjunction with the appropriate authorities, organizations and institutions that are also required to he consulted and involved in the management of cultural property.
LAMATA Environmental and Social.\fanagemenl Frameworkfor LL7P 2 prepared by Multiple Development Services LId 9 Bank's Policy on Disclosure The Bank's policy on disclosure currently under review requires that all the people resif'! the given areas of a project have the right to be informed of the proposed developmen1 J.! in their respective areas. Prior to project appraisal therefore, the summary of the stud,' development action along with other relevant information should be disclosed to or all1 ofthe Bank and the project area.
The World Bank and Nigeria's EA requirements and operational procedures were han1" as far as possible, which makes this ESMF responsive to the objectives of good pract c,~, following respects: • Early consideration ofenvironmental and social issues (starting at the screening ~ • Identification and early consultation with stakeholders; • Prevention ofadverse impacts through the consideration offeasible alternath~:s • Incorporation of mitigation measures into planning and (engineering) design.
The main levels of EA following screening (Le. screening outcomes) under the: .t-. i Regulations are that: • No further EA required; • PartiallPreliminary Environmental Assessment required; • Environmental Impact Assessment (EIA) required;
This corresponds in principle with the Bank's EA requirements of: • Category C; • Category B; • Category A;
LAlvfATA Environmental and Social Afanagemenf Framework/of LlffP 2 prepared by Multiple Development Services Ltd Box 2: Some Relevant World Bank's Safeguard Policies Policy Focus OP 4.0] The core requirement of this Policy is that screening should be done as early as Environmental possible for potential impacts and selection of an appropriate instrument to Assessment assess, minimize and mitigate potentially adverse impacts. Environmental Assessment (EA) ensures that appropriate levels of environmental and social assessment are carried out as part of project design. It also deals with the public consultation process, and ensures that the views of PAPs and local NGOs are incorporated as early as possible for Category A and B projects. It is worth noting that OP 4.01 applies to all components of a project with financing from the World Bank, including co-financed components by the Borrower or by other funding agencies. OP/BP 4.12 This Policy is based on assisting the displaced persons in their efforts to improve Involuntary or at least restore their standards of living. Resettlement The impetus of this Policy is that development undertakings should not cause the impoverishment of the people who are within the area of influence of the undertakings. In cases where resettlement of people is inevitable, or in cases where loss of assets and impacts on the livelihood of the PAPs is experienced, a proper action plan should be undertaken to at least restore, as stated above, their standard of life prior to the undertakings. Concerning public consultation, resettlers as well as the host communities should be consulted for the successful implementation of the resettlement process. The views of the consulted resettlers and the host communities should be incorporated into the resettlement action plan (RAP) including the list of their choices. OP/BP 4.36 The Policy envisages the protection of forests through consideration of forest Forestry related impact of all investment operations, ensuring restrictions for operations affecting critical forest conservation areas, and improving commercial forest practice through the use of modem certification systems. In the process of forest conservation interventions, especially the local people, the private sector and other pertinent stakeholders should be consulted. In general, the Policy aims at reducing deforestation and enhancing the environmental and social contribution of forested areas. Experience with the Bank reveals that the Bank does not support commercial logging in primary tropical moist forest. OPN 11.03 The Policy bases itself on investigating and inventorying cultural resources Management of potentially affected. It includes mitigation measures when there are adverse Cultural impacts on physical cultural resources. Property The management of cultural property should be undertaken in conjunction with consulting the appropriate agencies including NGOs and academic institutions. The Bank avoids undertakings that will significantly damage non-replicable cultural property, and will assist only those undertakings that are sited or designed so as to prevent such damage. The Bank's It is the belief of the Bank that the peoples residing in the project areas have the Policy on right to be informed of the proposed development project(s) in their respective Disclosure areas. Therefore, prior to project appraisal, the summary of the study of undertakings along with other relevant information should be disclosed at the Bank's as well as the project area's (local) level. The World Bank policy on disclosure is currently under review, but the present .proposals state that Category B Environmental Assessment reports should be 'self-standing documents, and thus disclosure is a pre-requisite for appraisal of Ithe project.
LAMATA Environmental and Social Management Framework/or LUfP 2 prepared by Multiple Development Services Ltd 11 2.4 NATIONAL AND STATE LEGISLATIVE FRAMEWORK FOR TRANSP"
Under the 1999 Constitution of Nigeria, there exists the Federal Government of Niger: State Governments including the Federal Capital Territory and the Local GOVI:r1' Legislative functions for all levels of government are clearly speIt out in the 1999 rI Constitution. Thus, the Federal Government has exclusive jurisdiction to legislate on r set out in the Exclusive Legislative List as set out in Part I of the Second Schecu ( Constitution.
Matters such as Railways, Construction, alteration and maintenance of roads that are (I: by the National Assembly to be Federal Trunk Roads, and Maritime shipping and navl ' including shipping and navigation on tidal waters are within the exclusive preserve ' Federal Government to legislate, control and generally deal with. Therefore th ~ Government cannot for instance, pass any laws or legislate on matters within the E) ( , Legislate List.
On the other hand, where any matter is listed on the Concurrent List, both the Federal 3. State Governments have the power to legislate on such issues. (See Section 4 (4) of tl:t Constitution) where there is a conflict between a Federal Law and a State Law, the b Law shall prevail and the State Law shall to the extent of the inconsistency be v( i Section 4(5) of the 1999 Constitution). Apart from the matters set out in the Concurren the State Government under Section 4(7) (c) is also empowered to make laws in respt'C other matters to which it is empowered to make laws in accordance with the provisicn; Constitution.
Thus, on environmental issues, the Federal Government established the FMENV, hi1 ~ FEPA. Section 24 of the FEPA Act encouraged the establishment of State and Government Environmental Protection bodies. Past Constitutions did not ,II, environmental issues until the present 1999 Constitution which, under Section 20, sels C i protection and improvements of the environment as the Environmental Objectives f. . State, thus safeguarding water, air, land, Forest and wildlife of Nigeria. It is purSU(J " Section 24 of the Constitution that the Lagos State Environmental Protection i \ (LASEPA) was created vide Edict No.9 of 1999 by the Lagos State Government. Tht State Ministry of Environment also exist which serves as the main Ministry to the Lag( 5 ' Environmental Protection Agency.
Local Governments constitute the third tier of Government and their functions are clear) out in the 4th Schedule of the Constitution. Thus, for instance, they are also re~p) , for the construction and maintenance of roads, streets, drains and public highways, as 111 prescribed by the House of Assembly of a State.
The level at which government legislation is formulated and implemented, depends on ' level of government is involved. For instance, if the issue at hand is Road Constructi ) Maintenance and a road is designated as Federal road, only the Federal Government It: ' right to construct and maintain that road under the Constitution. Where a road is desig:n r a State road, then only the State Government has the right to maintain or construct it Government has a power to construct or maintain only those roads that are un I, jurisdiction. The resultant effect is that there could be some Federal Roads within " which may be in need of repairs.
[-AMATA Environmental and Social Management Frameworkji)f LGTP 2 prepared by Multiple Development Services Ltd Thus for a State Government to repair such a road in order to facilitate easy movement for the citizens of the State, an agreement needs to be struck with the Federal Government. This is what the Lagos State Government has done to secure the repair and maintenance of Federal Roads and the rail corridor.
2.5 THE POVERTY REDUCTION STRATEGY OF NIGERIA At various time in the history ofNigeria, government at all levels have put in place number of poverty reduction strategies to address the problem. Table 2.1 shows summary of various poverty reduction programmes which the government of Nigeria had implemented between 1986 and 1998.
At the inception of the current democratic dispensation which began in 1999, many Nigerians were meant to believe that poverty alleviation is the ultimate goal of the present government. The Government embarked on Poverty Alleviation Programme (PAP), which aimed at job creation. However, at the end of2000 budget implementation, many Nigerians were yet to feel the impact of government poverty alleviation programme.
Other approaches by the government at reducing poverty among the people include upward review of salaries and wages. For example, those who were pushed into temporary or transitory poverty, especially in the civil service and during SAP, are gradually being moved out of poverty through this process. However, the inflationary trends which often accompany such increases in wages need to be checked by ensuring that aggregate supply of goods and services is increased. This calls for incentive structures that can encourage adequate investment in the real sectors ofthe economy.
Table 2.1: Poverty Reduction Programmes by the Government of Nigeria
Programme Year Established ! Tareet Grout! Nature of Intervention I Directorate for Food, Roads 1986 IRural Areas Feeder Roads, Rural Water and Rural Infrastructures Supply and Rural (DFRRI) Electrification National Directorate of 1986 Unemployed Youths I Training, Finance and I Em{Jloyment (NDE) Guidance Better Life Programme (BLP) 1987 Rural Women I Self-help and Rural ' Development Programmes, Skill Acquisition and Health Care People's Bank of Nigeria 1989 Under-privileged in Encouraging Savings and (PBN) Rural and Urban Credit Facilities Areas Community Banks (CB) 1990 Rural Residents, Banking Facilities Micro Enterprises in i Urban Areas Family Support Programme 1994 Families in Rural Health Care Delivery Child • 1 l Areas Welfare, Youth' Development, e.t.c Credit facilities to Support I Family Economic 11997 I R""IA= I Advancement Programme Establ ishment of Cottage (FEAP) Industries. Source: Oladeji and A biola. (1998)
Although poverty reduction in the 2001 budget seems to focus on that aspect of the budget allocated for the programme. However, many other aspects of the budget in terms of projects
~~~--~~~--~~~~~--~~~~--~~~------'13LAMATA Environmental and Social Management Frameworkfor LUTP 2prepared by Aluitiple Development Services Ltd even though not deliberately designed to tackle poverty, could have tremendous imr poverty reduction if properly implemented.
Nigeria's poverty reduction strategy for the period 2004- to-date is governed by the N Economic Empowerment and Development Strategy (NEEDS). SEEDS and LEEDS: states and local government equivalents. The performance of NEEDS has been des;:ril : the IMF as "generally remarkable" which implies that its benchmarks were not well tli A new NEEDS2 claims to be better aligned with the MDGs and each of the 36 state~ report against a subsidiary version of the strategy.
This poverty reduction strategy has been domesticated at all other levels of governmen1. state level, the instrument is refers to as State Economic Empowerment and Develc . Strategy (SEEDS), while it is referred to as Local Economic Empowerment and Deveic Strategy (LEEDS) at the local government level. Through this strategy, governmen state aimed at reducing poverty level in the state by increasing employment Opportl . promoting gender equality and empowerment of women.
It is believed that LUTP2 will inevitably contribute to these goals. For instance, it is e (. that road and rail construction and rehabilitation will further improve the socio-ec n well-beings of people in Lagos as did LUPT 1, in terms of provision of job 0PPOf'l commercial activities, gender equality, etc.
2.5.1 GROWTH AND POVERTY REDUCTION STRATEGY Nigeria's potential to kickstart the sluggish progress towards the Millennium Deveb· Goals (MDGs) in sub-Saharan Africa is as yet unfulfilled. The country continues to Iu . close to the bottom of the Human Development Index, with 54% of its population survi v less than the international guideline for extreme poverty of $1 a day. Ever r government's own benchmark which yields a lower figure of 35%, prospects for achic' i target of 21 % for extreme poverty by 2015 appear unpromising.
There is widening inequality in Nigeria and considerable regional variation in I
development with indicators generally more favorable in the south than in the north. 1 the MDG aims at reducing the percentage of the population living in relative po, e 24.05% by the year 2015, the Lagos state MDG 2006 shows the situation is worsen 63.58% in 2004 from 53.0% in 1996. The populations living in extreme poverty anc $1.00 per day as at 2004 are 66.96% and 64.05% respectively.
It is hoped that upon completion, LUTP2 will contribute to reduction in the percentage population in Lagos state living in relative poverty through derivable benefits of irr r transport system.
2.5.2 TRANSPORT AND POVERTY REDUCTION Gannon and Liu (2000) have pointed out that adequate transport is necessary, hI sufficient, for poverty reduction. While poverty reduction would not be possible 'v i adequate means to move people and goods, it is important to keep in mind that tn provides an intermediate service-it is a means to an end. More transport does not nec(~ lead to less poverty. Transport interventions can have impact on the poor only if other Ee interventions are also adequately in place.
LAMArA Environmental and Social Management Framework/or L[.ITP 2 prepared by Multiple Development Services Ltd Alternatively, the effectiveness of direct targeted interventions in the health, education, and agricultural sectors depends on the adequacy of transport infra~tructure and services. Good access to a hospital has little effect in improving the health of the poor if there is no qualified medical staff or supplies available.
It must also be recognized that inappropriately designed transport policies and programs can harm the poor and deny scarce resources for other poverty reduction activities. The adverse impact of a transport policy or investment program on the poor depends on the specific circumstances.
However, the following types of harmful impacts are common in many countries, and warrant explicit attention, as they are typically regressive: • Displacement of a transport mode that is popularly used by the poor to make way for another (displacement ofnon-motorized by motorized modes is a prominent example); • Subsequent gradual deterioration of the government programmes • Disruption/partitioning of low-income neighborhoods due to road construction; • Involuntary resettlement; • Traffic accidents, especially for pedestrians; • Environmental pollution emission concentrations and noise from vehicles; • Labor redundancy caused by restructuring, commercialization, and privatization of state-owned transport enterprises; • Transport tariff increases as a result of removal of a subsidy, for example, by • Commercialization.
Although the above impacts can affect all income groups, the hardest hit is likely to be the poor as they have few if any resources to adjust to the impact imposed (for example, by relocating or compensating household expenditures). A poverty reduction strategy should provide a policy framework for identifying and addressing the adverse impacts of transport actions on the poor both as potential users of transport and as nonusers.
£AMATA Environmental and Social Management Framework/or LUTP 1 prepared by Multiple Development Services Ltd 15 3.0 LAGOS URBAN TRANSPORT PROJECT - OPTIONS
3.1 LAGOS TRANSPORT SECTOR AND INFRASTRUCTURE
LUPT ofthe present government of Lagos is as encapsulated in the various articulated PI being carried out through specific programme implementing agencies in the state,
A major line of action by the state at improving the transport system in Lagos Stat,: implementation of: • LUTP 1 and its component projects which comes to an end in August 201 ' • LUTP 2 which is dominated by the expansion of the Bus Rapid Transit ! to other corridors, the facilitation of the Lagos Rail Transit (LR T improvements in selected road networks
A number of SUb-projects exist under this programme. For instance, the sub-project~: pI ( in the various locations could include:
Pedestrian Infrastructure Development • Reconstruction offootpaths • Pedestrian Prioritization measures through traffic signals, pelican ligh s marking etc. • Construction of new footpaths • Paving and Delineation of areas as pedestrian friendly precincts • Street Furniture, Lighting & Bollards
Feeder Services • Bus-stops, signage etc.,
Public Transport Infrastructure • Dedicated Bus-lanes • TerminalslDepotsiCommuter Amenity Centres • Procurement ofBus Fleet • Traffic Signal Prioritization
Others • Minor Road improvements • JunctionlRotary Improvements • Rail improvements
3.2 TRANSPORT SECTOR POLICY AND PROGRAMME IN LAGOS - OPT10"
3.2.1 ROAD TRANSPORT - BUS RAPID TRANSIT BRT is a transport option, which relies on the use of dedicated 'interference' free seg'( , lanes to guarantee fast and reliable bus travel. The BRT buses run on physically s~:g '( lanes and thus make them run faster in a situation where there is traffic congestion ,PI: Fig, 3.1 shows the present BRT Network map
LAM4.TA Environmenwl and SociallJanagemenl Frame~'Ork for LUfP 2 prepared by l\{ultiple [)el'elopmenl Services Ltd It is one of the several options available for tackling the huge public transport predicaments of Lagos.
Plate I: BRT Dedicated "interference' free segregated lanes
Other options include the light rail, heavy rail, subway metro and traditional bus systems. The light and heavy rails as well as the subway metro systems are appropriate, but very expensive to construct and operate. The traditional bus service is highly patronized because it is flexible and inexpensive. But it has the problems of negative public image, air and noise pollution, slow speed and ramshackle state ofthe buses.
The Bus Rapid Transit (BRT) takes care of most of the problems ofthe other systems: • It will reduce traffic congestion, improve air quality and meet the mobility needs, particularly of the less privileged and poor masses of the Lagos metropolis. • It is a roadway-based system that looks and behaves like a subway, offering high capacity rapid transit services but on dedicated lanes or city streets.
Fig. 3.1: Present BRT Network map
The First phase of the Lagos BRT run from Mile 12 through Ikorodu Road and Funsho Williams Avenue up to CMS started operation February, 2008. It is estimated that the system carries up to 10,000 passengers per direction per hour during peak travel hours. The LAMA T A BRT corridor also span through about 22 kilometres in length. Two operators, NURTW Cooperative and LAGBUS, a Lagos State Government owned Asset Management Company are contributing about 180 high capacity buses for the implementation of the first phase Mile 12 to CMS BRT Lite system.
LAMATA Environmental and Social Management Frameworkjor LUTP 2 prepared by Multiple Development Services Lid 17 In aU, LAMATA has provided over 26 bus shelters, along the entire stretch of the CO'1 and have resurfaced the service lanes where all yellow buses and other articulatell heavy-duty buses would be restricted. LAMA TA has in place a new set of regulations to guide the operations of the f . The BRT run 16 - hour operations, running from 6.00am to lOpm.
3.2.2 LAGOS RAIL MASS TRANSIT SYSTEM Another transport option for the over 18 million inhabitants of Lagos which has been pi ( to reach about 25 million people by 2015, a figure that will make Lagos the third large;l . city in the world, is the rail mass transit system. The huge population of Lagos has tt t: been largely responsible for the increase in the intensity oftraffic congestion and by ex1e ; environmental degradation. For this reason, the Lagos Metropolitan Area Transport AI11 ' (LAMATA) has developed a network of seven rail lines for the city of Lagos. How:\ e of the lines would be developed as a matter of priority.
LAMATA's goal is to develop and implement a transport system that meets standa; technical excellence, harnesses the energy and efficiency of the private sector and ha; social and political acceptance. Thus, the main objectives and benefits of the Urbl1 Network (Red and Blue lines) will include but not limited to:
• Reduce road congestion; • Improve road traffic safety; • Increase travel efficiency and worker productivity; • Improve the quality ofthe environment; • Improve the quality of life and social standard; • Increase and spread economic activity throughout the city; • Enhance to ultimate objective of multi modal passenger transport.
3.2.3 Light Rail Mass Transit (LRMT) The LRMT would be implemented as a joint public private partnershir I The defined basis of the PPP would be that the infrastructure would be provided by ti1( (LAMATA) under a designlbuild contract and the actual railway operations would f and managed by the private sector under a Concession agreement.
INFRASTRUCTURE
The track infrastructure would be designed with the objectives of simplicity, very maintenance involvement and long-term sustain ability.
The major grade separation structure on the corridor would be the Cable-stay Bridge OW! s~ructure, which would provide easy access to the quay side on the route.
The train stations would be typical centre inland with both-side-track or interrnediat~: ~l . At some locations, there will be interchange stations and sufficient pedestrian bridges b,:l all stations provided
LAMATA Environmental and Social Management Frameworkfor L[jTP 2 prepared by Multfpie D(:;velopment Services Ltd Plates 2: Proposed LRMT corridors
SIGNALLING AND COMMUNICATIONS Lagos Rail will feature the latest signaling technology, including automatic train protection (ATP) and automated signaling to control the high-volume of train movements on the routes.
ROLLING STOCK As part of the overall Lagos Rail Mass Transit (LRMT) scheme, tender documents will be issued inviting potential tenderers to bid for the supply, operation and maintenance of new roIling stock. The successful tenderer will be required to enter into a concession contract with the Lagos Metropolitan Area Transport Authority (LAMA T A). The optimal choice of rolling stock is Diesel-powered Metro-style vehicles; with 4 to 10 vehicles per train with multiple doors.
MAINTENANCE Tenderers/Contractors will be required to propose maintenance packages that ensure that the Multiple Units will be maintained in accordance with OEM's recommendations over the commitment period. Tenderers will also be required to propose a maintenance package that will ensure that the value of the Multiple Units at the end of the commitment period will not be impaired through deferred maintenance. The successful supplier of rolling stock will be expected to operate the rolling stock and undertake all maintenance of the rolling stock. The successful Tenderer will also be required
LAMATA Environmental and Social Management FrOl1U!workfor LUTP 2prepared by Multiple Development Services Ltd 19 to train and certify designated LAMAT A personnel, or the personnel of their ar r auditor, to conduct such inspections.
THE FUTURE The rail network is aimed at meeting the transportation needs of the state's populatior" is expected to soar to around 25 million by 2015; and also for Lagos to have an in1e public transport system comprising quality bus, light rail and ferry services.
3.3 ALTERNATIVE/COMPLIMENTARY OPTION - WATER WAY TRANf;J' - FERRY SERVICES
Lagos metropolitan area is by far the largest and most complex urban area in Nigeria 2" economic terms, it is pre-eminent. With about 17.8 million inhabitants, Lagos is also, ' the largest cities of the world, and its population is growing rapidly at a rate of nearl y 6 annum. It contains the largest manufacturing sector and provides employment for over ~ the skilled manpower of the country.
The poor condition of the road network and of the public transport system affects sevef ; development of the city and the working and living conditions of the population, part c the poorer part of it. A lack of adequate infrastructural expansion over the years to c(n the increasing population has resulted in heavy traffic congestion within the city. Tn within Lagos takes double and sometime triples the normal time, adversely affecting iX) development and quality of life.
To address this problem, there is need to diversify Lagos transport modes and emc modal choice for passengers. Water transportation is a realistic and potentially effective ( given that Lagos is blessed with abundant water bodies that could be harnessed to ofl= safe, comfortable and cheaper water transportation services.
In comparison with other major urban developments near or situated close to the sea ,; riverine and lagoon systems, the percentage of water transportation in the overall m, t i transports modes for Lagos State is well below I%. Other cities like London, Rotterdam, Kong, Bangkok, Melbourne, Sydney, New York, etc. have a well established . transportation system, which roughly amounts to 5-10% of the overall commuter traffic f
The State government has therefore made it its policy to develop, very rapidly, CIJrl' water transportation routes in the state to arrest the decline in the quality of life in La~ ( sustain economic development in the state and ultimately the country.
The routes are to be developed using a Public Private Partnership (PPP) delivery st" whereby the public sector (LAMAT A on behalf of the state) finances infrastructure pn I' : Uetties and landings, car-parks, access roads etc) whilst the private sector provid~: operates ferry services to specifications to be provided by LAMATA.
3.4 INSTITUTIONAL AND REGULATORY FRAMEWORK
The following Ministries, Departments and Agencies (MDAs) have roles in the implementation.
LAMATA Environmental and Social Managemenr Frameworkfhr LUTP 2prepared by Mufliple Developmenl Services Ltd 3.4.1 FEDERAL AGENCIES The following federal agencies have a role in the LUTP2 implementation. • Federal Ministry ofTransport - Nigerian Railways Corporation • Federal Ministry of Works - Federal Roads Maintenance Agency (FERMA) • Federal Ministry of Environment
Federal Ministry ofTransport The ministry aims to provide an efficient, sustainable, modern, affordable and environmentally friendly inter-modal transport system while adopting public-private partnership.
Nigerian Railway Corporation (NRC) is one of the major Parastatals within the Ministry. By the enactment of the Nigerian Railway Corporation Act (NRCA) CAP N2l6 LFN pursuant to Item 55 of the Exclusive Legislative list in Part I of the 2nd Schedule to the Constitution, the NRC was created for the transfer to the corporation the railway undertakings of the Federal Government.
The duties ofthe Corporation include, inter alia:
• Manage and operate in accordance to the act all railway undertakings transferred to the Corporation and any expansion of these undertakings, any new railway and to provide reasonable facilities for carriage of passengers and goods; • Direct and control the expansion or extension of railways and construction of new railways. • The NRCA also empowers the Government of the Federation to acquire land compulsorily for the purpose of a railway and deems such acquisition has one for a public purpose.
Federal Ministry of Works
The Federal Ministry of Works is charged with several statutory responsibilities among which are:
• Federal Highways Planning, Design, Construction and Rehabilitation • Supervision, monitoring and maintenance ofFederal roads nationwide • Provision of Engineering infrastructure to Federal Roads • Surveying and mapping of the country's internal and international boundaries in collaboration with the National Boundary Commission. • To use the resources, both human and material available to the Federal Ministry of Works to make Nigerian roads the best and safest means of transport all the time
Departments within the ministry include:
• Highways (planning and Design) • Highways (Construction and Rehabilitation)
LAMATA Environmental and Social Management Framework/or LUT? 2prepared by Multiple Development Services Lid 21 Parastatals within the Federal Ministry of Transport include the Federal Roads Main e Agency (FERMA).
The Highway Department is charged with the construction of new highways, cr reconstruction and rehabilitation of badly damaged highways, while FERMA is charg ~< maintaining the highways at acceptable levels of usability.
Federal Ministry ofEnvironment The Environmental Protection Agency (FEPA) was established under the Government [ 58 in 1988, largely in response to discovery of a toxic waste problem in the port t) Koko, in Delta state. In 1992, its authority was substantially strengthened througl
FEPA (Amendment) Decree 59, mandating it with overall responsibility to control and i)' !. the state of the Nigerian environment. Decree No. 58 of 1988 as amended by FEPA Dec r 59 of 1992 mandates FEPA as the environmental watch-dog and conscience of the whose function, among others, is to motivate and inspire, to raise the levels of envirorr action and awareness, and take the lead in the formulation and coordination of enviror r . policy and monitoring activities at all levels of government and sectors of the ~\ i economy.
Specifically, the Decree gives FEPA the overall responsibility for the protec1:ic 1i development of the environment and biodiversity conservation and sustainable developl '1 Nigeria's natural resources in general and environmental technology.
In 1999, FEPA however, was transformed into the Federal Ministry of the Envirnl : (FMENV). Without any prejudice to the foregoing, the duties and responsibilities of thE FMENV include:
a. preparation of a comprehensive national policy for the protection c environment and conservation of natural resources, including a proced j • environmental impact assessment (ElA) for all developments; b. advising the Federal Government on national environmental polick: priorities, the conservation of natural resources and sustainable develop; and scientific and technological activities affecting the environment and 1 resources. c. advising the Head of State (of the Federal Republic of Nigeria) on th! ! the Ecological Fund for the protection of the environment. d. Promoting co-operation in environmental science and conservation tech 1 with similar bodies in other countries and with international bodies Gor r with the protection of the environment and the conservation i} f I resources. e. Co-operation with Federal and State ministries, local governments, ;;t I' bodies and research agencies on matters and facilities relating to the pnn of the environment and the conservation of natural resources; f. Prescribing standards for and making regulations on water quality, ef limitations, air quality, atmospheric protection, noise control, and tht: n r and control of hazardous substances; and g. Monitoring and enforcing environmental protection measures.
LAMATA Environmental and Social Management Frame»'Ork for Llfl'P :1 prepared by Multiple DeW!lopmenl Sen'ices Ltd In fulfilling the requirements of its mandate, FMENV undertakes policy formulation, setting of standards, establishment of guidelines and regulations, promotion of compliance with standards, and the monitoring and enforcement of standards, guidelines and regulations. In seeking to harmonise the implementation of environmental policies and strategies, the Federal Government has encouraged the states and local governments to establish agencies with responsibilities for environmental protection and assisted each with the development ofa State Environmental Action Plan.
3.4.2 STATE MINISTRIES, DEPARTMENTS AND AGENCIES
The following MDAs of the Lagos State Government have statutory roles to play in the implementation of LUTP 2
• Lagos State Ministry ofTransportation - Lagos State Ferry Services - Lagos State Traffic Management Agency (LASTMA) • Lagos State Ministry ofPhysical Planning and Urban Development • Lagos State Ministry ofWorks and Infrastructure • Lagos State Ministry ofEnvironment - Lagos State Waste Management Authority (LAWMA) - Lagos State Environmental Protection Agency (LASEPA) • Lagos State Land Bureau • Lagos State Ministry ofHousing - Land Valuation Office • Ministry of Agriculture - Forestry Department
A brief is given on the Departments/functions of these Ministries
Ministry ofTransportation (Mo T) Statutory responsibilities of the MoT are 'highlighted below and the functions of various departments on Table 3.1
Ministerial responsibilities ofthe Lagos State Ministry o~Transportation: • Public Transportation • Supervision and Monitoring ofEko Engineering Ventures Limited • Supervision and Monitoring of Eko Transport Company and Ibile Engineering Company • Supervision and Monitoring ofthe Lagos State Ferry Services Corporation • Supervision and Control of Establishment of Motor Parks • Supervision and Control of State Divisional Petrol Pumps • Supervision and Control of Lagos State Traffic Management Authority.
Parastatals within the Lagos State Ministry ofTransport include: • Lagos State Ferry Services • Lagos State Traffic Management Authority (LASTMA)
£AMATA Environmental and Social Management Frameworkjor LUfP 2 prepared by Multiple Development Services Ltd 23 Table 3.1: Departments and Functions in Ministry of Transport
-~--. DEPARTMENT DIVISIONS FUNCTION - TRANSPORT Road Infrastructure Intersection Construction and ENGINEERING Improvement - I Development & Maintenance ofTraffic Road Links Street Furniture-Bus shelters, construction of bus layby & terminus etc Road Channelization & Median Construction -.~- Infrastructure Infrastructure Maintenance -- Public safety Pedestrian Bridges Design, Construction Supervision "
I Maintenance Traffic Lights Design, Construction Supervision & Maintenance ~-.-- Road Marking Mass Transit Structures Suburban Rail Bus lanes/streets Busways and bus priority transportation --- Intermodal Charge facilities PSP TRANSPORT Vehicle Matters Boarded Vehicles OPERATIONS Transport Unions liaison Mechanic and Allied Association liaison --- , Public Transport Operations ._..- Rehabilitation of roadside mechanics ..- Transport Auxiliary Monitoring of Special permits for Kabukabu --- - Coordination of State run rail service - PSP -- Bus leaSing Programmes - PSP ----- I Coordination of LSTC --- Park & Freight Management of Freight I Management Vehicles _. Park DeSign and Management Management of Freight Traffic I Vehicle Inspection Vehicle Inspection Drivin Test
Lagos State Ministry ofPhysical Planning & Urban Development The Ministry comprises of seven departments: I. Development Matters II. Physical Planning III. Urban Development IV. Regional & Master Plan Department V. Enforcement & Compliance Department VI. Finance & Administration VII. Accounts Department
The only Parastatal under the Ministry is New Towns Development Authority.
LA.lvlATA Environmental and Social Management Frameworkjor LUTP 2 prepared by Muftiple Development Services Lrd Lagos State Ministry ofWorks and Infrastructure Within this, there are two offices: • Office of Works • Office ofInfrastructure
The Office ofInfrastructure is assigned the following responsibilities;
• Private Sector Participation Projects, Advisory Services and Civil Engineering Consultancy Services; • Taking charge of the implementation of revenue generation from tar-cut permit, reinstatement, tender fees and road users (toll); • Road maintenance and rehabilitation on zonal basis and. private initiative assisted infrastructure; • Coordination of Government agencies responsible for provision of infrastructure in the State; • Coordination of road works in the State; • Construction of new roads and reconstruction of old ones;
Lagos State Ministry ofEnvironment
The Ministry is charged with the responsibility of providing decent, orderly and reasonable conducive environment for habitable society, as contained in the assignments of Ministerial responsibilities.
In line with the State Government lO-point development Agenda, the need to restructure the Ministry for efficiency and effectiveness became apparent. Hence the existing six departments were increased to include three additional departments. Similarly, the former World Bank Assisted Projects Department was renamed Multi-Lateral Projects department for wider coverage.
The three new departments were established to achieve the following objectives:
• The Monitoring Enforcement and Compliance Department was set up to effectively tackle the menace of environmental nuisance in the State. In the main, the department is saddled with monitoring, surveillance and assessment of the environment. It is also the fulcrum on which the Campaign - Kick Against Indiscipline (KAI) was conceived.
• To serve as a regulatory body for the indiscriminate display of banners and bill boards which hitherto litter our major roads and highways, the Signage and Outdoor Advertisement Department was conceived.
As its name connotes, the Public Affairs and Research Department is mainly saddled with the issue of public enlightenment campaign drive. It has been realized that information dissemination and public enlightenment campaigns are the main ingredient requested to tackle the war against indiscriminate dumping of refuse, amongst others. The department also serves as the reservoir of information on all aspects of the Environment.
LAMATA Environmental and SociaJ Management Framework/or Ll.JTP 2 prepared by Afu/riple Development Services Ltd 25 The full compliments of the departments are as follows: • Finance and Administration • Accounts • Sewage and Water Resources • Drainage • Environmental Services • Multilateral projects • Monitoring, Enforcement and Compliance • Signage and Outdoor Advertising • Public Affairs and Research
Responsibilities ofthe Ministry include:
• Conservation of soil and natural resources. • Environmental sanitation and protection services. • Control of Environment Pollution, e.g., noise, water, land and illegaitradi • Supervision of Lagos State Water Corporation. • Supervision of Lagos State Waste Management Authority. • Supervision of ESEU (Environmental Sanitation and Enforcement Unit) • Supervision of Lagos State Environmental Protection Agency • Evaluation of Environmental Impact Assessment (EIA) and • Environment Audit Report (EAR). • Ecological matters. • Monitoring and co-ordination of all World Bank Assisted Projects. • Evaluation of World Bank Projects.
Parastatals within the Ministry include:
• Lagos State Waste Management Authority (LAWMA) • Lagos State Environmental Protection Agency (LASEPA)
LAS EPA currently operates seven departments: • Pollution Control; • Sanitation and Conservation; • Research and Development; • Hazardous Waste management; • Laboratories; • Engineering Services; and • Finance and Administration.
Lagos State Environmental Protection Agency (LASEPA)
The Agency was established in 1994 by an Edict of the State Government and charg;;:c Parastatals with the full legal responsibility to protect, control and oversee the envil'Ol1n resources of Lagos State. The Agency is supervised by the Lagos State Mini:t. Environment and Physical Planning. Some of the functions of the Agency include PO'V formulate policies, establishment of criteria, guidelines, specifications and standal C
LAMATA Environmental and Social Management Fromeworkfhr LuTP 2 prepared by lvlulripJe Development Services Ltd various forms of pollution and prescribe removal procedures, penalties and compensation necessary to minimize pollution.
The Lagos State Environmental Protection Agency (LASEPA) is the major Agency charged with: • control of environmental pollution; • laboratory services; • EIA monitoring; • Management of street trading, illegal markets, sand laterite and gravel spillage; • Monitoring ofpublic water safety; and • Coordinating environmental exercises in the State.
In seeking to discharge these responsibilities, LASEPA has: • created systems of institutional, environmental and legal management that will ensure effective and efficient implementation of protection measures; • secured proper health conditions for the population and maintain supervision of its quality by efficient monitoring systems; • provided conditions for the thriving of nature without hindrance by man-made activities; • evolved a system of economic instruments for financing environmental protection; • stimulates environmentally related research and environmental education for the populace to raise their awareness and sensitivity to the environment; • liaises with international agencies and carry out international policy in the sphere of environmental protection; and initiated and coordinated activities aimed at protecting the environment by government and non-governmental organizations.
Lagos State Ministry ofLands The Ministry has the responsibilities as follows: • Land Use and Allocation Matters • Land Policy and Land Matters • Acquisition ofLand for State Purposes • Issuance and Revocation of Certificate of Occupancy • Survey Services • Lands Registry (Administration and Control) • Subsequent Transactions including Assignment Mortgages, Leases and Power of Attorney • Mapping Matters • Resolving land disputes between individuals • Neighborhood Improvement Charge (NIC) • Servicing and Monitoring of Land Use and Allocation Committee
Lagos State Ministry of Housing
The Ministry has the several responsibilities including: • Construction of Economic housing units • Supervision of Lagos State Development Property Corporation
LAM4 TA Environmental and Social Management FrameworkJor L UTP 2 prepared by Multiple Development Services Ltd 27 • Supervision of Lagos Building Investment Corporation • Matters relating to forfeiture of properties • Resettlement ofdisplaced people • Resettlement ofdisplaced people • Compensation for acquired properties • Valuation ofall types of interest in properties • Identification ofabandoned properties
The Ministry includes the Land Valuation Office.
OTHER STAKEHOLDER/GROUPS WITH ROLES IN THE LUTP2 Local councils and other bodies Local Government Councils have to be fully briefed and enlightened in the on the proce ' steps to be taken in the LUTP2. with the legislative and institutional framework insight Councils should in tum engage and should be encouraged to carry out a comprehens \ practical awareness campaign for the proposed LUTP, amongst the various relevar t roots interest groups including: • Market women's associations~ • Taxi drivers associations • Okada (motorcycle) associations - these include the Motorcycle Ore Association of Lagos State (MOALS) and the All Nigeria Aut} Commercial Owners and Riders Association (ANACOWA) • Bus driver and bus operator unions/associations • Unions and bodies regulating motorlbus parks around the city • Community institutions and associations dealing with waterway transpor·
LAMA.TA Environmental and SoCtu[ Management Frameworkfor LUfP 2 prepared by Multiple Development Services Ltd 4.0 DESCRIPTION OF BASELINE CONDITIONS This section describes natural resources, social and climatic conditions as well as land form, land use and related characteristics that have relevance or some implications for transport development generally.
4.1 Climate and Meteorology
The climate of the project area is humid tropics (i.e. semi·hot equatorial). It is controlled by latitudinal locations, prevailing (seasonal) winds and nearness to the Atlantic Ocean. There are two dominant air masses, namely: (i) The dry northeasterly Tropical Continental (cT) from across the Sahara, north of the West African region, and (ii) The wet southwesterly Tropical Maritime (mT) from across the Atlantic Ocean in the south. Separating the two air masses is an Inter Tropical Convergence Zone (ITCZ), often referred to as Inter-tropical Discontinuity (lTD) or Inter-tropical Front (ITF). The front oscillates with the apparent location of the sun towards the north and south of the equator thereby accounting for the dominant seasons of the area. Marginal alterations are also recorded due to other landform characteristics, especially the dominant ocean currents, configuration of surrounding shoreline and the generally flat topography ofthe region.
Climate controls the natural forces that act on virtually all the components ofthe ecosystem. In addition to determining the components of the environment, it also modifies the structural differences between them in the process of maintaining equilibrium. In this section of the report, the dominant climatic elements within the project area are discussed using data and related information mainly from Victoria Island representing the extreme southern end, and Ikeja situated at the northern end ofthe State.
4.1.1 Rainfall
Total annual rainfall in Lagos State is about 2160mm with a minimum of between 25.4- 28mm per month, during the "dry" months of December and January. Total annual rain-days range between 100 and 130 although a lot of variance occurs in the amount and distribution of the rainfall. The rainfall regime is characterized by two maxima in July and September, with a short "August break". The dry season lasts from mid-December to late March.
Rainfall at the beginning and end of rainy season is characterized by thunder and lightning. Average annual number of days with thunderstorm is 45 - 70 days, with the highest number, 5 9 days, occurring between April and May; and late October.
4.1.2 Temperature
Daily temperature in Lagos State is generally high throughout the year with the pre-rainy season months (January - April) having the highest average monthly air temperature. The highest and lowest daily temperatures of (33°C and 21°C) are recorded at the peak of the dry and the rainy seasons in March and August respectively. The proximity of the study area to the Equator, its flat topography, its closeness to the Atlantic Coastline, and the effects of land and sea breezes have kept the influence on the diurnal temperature range all year round.
LAMATA Environmental and Social .Wanagement Framework for LUTP 2 prepared by Multiple Development Services Ltd 29 4.1.3 Relative Humidity (RH) RH is usually in excess of 80%, especially during the peak of the wet season. r understandable given the geographical location and the fact that rain falls almost all t], round. At 0900 GMT, it ranges from 79 to 90% while at 1500 GMT the range is bet\' ( . and 87%. Generally the drier months of December to February have low RH of betwi'( 70% but during the wet, rainy season, RH values of 80% to over 90% are recorded.
4.1.4 Wind Direction and Speed
Wind directions are quite variable over the Lagos region, although the predominant wi 1 . mostly south-westerlies or westerlies particularly during the rainy season when about ", the winds blow. Wind directions are more variable in the mornings than afternoons ,,,till' southerlies, south easterlies and south westerlies winds prevail for more than 70% of the
During the dry season, the winds are mostly northerlies, north easterlies or north we:; especially in the mornings.
In the afternoons, the winds are more southerlies, south easterlies or westerlies, indicatil strong influence of the adjoining maritime oceanic environment in creating land-sea::u and in the differential heating characteristics of the two surfaces, thereby causing chait; directions of winds, particularly during the day.
4.1.5 Sunshine Hours
Hours of daylight and darkness do not vary for more than one hour during any period, year because of the latitudinal location (close to the equator) of Lagos State. Th;: sunshine hour for the year is greater than 466 with mean monthly values varying betw;: . and 165.7 in July and December respectively. The sunshine hour is reported to dcpl~1 atmospheric attenuation by cloud and rainfall.
4.2 Soils of the Study Area
Within and around the Lagos area, the main physiographic unit recognised by FDALR : is the nearly level coastal plains on deltaic basins and tidal flats, generally with 0.2rrJ ;1 The maximum elevation is about 2 metres above sea level. Soils on this geomorphic llll basically two types, and are derived from alluvium of fine littoral and lagoon sedi1 Summary data ofthe characteristics of the soils from the study area are presented in Ap) 4.1. Those found on slightly elevated terrain above the lagoon/sea floors.
The soils are very deep, moderately well drained. They have grayish-brown, loam:' surface underlain by dark yellowish-brown to very pale brown loamy sand subsoils. T 1 reaction in the topsoil is strongly acid (pH 5.0- 5.8), and the exchangeable catio 1 moderate for Ca, Mg and Na but low for K. In the subsoil, the soil reaction is ver), st', acid (pH 5.2 - 5.3) with moderate exchangeable Ca, Mg and Na but low for K. The sci classified as Typic Troposamment (USDA) andlor Drystic Regosol (FAOIUNE~ indicative of young, low fertility-status acidic, sandy tropical soils. Differences in 1he ,i properties, between the wet and dry season, are not significant.
LAMATA Environmental and Social Management FrameworkjfJr LUI'P 2 prepan:d by Multipie Development Services Llfl 4.3 FAUNA AND FLORA The natural habitats of Lagos State which has been modified extensively include Coastal swamp and mangroves, and Freshwater swamp forests and Lowland rainforest. These are discussed in Appendix 4.2.
4.4 WATER STUDIES
The entire area of Lagos State falls within the geographical region ofNigeria referred to as the Creeks and Lagoons of South-Western Nigeria (Udo, 1970). This is because ofthe fact that the most dominant feature of the area is its drainage network comprising a maze of creeks and lagoons by which the entire coastal belt of southwest Nigeria ano parts of the neighbouring countries in the West African sub region (Republic of Benin, Togo and Ghana) are linked. Secondly, the morphology of the Barrier-Lagoon complex in the area has largely been determined by coastal dynamics and drainage (lbe, 1988).
The nature of the Lagos Lagoons, water quality and biological resources (Flora and Fauna), etc are highlighted in Appendix 4.3
4.5 AIR QUALITY Transportation in Lagos is mostly by road and this is either by public transport, private owned like other developing countries (Figueroa et ai, 2006). Presently, vehicles in use include large bus (molue) and minibuses (danfos) with the existing bus fleet estimated at 75,000 the majority ofwhich are minibuses. Estimates oftransport demand in metropolitan Lagos in 1990 ranged from 7 to 10 million passenger trips daily, of which over 95 per cent were undertaken by road, primarily by car, bus, and taxi. Ofthese, 80-85 per cent was made by public transport.
The total number of vehicles registered in Lagos between 1990 and 2005 was 2,136,582. The smaller vehicle had the lion share (82.26%) in Lagos. Virtually all these small cars use gasoline while most of the heavy duty types use diesel. Though emissions from an individual car are generally low, in numerous cities across the world, the personal automobile is the single greatest polluter, as emissions from numerous of vehicles on the road add up (US EPA, 1992). Driving a private car is probably a typical citizen's most "polluting" daily activity. Since the transport sector will continue to grow, air pollution incidences will continue to increase ifappropriate mitigation measures are not put in place now.
It is noteworthy to mention that the poor aspect ofthe road condition is being turned around by the State Government. Lagos is at present running the BR T system. The service currently has over 200 buses and gradually expanding with more buses being added. The Government has a plan of switching to Compressed Natural Gas (CNG) for the buses and also plan to extend the BRT system to other routes.
Table 4.1 outlines the mean of some of the air pollutants monitored recently in a study for ambient vehicular emission in Lagos by a Consortium led by Multiple Development Services Ltd for LAMAT A. The mean concentration of S02 is highest at Oshodi and lowest at Imota. The maximum value of 84.3 ppbv was obtained at Ikeja. Ikotun environment had the highest value of N02 among the eight environment sampled. The mean value of N02 at CMS was however the highest closely followed by Ikotun while Unilag had the lowest value. The mean
UMATA Environmental and Social Management FrameworkJor LUTP 2prepared by Multiple Development Services Ltd 31 concentration of TSP at Mazamaza was 949.4 Ilglm3 which marks the highcs concentration.
. h' 1 L. Table 4.1 : Annua1M1 ean concentratlon 0 lD various Samplmg r LocatlOns WIt In --.J Ikeja I I Oshodi eMS Imota Ikotun I Mazamaza Maryland ~ U\in ~--
i I 3.57 : S02 26.3 29.3 19.1 28.1 33.9 28.4 34.8 .. I N02 28.2 38.5 23.3 38.2 27.4 32.4 32.3 2.0 TSP 386 413.8 420.4 810 949.4 425.5 685.1 13c'e
PMlO 252.7 204.6 ~ 213.2 364.2 i 467.3 198.2 361.0 85.:3
PM2.5 118.4 137.1 I 140.3 147.6 247.0 ~ 120.3 193 25') Source: LAMA TAlMDS ConsortIUm (2008)
4.6 NOISE The principal source of noise is road traffic, comprising engine noise (vehicle sihmce poorly maintained), tyre noise when traveling at speed, and the frequent use of horr.~ latter is possibly the most prominent source, employed during any type of ove1'. manoeuvre, and often by all vehicles involved. Road surfaces are frequently in poor c:)£!( however this does not contribute significantly to traffic noise as vehicles slow di)' negotiate the obstacle. Other noise sources include occasional aircraft (audible only n ~ airport flight path), and industry.
Estimates of noise levels in a study by a Consortium led by Multiple Development S:: Ltd for LAMA T A recently during a study of ambient vehicular emission in Lagos arc s in Table 4.2.
i Oko-=S>ba Residence (Abule-Egba) 60.30 . Anthony 71.40 I Broad street 70.90 ! General H-o-s-p-ita-l-,A-g-bo-w-a--Ik-o-s-j------l-4-6-.3-0------ , Ikeja 72.10 : Ikotun 72.50 Imota 64.75 ------~~ ------ l. Maryland 70.50 j-M_i1_e_2______--1I'_7_6_.4_0 _____.~ ___... _ Oshodi . 73.73 Source: LAMA TAIMDS Consortium (2008)
LAMATA Environmental and Sodal Jvfartagemct1t Frameworkjor L[ll'P 2 prepared by MUltiple Development Services Ltd 4. 7 SOCIAL
4.7.1 Background Information
At inception Lagos State comprised the erstwhile Federal Capital Territory of Lagos and the colonial Province of Ikeja, Epe and Badagry Divisions of the old Western Region. The young state covered an area of about 1, 381 sq. miles in 1967 with a population estimated at 1.4 million, which made the state the smallest in the country in terms 0 both landmass and population. The Lagos State Administrative Divisions (Establishment Edict) Edict of May 1968 restructured the state into five administrative divisions of Badagry, Epe, Ikeja, Ikorodu and Lagos which are still relevant and valid today.
Lagos state remains one of the tiniest ofNigeria's present thirty six states structure, occupying an area of 3,577 square kilometres, representing 0.4% of the country's territorial landmass. Creeks, lagoons, rivers and swamps make up 22% or 787 square kilometres of the geographical area. The principal water bodies are Lagos, Lekki and Ologe Lagoons, Badagry and Port Novo Creeks, Kuramo Waters as well as the Ogun, Osun and Yewa Rivers. The southern part of the state stretches more than 180 kilometres along the Guinea Coast of the Atlantic Ocean. The state is bounded on the North and East by Ogun State and on the West by the neighbouring Republic of Benin.
The Lagos traditional history has it that the first settlers on the Island of the State was variously known as Oko, Eko, Wani who were the Awori, the children of Olofin, a small Y oruba group normally resident on the west bank of the River Ogun, beyond the Lagoon. The indigenous peoples of Lagos State are the Y oruba subgroups of the Aworis in lkeja, the Eguns in Badagry area, the ljebus in Ikorodu and Epe, while Lagos Island consists of an admixture of Benin and Eko Aworis as well as repatriated Y orubas and other immigrants.
However, with the development of roads and railways and the proclamation of Lagos as the capital ensured a steady influx of ethnic groups from all parts of Nigeria and West Africa at large. The state in its modern form is a socio-cultural melting pot which has attracted a cross section of Nigerians from all over the federation as well as non Nigerians from other African countries and the rest of the world. Nevertheless, Lagos state has its own distinctive cultural characteristics which have been nurtured all along by its indigenous peoples. The arts and craft of the state include pottery, sculpture, mat weaving, basket weaving, hair plaiting, and raffia works.
Population, Structure and Distribution: Estimates by the United Nations and the Lagos State Regional Master Plan put the state's current population at about 10.6 million inhabitants. However, the 2006 census of Nigeria puts the population of Lagos State at 9,113,605 (Appendix 4.4).
Cultural Resources Cultural resources in any country are very important in identifYing any particular group of people. In some cultures rivers, mountains, trees, etc are revered. There are sacred groves and shrines, religious artifacts and places of worship- churches, Masjid (Mosques), cemeteries, etc, which people tend to have emotional attachment and sensibility. It is therefore necessary to consider these during road construction in order not to offend any people, but rather preserve our cultural heritage. Furthermore good road networks facilitate the movement of people to
UMArA Environmental and Social Managemenl Frameworkfor l.UfP 2prepared by Multiple Development Services Ltd 33 festivals which form one of the elements of the culture of the people. However, it is olA that cultural resources will be affected by the projects activities during the implement \; LUTP2.
Health
The distribution of health facilities in Lagos state appears skewed in favour I metropolitan areas. However, by virtue of the relatively low population densities of tilt areas of the state, the popUlation per facility ratio shows an inequitable distribution t t facilities in the metropolitan areas and the rural communities.
In most cases road construction results in air pollution which affect the health of peJpl are exposed to it. The main sources particulate emission that give such high ranking t;)f 1 include road construction and unpaved road use. Hence, there is a consideration t"( 'I environmental management practices to suppress dust generation, especiaUy durir ~ construction in order not to aggravate the situation. Pits and trenches left abandor e unfilled, and inadequate or lack of drainage after road construction allow rainwater and r to collect in such depressions and pits. These become breeding good ground for mos'll which cause malaria and other ailments. Communities along such road corridors), ,
exposed and suffer higher incidence of malaria, which is the leading cause of out p1 I visits and mortality in Lagos. This suggests a need for proper management of such C)I ( .. that might arise as a result of road construction during project implementation.
LAMArA. Environmental and Soctai ]~lanagemerH Frameworkfor LUTP 1 prepared b,Y Multiple Development Services Ltd 5.0 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS
5.1 INTRODUCTION There is no gainsaying the fact that the transport sector has played a strategic role in the socio economic development of Lagos. It is envisaged that the LUTP 2 will further strengthened the socio-environmental benefits that have accrued over the years, in the course of the implementation of LUTP 1. Generally, economic benefits, employment generation, poverty reduction, social services, travel and transport, enhanced gender opportunities, fuel economy, reduced pollution, etc. will be enhanced
Conversely, however, a number of the activities that shall be associated with the LUTP 2 sub projects could also have adverse environmental and social impacts. These impacts need to be identified and assessed prior to implementation of the sub-projects with a view to knowing how the impacts will be mitigated or minimized by planning.
5.2 SCREENING AND IDENTIFICATION OF IMPACTS
5.2.1 Screening Process The screening process is the first step in operationalizing the ESMF process. Environmental and Social screening process distinguishes sub-projects and activities that will require thorough environmental review to prevent/mitigate negative environmental impacts or those which will provide opportunities to enhance positive impacts.
One of the objectives of the screening process is to rapidly identify those subprojects which have little or no environmental or social issues so that they can move to implementation in accordance with pre-approved standards or codes of practices for environmental and social management.
In other words, based on environmental screening, sub-projects with no noticeable impacts are cleared from an environmental perspective; subprojects with some impacts proceeds for the conducting an environmental assessment which will be evaluated to clear the subproject. Environmental assessment will determine the extent of impacts and how the impacts will be mitigated, or minimized by planning, approaching the activities in an environmentally sensitive manner and adopting specific mitigation measures.
The screening process requires consideration ofthe common environmental and social issues relevant to Road and Rail Transport Activities and their significance as shown in Appendices 5.1 and 5.2.
5.2.4 Sub-Project-Level Environmental and Social Reviews Subproject selection, design, contracting, monitoring and evaluation will be consistent with agreed guidelines, requirements and documentation as required under the Screening and Review Process which will be fully integrated into the Project Implementation Plan/Operations Manual. The subproject screening and mitigation process are illustrated in Appendix 5.3 and 5.4.
While most project activities are expected to have generic environmental and social issues that are manageable through standards and codes of practice, there will be Project activities that carry a higher risk of environmental and social disruptions and/or impacts. These subprojects
LAMATA EnvironmenlaJ and Social Managemem Framework/or LUFF 1 prepared by ,41ultiple Development Services Ltd 35 should be the subject of environment and/or social reviews as the key managemen11c identifying opportunities for lower impact project opportunities (through an altt r . analysis exercise whenever possible) and/or for the identification of necessary mili measures in accordance with the prevailing legal framework and the Bank's sa'c policies. Procedure for conducting an EIA is outlined in Appendix 5.5.
5.3 POTENTIAL IMPACTS Generic impacts identified for the projects are outlined Appendix 5.6. Discussed bdo' positive/beneficial and negative that could be associated with the proposed LUTP 2:
5.3.1 POTENTIAL BENEFICIAL IMPACTS OF PROPOSED LUTP 2 5.3.1.1General Benefits The socio-economic and environmental benefits that will generally accrue from th(~ are discussed in this section. The LUTP 2 will contribute to economic growth by lowering transport costs, ell: economies of scale and reducing domestic production costs. It will help enhance n opportunities, trade expansions and market integration and effective competition.
Specifically, it will reduce transport costs and transit time. Recently a rapid assessment s of commuters' opinion about the BRT services along Ikorodu - eMS Corridor, which ~ ; the LUTP 1 was carried out by SRADev Nigeria, an NGO. In the survey, as high as ::: commuters indicated that time wasted in the traffic, hitherto, by them have r ~ considerably
Thus expansion of BRT to other areas in Lagos will provide major radial and circUirfu '
network that will improve traffic management. It will reduce the extreme traffic cen ~I • throughout the city, with the beneficial effects and improvement on the general w;:1 F; people.
This will in turn have a direct positive impact in poverty reduction by enhancing ernr development, and by facilitating income generation, reduction of the number of V~ clustering the roads and ultimately untying Lagos' intractable, traffic congestion knot.
5.3.1.2 Impact on Travel and Transport The LUTP 2 will help improve the welfare and general well being of both rural and beneficiaries through increased access to health care, education and other social ser rendered closer due to enhanced accessibility. It will provide benefits in respect of D accidents.
Road and Rail transport improvements will reduce the tear and wear on vehicles. The ef'i overall vehicle operational costs will be positive and significant. This will significantly r in improved travel and waiting times, increased frequency of transport services and T· ~( transport costs.
5.3.1.3 Impact on Poverty Reduction Poverty reduction requires economic growth, redistribution, and empowerment. Tn r contributes to economic growth by mobilizing human and physical resources. Thus ro t rail improvements will lower transaction costs, allow economies of scale and speciali 7; widen opportunities, expand trade, integrate markets, strengthen effective compel
LAMAT.-4. Environmental and Social Management Frame"vorkjor L{ffP 2 prepared by ,\fulliple Development Sen'ices Ltd enhance social interaction, and eventually increase real income and welfare of a society. These effects will, in general, provide real benefits to most, if not all, socioeconomic groups, including the poor. Without efficient transport, economic growth is not possible, and without growth, poverty reduction cannot be sustained.
The LUTP 2 activities will also play an important role in the redistribution process, especially public interventions targeted at meeting the specific basic needs of the poor (especially food, health care, and education). By enabling goods and services to be delivered to the poor, as well as enabling the poor to access social services, the proposed transport improvement will complements most targeted interventions. Moreover, well targeted interventions to meet the basic transport needs of the poor are a basic ingredient of direct policies to increase their well-being.
5.3.1.4 Impacts on Physical Environment LUTP 2 will contribute to the ease of movement of vehicles which will result in cost effective fuel consumption and reduced exhaust fumes emission by vehicles plying the road. This in turn will contribute to air quality improvement in Lagos metropolis generally.
5.3.1.5 Economic Conditions New construction, maintenance and operations jobs, and the purchase of local materials would be a direct economic benefit of implementing passenger rail service. Indirect impacts may be realized locally as construction and maintenance crews spend money at local businesses along the corridor. Indirect economic benefits would accrue to local communities with passenger train stations as station personnel would likely live and spend wages locally. Also, new stations in served communities may induce secondary economic development from nearby station-oriented development.
5.3.1.6 Environmental Justice Disproportionately high and adverse human health or environmental effects on minority and low-income populations are not anticipated on this project since the rail corridor moves through a number of different neighborhoods that vary widely in income levels and other characteristics. No particular neighborhood would be affected by the physical environmental impacts differently than another. Therefore, any adverse effects of this project would not be predominately borne by a minority and/or a low-income popUlation.
5.3.2 Cumulative/Secondary Impacts The secondary and cumulative impact from potentially induced station site development could lead to increased impacts to water and other natural resources. However, all station sites are located in urban areas previously developed and additional impacts are expected to be minimal. New passenger stations in an urban area could lead to urban redevelopment rather than new development on the urban periphery. Secondary impacts of traffic from stations and diverted traffic from grade crossing closures are expected to be minimal since traffic volumes on surrounding streets are low and can absorb added traffic without degradation of operations. Passenger rail service also diverts the greatest number of riders from autos, which helps reduce individual vehicle trips. However, increased freight rail traffic would ultimately depend on outside market influences.
LAMArA Environmental and Social Management Frameworkf'!r LUTP 2 prepared by Multiple Developme11l Services Ltd 37 5.3.3 Potential Adverse Impacts of the Programme Development under the LUTP 2 could exert adverse effects on the social and pI environment within which they are implemented. Some ofthese are highlighted below
5.3.3.1 Water Resources Impacts Potential sources of impacts in road and rail transport development are site preparati( . clearing activities, heaping of materials, blocking and narrowing water channels and 1 certain points. The development activities could modify the hydrology of an area, at~ aquifer re-charge, groundwater discharge, and the water table and flow characteristic: . can also be deterioration in water quality of both surface and groundwater. In some e,l: speed of flow may be increased resulting in flooding, ponding, soil erosion. ~'. modification and siltation of streams. Earthworks, road drainage and excavation, en~;: embankments and structures can reduce or raise the water table (through restrictinr Sedimentation, changes in biological activity in water bodies and on their banks, spillage, contaminated run off from petroleum product drippage, exhaust emissions, pr \; and tyre wear, and corrosion of metals, etc are others sources of water pollution.
5.3.3.2 Landscape Alteration Impacts The breaking of ground and construction generally, do alter the landscape, sometim;: severe in areas surrounding road developments, particularly where the road construe tic T to conflict with adjoining landscape features (e.g. natural relief and morphology, hye r recreational areas, cultural heritage sites). Quarrying, burrow pits and gravel " associated with road construction potentially scar and degrade the landscape.
5.3.3.3 Habitat Destruction and Disruption (flora and fauna impacts) During rail and road transport development, plant and animal communities may be fragn ; into weaker ecological sub-units, rendering them vulnerable to invasions and degradati) opening up of burrow pits and quarries to support road construction is equally des~ru :1 wildlife and habitats.
Erosion from poorly constructed and rehabilitated sites (of both road and related are] . lead to downstream siltation, contaminating water resources and ruining fish sp 1 grounds. Alterations of flow regimes, flood cycles, tidal flows and water levels ca 1 tropic dynamics by affecting the life cycle of plankton, with corresponding effects ( entire food chain. Re-channeling of waterways is often undertaken as part of road consir . to avoid flooding and make crossing structures simpler. In the process, natural strea'11h~ interfered with adverse consequences.
5.3.3.4 Impacts on Soil Excavation, grading, compaction, etc are sources of soil impacts during road and rai! tr 1 activities and development. The important soil properties to support productive activitt( . biodiversity are lost through compaction with heavy machinery, topsoil removal and erosion in high rainfall areas, road waste dumping, spillages, and excavations and bum" among others. Erosion might result in adverse cumulative effects far beyond the road e and the project area of influence, affecting slopes, streams, rivers, and dams. Agricultur, be affected and also fishing through sediment transfer in run-off into water bodies development although narrow and linear in character removes considerable amOUiF .) from production. Spillage of hazardous products in transit is also a potential sour;::e pollution.
tAMArA Environmental and Social lI-{anagement Framework/or Lu7P 2prepared by Multiple Development Services Ltd 5.3.3.5 Noise and Vibration Impacts Often, heavy duty machinery are used during construction and thus is a major source of impact. Other sources of noise generation in road and transport sector include vehicular and train movement, friction between vehicles and the road surface, driver behaviour, vehicles' horns, construction and maintenance activities, asphalt plant operations, resonance of traffic and piling (especially for interchange and bridge construction) increase ambient noise levels and vibration far beyond the immediate road corridor. The effects of excessive noise and vibration include human welfare and physiological disruption, hearing impairment and communication problems. These may cause elevated stress levels and associated behavioural and health problems. They can also cause auditory fatigue, sleep disorders, and even contribute to learning problems in children. Vibrations can damage road- and rail - side structures, particularly makeshift or lightly constructed buildings. Noise also has the potential to disrupt wildlife habitats and movement in sensitive areas.
5.3.3.6 Impacts on Cultural Resources Historic, scientific, social and amenity values as well as aesthetics of cultural monuments and archaeological resources could be impacted by rail and road transport development and improvement. This can occur where road/rail design and construction do not take account of such cultural heritage and resources. Damage may also be caused by road/rail construction related works such as quarries and burrow sites, and unregulated access to cultural heritage sites.
5.3.3.7 Land Acquisition and Property Loss Land take is one of the major activities of road and rail transport development. Compulsory land acquisition (expropriation of property for public projects) and demolishing of structures such as buildings, shops associated with road developments can result in displacement of communities, loss of business, properties and incomes, social stress, social and psychological disruption for the affected individuals and families.
5.3.3.8 Communities and Economic Activities Impacts Significant long term adverse impacts on human communities such as splitting up of communities, loss of roadside community business and social activities, disruption of links between villages/settlements/communities, increased land and property values leading to higher rents, and displacement of lower-income tenants could emanate from road/rail transport development. The introduction of faster traffic, access controls, and median barriers generally cuts traditional lines oftravel or communication in communities.
5.3.3.9 Waste Generation and Disposal Impacts Different forms of solid and liquid waste including excavation spoil, construction waste, waste asphalt, sewage, garbage and oil spills from construction equipment are generated. Areas alongside road construction and also newly constructed road tum to become centres of intense trading which leave in its trail serious sanitation problems.
5.3.3.10Traffic Disruptions and Diversion Impacts There can be serious disruptions to local traffic and also accidents during road construction and rehabilitation. The situation can be aggravated without carefully planned detours and road closures. The effect of traffic disruptions includes increased travel time, congestion, social stress and agitations.
LAMATA Environmental and Social.Managcment Frameworkjor LuTP '} prepared by Multiple Development Services Ltd 39 5.3.3.11 Utility Disruption Impacts Construction activities usually require re-alignment of utility supply lines such as ' telephone and electricity. This can disrupt the supply of essential services to commun't rather long periods, especially where road project execution takes unusually long durati )
. 5.3.3.12 Land Use and Related Socio-Economic Characteristics Where an existing rail corridor is already in place and in use, it is unlikely that la1li adjacent to the rail would change as a result of reintroducing passenger rail service 1n corridor. These would be the case where a new corridor will be established. Also, the passenger stations may induce some land use changes as they may tn g ~ development of businesses in their vicinity to serve passengers.
Minimal neighborhood disruption is anticipated along the passenger rail corridor Sil, . railroad predates housing development. The raiJroad already acts as a boundary fer neighborhoods along the corridor. Also, many local residents may view the train movel n a negative impact on the quality of life due to noise and safety concerns. A detailed EIA would address specific local concerns in the project corridor
5.3.4 Health and Safety Impacts
5.3.4.1 Injuries Injuries due to accidents from road/rail construction and maintenance constitute one most important risks in the transport sector. In the course of operation, moving mach' unguarded parts of equipment and a disregard for health and safety measures, they rna) , Injuries from road traffic accidents are a common phenomenon, which may also occu - . parts of roads are being plied while road construction is still underway. Other sou '( injuries that have the potential of harming both workers and road users, including ped(~ are noise, vibration and heat, and also lubricants some ofwhich contain solvents with pol to cause skin irritation and allergies.
5.3.4.2 Public Health Impacts Generally, public health could be impacted due to air pollution, pending/pits (collecting \ created from excavation and quarrying during constructional activities, etc.
5.3.4.3 Health Damage from Air Pollution
Vehicular emissions and constructional equipment powered by gasoline or diesel ad I, affects health of people engaged directly or indirectly in transport sector activities resultant effects are acute respiratory disorders like bronchitis, bronchiolitis and pneU'l lung and heart diseases, the type of ailment depending on the size of particulates as w(~l materials adsorbed on them. Other pollutants like S02, N02and CO emanating from ve 1 . emissions also contribute to respiratory ill health. Asthmatics are particularly sensi irritant substances like S02 which may bring on attacks. Long term exposure is aSSOc1cJ(( chronic lung diseases such as lung cancer and silicosis. Apart from respiratory effect;; may result in irritation of mucous membranes or allergic reactions that may be PicHti; harmful to the eyes and skin.
5.3.4.4 Safety Tracks, train control, signals, and railroad crossing upgrades and construction are prop{l~ ensure the safety of the public as well as train operators. Right-of-way fencing WI'
LAMATA Environmental arid Soc·ial Management Framework/or LcrrP 1 prepared by Multiple Development Services LId replaced, repaired, and/or installed to provide safety for train operators and the adjacent property owners.
5.3.4.4 III~/~Il)s The HIV/AIDS pandemic is a severe one that should continue to engage the attention of authorities in the transport sector and in the management of workers in the sector. The facts below support the need for the inclusion of clear principles on HIV IAIDS in the LUTP 2.
People working in the transport sector have to be mobile, they have to spend much time away from their homes and satisfy their sexual needs on as they move from one place to another. Migration - short term or long term, increases opportunities to have sexual relationship with multiple partners, thus becoming a critical factor in the propagation of HIVIAIDS.
Some conditions in road transport sector may naturally facilitate the transmission of the virus and consequently fuel the epidemic. These have to do with the predominantly migrant nature of the workers which create absences of workers from family for prolonged periods. This is a situation that has the potential to fuel the practice of extramarital affairs and unsafe sexual practices.
Although the LUTP 2 is designed to use the local labor force, the risk of transmission of communicable diseases like STDs and HIVIAIDS in the project areas is expected, albeit minimal.
LAMATA Environmental and Social J\1anagement Framcy,.>(}rk/or LUTP 2 prepared by}.1uiliple Development Sentices Ltd 41 6.0 ENVIRONMENTAL AND SOCIAL MITIGATION PRINCIPLES
Environmental and social impacts identified through screening and impact analysis ale mitigated and / managed to reduce their. impacts. Based on impacts identified due project, the safeguard measures shall be formulated.
A general transport sector mitigation principle of the ESMF covering a number of me use in the project under the LUTP 2 is given in Table 6.1. See also Appendix 5.6.
Table 6.1: Road and Rail Transport sector mitigation principles
-~-- SINo. Area/Focus Mitigation Principles/Objectives --. 1 I • Provision of carefully planned diversion routes during C(,'lS r Traffic Disruption i and Mitigation • Use of signboards and other public infonnation mechanism~ t the public in advance of construction work, schedule c1< diversion, etc, 2 Land Acquisition and • Choosing route locations away from built-up areas and restril Economic Impact extent of road works to avoid interference with existing activ 1i • Adoption of a reduced speed design, reduced right-or·" requirements, or design changes (underground drainage, fOi i l' to reduce impacts on properties and activities; • Alternative considerations in route selection; • Integration of mitigation measures in road designs, where aprr' • Compensation rates for owners of the land, properties, etc:t,, i current market realities; and • Resettlement / rehabilitation of affected persons when: (preparation of resettlement action Elan). ~--~ 3 Health and Safetv: i. Air Pollution LAMATA will collaborate with f'MENV ILASEP A to develop ai·." I management plans which will, among others aim at the following prine' • Facilitating the use of cleaner fuels and the use of compress; gas; • Promoting the culture of vehicular maintenance in the count·~, I I • Ensuring effecting use of water to control dust emission; and I • Banning the importation of over-aged vehicles. I The LUTP 2 will incorporate a system of hazard identification ii. Occupational assessment of hazards identified. Employee health care services will te Safety and Health care of through preventive care in the form of appropriate immunizal pre-employment and periodic health screening as well as exit exm i Medical care for ill-health and injuries will also be catered for.
I ., ICommumty outreach programs will be factored in all new projects pl;;~ ~ ilL Community in any location. This will help protect the communitics from injury 0" it Health Principles caused directly or indirectly by the road transport activities. ~----~--~~--~~~~----~~-4 Particulate Emission The- principles to follow to reduce air quality impacts, especially ri.!' matter by the contractor will include: • Water dousing to minimize dust; • Contract specifications to include dust control measures; • Re-routing traffic away from populated areas and reducing congestion; • Covering of hauling trucks carrying sand to avoid dust emission • Locating material storage areas away from communiti, environmentally sensitive receptors; I • Selecting road alignments which avoids houses, sch()(,i
!..AMATA Environmental and Social Management Framework/or LUff 2 prepared by Multi'ple Development Services Ltd workplaces; and • Planting tall, leafy and dense vegetation between roads and human I: settlements to filter pollutants. ~----~~~~~------r------5 Soil Pollution • Minimizing the area of ground clearance along the construction corridor; • A voiding sensitive alignments, including steep slopes; • Progressive replanting of disturbed areas during construction; • Specifying as contractors' obligation to cover issues such as erosion control, spillage prevention during construction, and planting and ensuring effective re-vegetation; • Engineering solutions such as intercepting ditches at the tops and bottoms of slopes, with gutters and spillways used to control the flow of water down a slope; • Enforcement of emission and discharge standards by the FMENV /LASEPA; • Guidelines for transport of hazardous substances defining permissible routes; and • Emergency response procedures for spillages. 6 • Avoiding alignments which are susceptible to erosion, such as those Water Resource crossing steep slopes; Protection • Minimizing the number of water crossings through alternative route surveys; • Using clean fill materials around watercourses such as quarried rock containing no fine soil; • Providing reservations/buffer zones of undisturbed vegetation between road sites and water bodies; • Providing settling basins to remove silt, pollutants, and debris from road runoff water before discharge to adjoining streams or rivers; • Constructing run-off channels, contouring or other means of erosion control; • Paving sections of roads susceptible to erosion and sedimentation; and • Compensating by providing alternative source of water such as bore holes for communities adversely affected. 7 Habitat Protection • Avoiding environmentally sensitive areas to prevent severe impacts on flora and fauna; • Crossing of water bodies will be minimized, and buffer zones of undisturbed vegetation will be left between roads and watercourses; • Replanting in road rights-of-way and adjacent areas to accelerate re vegetation and succession; • Re-engineering road cross-section designs by using narrower widths, lower vertical alignments, smaller cuts and fills, flatter side slopes, and less clearing of existing vegetation; • Providing wildlife and animal crossings to facilitate movements; • Fencing or planting barriers to reduce the risk of collisions between animals and vehicles; • Providing "aquatic crossings" with culverts designed with the needs of migratory aquatic species in mind; • Installing traffic control measures, e.g. speed limits, particularly at night in areas of frequent animal crossing, erection of warning signs, etc; and • Installing roadside reflectors to scare animals away from the roadway when vehicles approach at night. 8 Landscape Improvement I • Reforestation or re-vegetation of all scarred areas during road projects; • Landscaping of areas adjoining right of way; • Selection of alignment characteristics that best fit the chosen corridor into the landscape; and • Prompt reclamation of degraded lands. 9 Noise and Vibration Noise and vibration will be minimized through the following mitigation
LAMATA Environmental and Social M(171agernenl Frameworkfor LUTP 2 prepared by Mulliple Development Services Ltd 43 ,---,.------,-:---;-;------..... principles: • Application of a bituminous surface layer over WO~I! roadways against frictional noise; • Use of open-graded asphalt smooth, well-maintained surfaec' freshly laid asphalt without grooves and cracks will keep II minimum; • Road design will avoid steep grades and sharp corners to nccb. ( resulting from acceleration, braking, gear changes, and :h' engine brakes by heavy trucks at critical locations; • Provision of noise barriers, including "tree belt" or "tree buV.::"' • Environmental specifications for contractors in the road CC11' ( quarrying and other such activities in noise and vibration-;; areas (with special attention paid to equipment noise standa;\l, of operation, material haulage routes, and other aspects or \" management; and • Enforcement of noise control guidelines (FMEN\' I permissible noise levels). 10 I I • Road construction will avoid alignments that cut throll!!! Cultural Resources cultural sites; Preservation • Cultural resources uncovered during road works will be han· II to the National Museums and Monuments Board for preser', preservation ofthe site; • Salvage excavation and relocation of artifacts or ruins frolr
• Marking and fencing important cultural sites during the (:('11 period. _. __ II • Disposal of construction and related waste materials at desig1 \ Waste Generation and approved waste dump site; Disposal • Adoption of waste minimization measures; • Incorporation of waste management plan in road planning
LAMATA Environmental and Social Management Frame'}vorkjor LUTP 1 prepared by Multiple Development Services LId • HIV / AIDS prevention clauses will be incorporated into works contracts and the bills of quantity. • The ethical principles governing handling of persons with other medical conditions will apply. Relationships of infected /potential workers will be governed by the basic human rights as enshrined in the Constitution of Lagos. Dismissals will not be based on HIV status. • Provisions regarding HIV/AIDS will be integrated as far as practicable with existing labour relations policies and regulations. • An HIV/AIDS prevention and treatment policy for work places will be prepared. • Due care and confidentiality will be exercised in handling information regarding the HIV status ofworkers in the sector. • The policy will advoeate for the establishment of workplaee programs on HIV for road contractors and will include preventive activities through: o Advoeacy via information provision, education and communication; o Peer education and counselling; o Condom use promotion and distribution; o Counselling and care for people living with AIDS (PL WAs) • Facilitation of voluntary eounselling and testing of HIV status of workers, • Provisions for managemcnt of sexually transmitted infections (STI), • Assistance to bereaved families, • HIV / AIDS education to communities in which workers of the sector are working will be included in target groups for education and information provision.
LAMATA Environmental and Social Monagemenr Frameworkfor LUTP 2 prepared by Multiple Development Services Ltd 45 7.0 ESMF IMPLEMENTATION AND MANAGEMENT The successful implementation of the ESMF depends on the commitment of the S~t t related institutions, and the capacity within the institutions to apply or use the fram effectively, and the appropriate and functional institutional arrangements, among oth~" section addresses the key ESMF areas relevant to its successful implementation: • Implementing the ESMF; • Institutional arrangements; • Capacity building; • Environmental and social monitoring; and • Environmental and social principles and clauses.
7.1 IMPLEMENTING THE ESMF
For effective implementation ofthe ESMF, environmental and social planning is releva
environmental and social planning covers the environmental and social assessment (E~ j the pre-project/project planning processes. It is a process that identifies and ass,;~'i potential concerns and implications that may arise with the implementation of a pre j, order to influence the design and other engineering feasibility options and decisir r informed and sustainable project development.
Key stages of the ESA include proposal screening, Scoping, EIA and mitigation m( (; while the pre-project/planning process involves project concept, identification, desi g appraisal.
In the context ofthis LUTP 2 ESMF, the project environmental and social management ( is linked to the project implementation activities. The ESM comprises mon it management (of environmental and social impacts and mitigations), auditing and rql( While project implementation activities include construction, landscaping, decommis; of sites, facilities, equipment and machinery and also road/rail use.
The ESM stands to verify, during project implementation: • The adequacy of the environmental and social considerations and assumptions at the planning phase); • Effectiveness of mitigation measures being implemented; • Compliance with mitigation and other environmental and social requirements: • Any unanticipated or residual impacts that have arisen requiring remedial action • How far the road construction contractor is meeting or adhering to n ( environmental and social principles, standards and commitments; and • Extent to which project monitoring and reporting requirements are being met.
The place of mitigation measures in the Fig. 7.1 exemplifies the logical connection b<:1 . the planning and the implementation phases of any of the sub-project components Pi' under the LUTP 2. In Appendix 7.1, a generic matrix of Environmental and ~ Management Measures for the road and rail transport sectors are outlined while Appen,l shows the mechanism for monitoring the safeguard measures.
LAMATA Environmental afid Social JWanagement FrameYJOrk for LUTP 2 prepared by Multiple Development Services Ltd BUS RAPID TRANSIT (BRT) TO ROAD NETWORK IMPROVEMENT LAGOS RAIL TRANSIT OTIlERCORRlDORS FACILlTATION
• NATURAL HABITATS • LAND ACQUISITIONI R&R • SENSITIVE AREAS • IMPACT ON NON. • CULTURAL TITLEHOLDERS PROPERTIES • EXISTING POLlCY PROVISION
IMPACTS NOT IMPACTS ENVISAGED IMPACTS F.,.",rvf~A(JFf) • SAFEGUARD ENVISAGED COMPLIANCE MACHAN ISM EXISTS
ENVIRONMENTAL MONITORING PLAN AND SOCIAL CLAUSES
CHECKLIST MEAS URES • PLANNINGIDESIGN ·IMPLEMEl>.jATION -OPERATION
COMPLIANCE MONITORING
Fig. 7.1: Illustration of environmental and social planning and management for projects under the LUTP 2.
LAMArA Environmental and Sucial Management Frameworkfi)r LUfP 2 prepared by Multiple Development Services Ltd 47 7.2 INSTITUTIONAL ARRANGEMENTS Accordingly, details of institution arrangements and the roles and responsibilities various institutions in the implementation have been identified and highlighted below:
LAMAT A, as the implementing authority, has the mandate to: • Co-ordinate the transport policies, programmes and actions of all transport ' agencies in the Lagos metropolitan area. • Maintain and manage the declared road network within Metropolitan Lagos. • Plan, coordinate, manage and develop the supply of adequate and effective transportation within Metropolitan Lagos. • Recommend on route planning and general location of bus shelters, pedestrian and bridges. • Collect and levy transport road user charges and establish a Transport Fund 10 ( the performance of LAMA T A. • Coordinate activities ofthe State Licensing Authority and all vehicle inspectkm U' • Recommend on policy issues on public transportation to the Governor . n ~ mechanisms for implementation. • Prepare plans for the management and development of transportation in Metn r Lagos.
Thus LAMA T A has the responsibility for the co-ordination of transport policies, progl a and actions of all agencies at the different levels of government. To achieve this LAMA TA in particular liaises with the various government levels, especially, as fol
a. Federal: Establishment of national policy goals and objectives and the appropriate pm"i" technical and financial assistance to State and local governments;
b. State: Development of basic transport policy, establishment of policy goals and objt~ctl" the transport sector, maintenance of existing primary and secondary implementation of traffic management schemes, and the monitoring and evaluct all players in the transport sector and the provision of technical support to th governments; c. Local: Implementation of local area traffic schemes, maintenance of local roads, devell'l . of appropriate revenue generation policies (consistent with state and federal pol ( these areas) and co-ordination with planning and other relevant departments local level on transport related matters.
To effectively carry out her mandate and liaise very closely with other stakdc LAMA T A is consists of five major departments dealing with the key issues for whid responsible. These include: Finance, Corporate Planning, Public Transport, Roads and Tr
To ensure environmental and socially friendliness of all LAMA T A proj e,;: c, Environmental/Social Safeguards Unit exists and this reports directly to the ivla ~ Director. The paramount objective of the Environmental/Social Safeguards unit is 1(, the effective consideration and management of environmental/social concerns in all asp;: LAMA T A's work, from the design, planning, implementation, monitoring and eva!La i transport initiatives in the Lagos Metropolitan area.
LAMATA Environmental and Social Manoji1,emcnl Framework./or LUTF 2 prepared by Multiple Development Servicc8 LId A key function of the Unit is to engender a broad consensus, through participatory methods and extensive dialogue with affected and interested parties, on fair and adequate methods by which rights of way can be cleared of occupants as needed, taking account of international standards for involuntary displacement as incorporated into the World Bank's OP 4.12 on Involuntary Resettlement. With this, particular attention is directed at minimizing environmental/social risks associated with the development of transport initiatives, as well as the identification and maximization of social development opportunities arising from investments by LAMA T A.
Thus in the implementation of the LUPT 2, the Safeguards Unit will be expected to advise on the environmental and social costslbenefits of the different options, putting this ESMF under consideration.
Within Lagos State, the Ministry of Environment with LASEPA as the compliance overseer has the lead role in providing the State Government's response to developers on EA matters. This includes provision of advice on screening, scoping, review of draft EA report (in liaison with Federal Ministry of Environment), receiving comments from stakeholders, public hearing of the project proposals, and convening a technical decision-making panel.
LAMATA (through its Safeguards Unit) will liaise closely with Ministry of Environment and LASEPA in preparing a co-ordinated response on the environmental and social aspects of the LUTP 2 development.
The other institutions, on the other hand, come in as and when relevant areas or resources under their jurisdiction or management are likely to be affected by or implicated in a road/rail projects. These institutions are seen as resource-based or utility service providers include MOT, LASTMA, PPUD, W & I, MOE, LA WMA, LB, MoH and LVO, & FERMA
They all have a significant role and are consulted as appropriate. They participate in the EA processes and in project decision-making that helps prevent or minimize impacts and to mitigate them. These institutions may also be required: • To issue a consent or approval for an aspect of a project; • To allow an area to be included in a project; or • To allow impact to a certain extent or impose restrictions or conditions.
Furthermore, the institutions may have monitoring responsibility or supervisory oversight during construction in an area of concern or interest to them.
In addition, it is pertinent to note that during Project supervision, the World Bank will assess the implementation of the ESMF and recommend additional measures for strengthening the management framework and implementation performance. The reporting framework, screening procedures and preparation of management and mitigation plans will be discussed and agreed by the Bank team and LAMA TA during the early part of project implementation. A comprehensive review of ESMF's application could be undertaken 12 months after Project effectiveness.
LAMATA Environmental and Social Management Frameworkjor LUTP 2 prepared by Multiple Development Services Ltd 49 7.3 Capacity Building To enhance the respective roles and collaboration of the relevant stakeholders, the fo I broad areas for capacity building have been identified as deserving of attention for e 'I implementation ofthe ESMF: 1. Urban Public transport and Environment 2. Project screening techniques, screening tools and the applicable legislat 01 procedures; 3. General project planning and management inter-faced with environmental an( assessment and management; 4. Occupational Health and Safety 5. Environmental Impact Assessment (ETA); 6. Environmental Management Planning; 7. Monitoring and Environmental Audit; 8. Annual Environmental Report preparation and other reporting requirements; 9. Public participation techniques Public Hearing Procedure; 10. Public awareness creation I educational techniques (on environmental, soci health issues).
Specific areas for effective institutional capacity needs are given in Table 7.1.
Table 7.1: Trainin Modules on Environment and Social Mana ement Program Description Participants Form DurationlLo Traininf me Of cation Agenq __---' ______-I...J:>!raininI A Pre- Construction Stage Sensitiza Introduction to Environment: Secretaries, Worksh Yz Working EnvirOil n tion • Basic Concept of chief Engineer op Day SOcif( , ~ r Worksho Environment Superintending Desil511 p • Environmental Regulations Engineers of Cons uha' and Statutory requirements Implementing Agen cy c as per Government and Agency and cap a, :it) \' World bank project Director Introduction to Social and and Resettlement Aspects Environmental! • Basic Concepts Safeguard Unit • Policy, legal and other Statutory requirements as per Government and World I Bank Session I Module I Introduction to Environment: Engineers of Lecture Y4 EnvirOnt1 • Basic Concept of implementing Workin Sod al SJ Environment LAMATA, gDay Desi fr • Environmental Regulations LASEPA Con SU~181 and Statutory requirements (Technical unit Age nc) as per Government and capacil " World bank Introduction to Social and Resettlement Aspects • Basic Concepts • Policy, legal and other Statutory requiremen_ts_as___-'-,-______L-.._~____'_____L______
LAMATA Environmental and SOcllllAfanagement Framework/or L UTP 2 prepared by lrfultiple Development Services Ltd per Government and World I Bank i I • Urban Public transport Module Environmental Considerations in LAMATA, Workshop 1 Environmental & II Road Development Projects: LASEPA,MoT Work in Social Specialists of • Environmental components gDay Design affected by urban ConsultantlExternal development in construction Agency engaged for and operation stages capacity building • Activities causing pollution during construction and operation stages • Environmental Management Good Practices in Urban Infrastructure Projects Social & Resettlement Considerations in Urban Development Projects: • Social and .. Resettlement aspects arIsmg during construction and operation stages • Social and Resettlement Good practices in Urban Infrastructure Projects • Transportation and Land Use Module Review of EIAIIEE and its Engineers of Lecture Yz Envi ronmental & III integration into Designs: implementing and Field Workin Social Specialists of • EIA/IEE Methodology Agency, Visit gDay Design • Environmental Provisions ConsultantlExternal • Implementation Agency engaged for Arrangements capacity building • Methodology of Assessment of Pollution Monitoring • Methodology for site selection of borrow areas, waste disposal areas, e.t.c. of affected Properties • Methodology for compensation, resettlement site selection, etc. Module Improved Coordination with other Officials of Environmental & IV Departments: LAMATA, Social Specialists of • Overview of LUTP 2 LASEPA, and Design • Environmental· & Social oth<;r line ConsultantlExternal Impacts Ministries Agency engaged for • Statutory Permissions - capacity building Procedural Requirements
• Co-operation & : Coordination with other r--_-:-:_-+--::----:--:-.,.-Departments Module Special issues Engineers of Environmental & V • Cultural properties in urban implementing Social Specialists of areas Agency, Design • Squatters and encroachers (Technical unit i ConsultantlExternal • Protection of water bodies I. including of : Agency engaged for • Protection of roadside other Line capacity building plantations ministries
£AMArA Environmental and Social Management Framework/or LUTP 2 prepared by Multiple Development Services Ltd 51 • Statutory Permissions I Procedural Requirements
, I. Consultation and i L-.-l counselling I I B. Construction Stage Session II - Module Role during Construction: LAMATA and Envir() H VI • Roles and Responsibilities other line Soci:.! of Ministries/Paras Desig1 officials/contractors/consulta tatals officials ConSliI nts towards protection of Agenc environment and capad resettlement I • Implementation I Arrangements I • Monitoring mechanisms Module Monitoring.and reporting system Engineers of Envir( 1i r VII implementing Social Agency, Des~ n LAS EPA, MoT, Cons'.III MoW Agen l J ~ap~(:
7.4 Environmental and Social Monitoring Monitoring is a key component of the ESMF during project implementation. The signi f of monitoring stems from the fact that the inputs derived from the ESA into the proj eel , and planning, including mitigation measures are based largely on "predictions". It is e ;: that the basis for the choices, options and decisions made in formulating or designt project and other environmental and social safeguard measures are verified for adequLC appropriateness. Monitoring verifies the effectives of impact management, inclucl r extent to which mitigation measures are successfully implemented. Monitoring spec i helps to: • Improve environmental and social management practices; • Check the efficiency and quality ofthe EA processes; • Establish the scientific reliability and credibility of the EA for the project (a:; ~ the quality of experts providing EA consultancy services in the road sector); ard • Provide the opportunity to report the results on safeguards and impacts and pr' mitigation measures implementation.
Monitoring will be one of the principal activities ofthe environmental and social manag( (ESM) of the LUTP 2 activities/projects once environmental permit is secured for a fl contract is awarded and the project implementation will commence. The LAMATA Sat~ Units will commence monitoring as an important feedback mechanism. This ensures 11 environmental and social mitigation measures: • In this ESMF are adhered to in implementation and are strengthened by 1 situations • Identified in the planning phase (contained in the EA report), and incorpora"t~~d project design and cost are being implemented;
• Are maintained throughout the construction phase and where applicable in t 1 phase and to the decommissioning of sites, facilities and equipment; and • Where inadequate, additional remedial actions are identified (including cor measures or re-design of mitigation measures).
LAMATA environmental and Social ManagemerH Frameworkfor LuTP 2 prepal'ed by Multiple Development Services Ltd The monitoring by the LAMA T A Safeguard Unit is effectively on the contractor engaged in the road construction project, and covers other areas such as adherence to the environmental and social clauses and principles. The monitoring results from the executing agencies are reported to the MoT and LASEPA, for necessary action.
LASEPA as usual will carry out its own compliance monitoring to satisfy itself that the permit conditions and relevant standards and mitigation measures are being fulfilled by LAMA TA.
7.5 Environmental and Social Mitigation Principles and Clauses While a comprehensive list of environmental and social clauses to be observed as appropriate in the implementation ofthis ESMF by all stakeholders are presented in Appendices 7.3 - 5.5, the following general principles have been identified of paramount importance:
7.5.2 Air quality management • Contract specifications for contractors will include dust control measures. • Hauling trucks carrying sand bound for any of the sub-project site will be completely covered and secured to avoid dust emission. 7.5.3 Greens Management • Construction contractors will undertake progressive replanting of all disturbed areas during construction, not after construction phase. • As contractors' obligation, the various sub-project contracts will specify provision for planting and ensuring effective re-vegetation.
7.5.4 Soil quality management • Contractors will ascertain that all raw materials, including sand, aggregates and other construction materials are sourced from approved sites. • As contractors' obligation, the various sub-project contracts will specify provision for erosion control, spillage prevention during construction, and planting and ensuring effective re-vegetation.
7.5.5 Water resource management • The need to provide reservations or buffer zones of undisturbed vegetation between road sites under construction and nearby water bodies will be adhered to. 7.5.6 Noise abatement • Contractors will adhere to national permissible noise levels and ensure construction workers comply.
• Contractors will use signboards and other public information mechanisms to inform the public in advance of construction work, scheduled closure or diversion.
7.5.7 Public safety and health • All open ditches, barricade, barriers and other potential. hazards at the various worksites will be marked with bold and visible tapes to ensure avoidance of accidents. • Where a contractor is negligent in the provision of safety instructions and warnings, the contractor will be held accountable for accidents that occur on such project site and areas of influence. •
LAMATA Environmental and Social Management Framework/or LUTP 2 prepared by Multiple Development Services Ltd 53 7.6 BUDGETS FOR THE ESMF To effectively implement the environmental and social management measures sugg('~ part of the ESMF, necessary budgetary provisions shall be made by the Safeguard l LAMATA for the individual sUb-projects. Tentative budget for each of the project shall include the environmental managetrc 1 other than the good engineering practices, cost of environmental and resettlement mm i All administrative costs for implementing the ESMF shall be budgeted for as P,:ir1 Agency's costing.
7.7 UPDATE AND REVISION OF ESMF The ESMF would be utilized for screening of projects as well as implementation specified environmental and social provisions in the sub-projects of LUTP 2 and is (:or s to be a 'living document' enabling revision where necessary. It is imminent that certa in i that would have been overlooked or not considered due to the preparation of this do:: upstream in the project cycle with minimum ground verification would crop up during r . implementation. The factors that would have implications on compliance to World II, well as national and state environmental regulations would be addressed through up:!, I the ESMF and the conducting of EIA for projects when the need arises.
UlvfATA Environmental and Social Management Fram(!wvrklor LUT? 2 prepared by Multiple Developmem Services Ltd 8.0 REFERENCES
• Ashton-Jones, N.J. and Oronto N.D. (1994). Report to Statoil (Nigeria) Ltd.: • Baseline Ecological Survey of the Niger Delta. Pro-Natura International. Lagos, Nigeria. • Centre for Environment & Health Research & Training (January, 2007): Environmental and Social management Framework (ESMF) for The Transport Sector Development Program (TSDP): Ministry ofTransport • Commission of the European Communities (1992). Mangroves of Africa and Madagascar. European Communities, Luxembourg. • Douglas, Oronto N. (1994) Ogoni: Four Days of Brutality and Torture. Guardian. 26 June: B6. GUA2. . • Governments ofTamil Nadu/Pondicherry in association with the World Bank (2005): Environmental and Social Management Framework for India Emergency Tsunami Reconstruction Project • Linden, Olof. (1993). Mission RepQrt, Visit to Rivers State, Nigeria, October 4-12, 1992 Second Draft. University of Stockholm, Department of Zoology. • PI-INTERNATIONAL (1991), Federal Urban Mass Transit Programme-FUMPT Re Organization Study ofthe Lagos State Transport Corporation (LSTC), (Ibadan). • Powell, C.B. (1993). Sites and Species of Conservation Interest in the Central Axis of the Niger Delta Section C. Submitted to the National Resources Conservation Council. Biodiversity Unit, Rivers State University of Science and Technology. Port Harcourt, Nigeria.
• Skoup and Co. Ltd. (1980). Feasibility Study of the Development and Management of Mangrove/Swamp Forests. Edinburgh, ScotlandSkoup and Co. Ltd. (1980). Feasibility Study of the Development and Management of Mangrove/Swamp Forests. Edinburgh, Scotland • Soils Survey Division 1990. Soils of Nigeria; Soils Survey Division, Federal Department of Agricultural Land Resources (FDALR), Nigeria. • SRADev Nigeria (2009): A Rapid Assessment/Survey of Commuters Opinions and Satisfaction ofBRT Services in Lagos.
LA~\1ATA Environmental and Soda/ Management Framework/or Ll)TP 2 prepared by .Multiple Development Services Ltd 55 9.0 APPENDICES
4.1 Characteristics of Soil around Lagos Environment 4.2 The Habitats in Lagos 4.3 The Nature and Characteristics of the Lagos Lagoons 4.4 Lagos Population Census 5.1 Significance of Environmental and Social Issues Common to Road and Rail Transport Activities 5.2 Questionnaire - Environmental and Social Management Framework (ESMF) For the LUTP 2 5.3 Diagrammatic representation of steps in Environmental Screening 5.4 Diagrammatic representation of steps in Social Screening 5.5 Procedure for Conducting an EIA 5.6 Summary of Generic Potential Environment and Social Impacts Associated' Transport Sector and Mitigation Measures 7.1 Matrix of Environmental Management Measures 7.2 Mechanism for Monitoring of Environmental Management 7.3 Environmental and Social Clauses (LUTP 2) 7.4 Contractor's Checklist on Environmental and Social Issues 7.5 Excavation and Bituminous Works
LAMATA Environmental and Social Management Framel>wkjor LUTF 2 prepared by Multiple Development Services Ltd